EP0415240A2 - Système d'allumage pour un moteur à combustion - Google Patents

Système d'allumage pour un moteur à combustion Download PDF

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Publication number
EP0415240A2
EP0415240A2 EP90116018A EP90116018A EP0415240A2 EP 0415240 A2 EP0415240 A2 EP 0415240A2 EP 90116018 A EP90116018 A EP 90116018A EP 90116018 A EP90116018 A EP 90116018A EP 0415240 A2 EP0415240 A2 EP 0415240A2
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EP
European Patent Office
Prior art keywords
ignition
coil
ignition system
circuit
transistor
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Granted
Application number
EP90116018A
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German (de)
English (en)
Other versions
EP0415240B1 (fr
EP0415240A3 (en
Inventor
Uwe Ing. Hartmann (Grad.)
Udo Ing. Mai (Grad.)
Roman Dipl.-Ing. Fh Schichl
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Vogt Electronic AG
Original Assignee
Vogt Electronic AG
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Filing date
Publication date
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Application filed by Vogt Electronic AG filed Critical Vogt Electronic AG
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Publication of EP0415240A3 publication Critical patent/EP0415240A3/de
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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
    • F02P7/00—Arrangements of distributors, circuit-makers or -breakers, e.g. of distributor and circuit-breaker combinations or pick-up devices
    • F02P7/06—Arrangements of distributors, circuit-makers or -breakers, e.g. of distributor and circuit-breaker combinations or pick-up devices of circuit-makers or -breakers, or pick-up devices adapted to sense particular points of the timing cycle
    • F02P7/077—Circuits therefor, e.g. pulse generators
    • F02P7/0775—Electronical verniers
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02P—IGNITION, OTHER THAN COMPRESSION IGNITION, FOR INTERNAL-COMBUSTION ENGINES; TESTING OF IGNITION TIMING IN COMPRESSION-IGNITION ENGINES
    • F02P15/00—Electric spark ignition having characteristics not provided for in, or of interest apart from, groups F02P1/00 - F02P13/00 and combined with layout of ignition circuits
    • F02P15/08—Electric spark ignition having characteristics not provided for in, or of interest apart from, groups F02P1/00 - F02P13/00 and combined with layout of ignition circuits having multiple-spark ignition, i.e. ignition occurring simultaneously at different places in one engine cylinder or in two or more separate engine cylinders
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02P—IGNITION, OTHER THAN COMPRESSION IGNITION, FOR INTERNAL-COMBUSTION ENGINES; TESTING OF IGNITION TIMING IN COMPRESSION-IGNITION ENGINES
    • 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
    • F02P15/10—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 continuous electric sparks
    • 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
    • F02P15/12—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 means for strengthening spark during starting
    • 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
    • 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
    • F02P3/01—Electric spark ignition installations without subsequent energy storage, i.e. energy supplied by an electrical oscillator
    • 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
    • F02P7/00—Arrangements of distributors, circuit-makers or -breakers, e.g. of distributor and circuit-breaker combinations or pick-up devices
    • F02P7/06—Arrangements of distributors, circuit-makers or -breakers, e.g. of distributor and circuit-breaker combinations or pick-up devices of circuit-makers or -breakers, or pick-up devices adapted to sense particular points of the timing cycle
    • F02P7/073—Optical pick-up devices
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B2275/00—Other engines, components or details, not provided for in other groups of this subclass
    • F02B2275/14—Direct injection into combustion chamber

Definitions

  • the invention relates to an ignition system according to the preamble of patent claim 1.
  • alternating current for spark ignition in internal combustion engines is known.
  • the use of alternating current for the ignition has the advantage that the spark discharge at the spark plug can be maintained over any period of time and can thus be easily adapted to the instantaneous requirement of the engine, which increases the efficiency of the internal combustion engine through the more complete use of the fuel mixture and the pollutants reduced in exhaust gas.
  • DE-OS 1 539 183 describes an ignition arrangement with a primary and secondary circuit of a step-up transformer, the primary circuit of which is designed as a parallel and series resonance circuit. After a rapid discharge in the secondary circuit, this resonant circuit generates an alternating current at the spark plug cathodes. Furthermore, from DE-OS 25 17 940 a capacitor ignition system for internal combustion engines with ferromagnetic resonance is known, in which only after each discharge of the primary-side capacitor, a second control circuit generates an oscillating current in the primary and secondary windings and thus for a predetermined Period of time allows an alternating current to flow at the spark plug.
  • an oscillator circuit controls a transistor push-pull circuit connected to the primary winding of an ignition coil. This oscillator circuit is controlled by the switch positions of the breaker contacts of an ignition distributor and generates an AC signal with a constant frequency at the spark plugs.
  • a disadvantage of this known ignition system is that the generation of the alternating current signal requires an input signal triggered by a start pulse, which necessitates additional switching measures for generating the start pulse.
  • the basic idea of the invention is to switch an ignition output stage (primary and secondary circuit) in such a way that it operates in a current-controlled flyback and forward converter mode.
  • the blocking and flow time of a switching transistor in the primary circuit of the ignition output stage is controlled as a function of the ignition energy consumed in the secondary circuit in such a way that the ignition current frequency rises with increased energy consumption in the secondary circuit and decreases with reduced energy consumption.
  • the controlled variable which determines the switch-on cycles of the transistor, is the energy not completely removed from the primary circuit by the secondary circuit, the constant supply of energy to the output circuit being ensured by the current control on a resistor in the primary circuit.
  • the unused energy is fed back into the energy store (battery) and thus causes a smaller consumption of the electrical power.
  • the self-oscillating ignition output stage exists consisting of a switch (transistor), an energy recovery diode, a charging coil, a primary resonant circuit capacitor and a secondary circuit coil, which is connected in series to a spark plug capacitance.
  • the function of the output circuit is comparable to a band filter.
  • the secondary circuit is supercritically coupled to the primary circuit by the mutual inductance because of its approx. 50% coupling. This ensures that the high voltage in the secondary circuit is very quickly available in full within a few periods.
  • the secondary circuit is loosely coupled to the primary circuit due to the strong damping. This guarantees a quasi constant current supply almost independent of the ignition voltage.
  • This technique of the self-oscillating ignition stage described above allows a considerable reduction in the volume of an ignition coil, since the total spark energy is allocated to the spark plug over a longer period of time and because the transmission frequency is high and the circuit operates in both the blocking and the flow mode.
  • Another advantage of this ignition output stage is that only a coupling of approximately 50% is required for the construction of the ignition coil. This feature allows such a miniature ignition coil to be inexpensive and easy to manufacture.
  • each spark plug is provided with a miniature ignition coil and because the circuit operates in flow and flyback mode and thus the high voltage is available almost immediately after triggering, a distributor can be dispensed with without any problems.
  • Particularly suitable, small-sized and rationally producible ignition coils are the subject of claims 10 to 17.
  • a device for controlling an internal combustion engine in which the position of a sensor disk connected to a shaft of the internal combustion engine, which has a perforation designed as a marking, is registered by a fixed recording segment.
  • an inductive sensor e.g. Working according to the eddy current principle
  • pulses are obtained that are evaluated electronically.
  • a control and regulating circuit then generates the switch-on and switch-off signals for the individual ignition branches with these pulses.
  • This known method is also suitable for triggering high-frequency AC ignition.
  • a disadvantage of the dynamic detection of the ignition timing mentioned above is that a movement of the encoder disk is necessary to determine the position in order to clearly determine the position of the camshaft or crankshaft.
  • a wheel is mounted on the camshaft to record the correct triggering time for the ignition, which carries a clearly identifiable code on its surface, which code is scanned by a sensor.
  • the sensor scans, for example, inductively or optically.
  • a 10-bit Gray code can be arranged on the peripheral surface of a camshaft gear, which is scanned by an inductive multifunction sensor with integrated electronics and supplies electrical signals corresponding to the position of the camshaft gear.
  • the components required for the ignition system according to the invention can be produced in a conventional manner directly using a known low-voltage source, e.g. B. a DC battery of 12 volts can be fed.
  • a known low-voltage source e.g. B. a DC battery of 12 volts can be fed.
  • the disadvantage of such a low voltage supply is that the supply of electrical consumers that require a high operating voltage, such as. B. headlights with high-pressure gas discharge lamps or the ignition system described above, is only possible with an unfavorable efficiency.
  • This disadvantage can be advantageously countered according to the invention by using a switched-mode power supply, that is to say an inverter with a transformer, in a motor vehicle.
  • a switched-mode power supply that is to say an inverter with a transformer
  • the ignition arrangement according to the invention consists of the components shown schematically in FIG. 1, which are: - a low voltage supply (BAT), - a central switching power supply (UF1), - High voltage generating ignition output stages (ZST), according to the number of cylinders - and miniature ignition coils (ZSP) for each spark plug.
  • BAT low voltage supply
  • U1 central switching power supply
  • ZST High voltage generating ignition output stages
  • ZSP miniature ignition coils
  • the ignition output stage according to the invention shown in Fig. 2a consists of a primary and secondary resonant circuit.
  • the primary resonant circuit has a control and regulating circuit 2 with a trigger input 4, a trigger output 6 and a supply line 8, and the primary winding P1 of an ignition coil.
  • a resonant circuit capacitor C1 is located in series with the primary circuit coil P1, and an energy recovery diode D1 is arranged in parallel therewith.
  • a transistor TR1 is connected on the drain side to the capacitor C1 and the energy recovery diode D1.
  • transistor TR1 On the source side, transistor TR1 is connected to ground via a current limiting resistor R1.
  • a supply line 10 connects the transistor on the source side to the current limiting resistor R1 and the open-loop and closed-loop control circuit 2.
  • the secondary coil (S1) is in series with the winding and ignition capacitance CW, as illustrated by the equivalent diagram in FIG. 2c. 2b, an output stage with galvanically isolated inductive coup
  • FIG. 6 A complete circuit of an ignition stage with three ignition paths for two spark plugs each, i.e. for a six-cylinder engine. B., is illustrated with Fig. 6.
  • FIG. 3a The supply of two spark plugs Z1, Z2 with a common ignition output stage is shown in FIG. 3a.
  • the effective winding and spark plug capacitance CW is preferably reduced by a factor of 2, as is illustrated in the equivalent circuit diagram in FIG. 3b.
  • the basic function of the ignition output stage according to the invention is based on time diagrams in FIGS. 4a to 4c so far and in FIGS. 5a to 5c for the above. Exemplary embodiments of the ignition output stage explained.
  • the steady state is assumed with sufficient battery voltage.
  • the voltage at point A in the circuit according to FIG. 6 releases the operation with a low level as soon as the amplifier OP1 is switched through.
  • a trigger input e.g. B. Trigger input 3
  • the transistor T30 is turned on.
  • a drain current I D begins to flow ( Figure 4c, time period t1).
  • the voltage drop across resistor R37 rises until the voltage at the inverting input (-) of amplifier OP4 becomes more positive than the reference voltage at point B.
  • transistor T30 is blocked.
  • the energy contained in the SP30 storage coil excites the entire output circuit to vibrate. Part of the energy is transferred to the capacitor C33 of the primary area (C1 or C2 in the equivalent circuit diagram 2c or 3b) and the other part to the capacitance CW of the secondary circuit (time period t2, Fig. 4a and 4b).
  • the voltage U D across the capacitor C33 rises sinusoidally until there is no more energy in the storage coil.
  • the capacitively stored energy is fed back to the inductance L1 until the voltage on the capacitor C33 is equal to zero.
  • the storage coil SP30 releases its existing energy into the circular capacitor CW on the secondary side.
  • the voltage U D at the drain from transistor T30 cannot become negative because the internal diode (energy recovery diode D1 or D2 in FIGS. 2a, 2b, 3a) becomes conductive.
  • the energy present in the primary inductance L1 is returned to the vehicle electrical system via the diode D30 (time period t4, see Figure 4c).
  • the secondary circuit can continue to oscillate in this time segment t4 (see U H in FIG. 4b). Its frequency is somewhat higher than before, because the leakage inductance L ⁇ (FIG. 2c, FIG. 3b) is now parallel to the mutual inductance M. (see Fig. 2c, 3b).
  • transistor T30 is turned on again because the same voltage conditions are present as at the beginning of time period t1.
  • the transistor T30 is only blocked if the voltage at the inverting input (-) of the amplifier OP4 is more positive than the reference voltage at point B. This case always occurs when the charging current I D is one limit reached by resistor R37.
  • This current control guarantees a constant supply of energy to the primary inductance L1, whereby the energy - apart from minor losses - is completely returned to the vehicle electrical system in the event of non-ignition.
  • the blocked state of transistor T30 is maintained by the voltage drop across resistor R36 as long as the voltage U D at the drain of transistor T30 is more positive than the battery voltage.
  • the primary freewheeling frequency is approximately 18 kHz and the secondary frequency: 43.5 kHz with open primary circuit and 60 kHz with short-circuited primary circuit.
  • the basic frequency with spark plug termination is approximately 20 kHz with a burning voltage of 900 Vpp.
  • the drain current I D through the drain-source path of the transistor T30 is greater than in the fully steady state for a defined period of time.
  • the actual measured value of the drain current-proportional voltage at point C is reduced in the circuit according to FIG. 7 by means of a bistable flip-flop FF1 which drives the gate of the transistor T40.
  • the current amplitude is set by the resistor R40 in such a way that the stored energy in the primary inductance L1 is sufficiently large to replace the residual energy not yet present in the output circuit when switching on. As a result, the maximum high voltage U H is reached during the first oscillation period.
  • the flip-flop FF1 can be reset by the negative edge (trailing edge) of the first current pulse.
  • the resetting of the flip-flop FF1 can also be made dependent on whether an ignition has taken place or not.
  • the information for this can e.g. can be derived from the changing frequencies.
  • FF2 can be effected by means of an additional monostable flip-flop. That the bistable flip-flop FF1 can only be reset during the period in which the transistor current I D would flow, provided that an ignition would have taken place.
  • This arrangement has the advantage that the ignition voltage U H rises further in the case of very heavily contaminated spark plugs, thereby providing a voltage reserve for heavily worn and contaminated spark plugs.
  • FIG. 9 The overall structure of an ignition output stage (see FIG. 9) with an ignition module IZM with an integrated circuit and an ignition coil ZSP is shown in FIG. 9.
  • the complete switching of the ignition module with a high degree of integration allows inexpensive manufacture and high operational reliability.
  • the miniature ignition coil to be used advantageously in cooperation with the ignition output stages explained above is shown in detail in FIGS. 10 and 11a-11c.
  • the miniature ignition coil consists of three individual components, namely the coil body 20, the coil core 22 and the coil housing 24.
  • the coil body 20 has a cylindrical basic shape, on one end face of which a socket 26 is attached in one piece.
  • This socket 26 is surrounded by a circumferential cylinder wall 28 which acts as a protective cap and brings about a force-fitting and precise fit on the spark plug.
  • Individual chamber segments 30a to 30g, 32 are formed on the lateral surface 29 of the bobbin 20 by a plurality of circumferential segment ribs.
  • the chamber segment 32 with the largest chamber rib spacing 1 preferably accommodates the coil winding of the low-impedance primary circuit coil, since the primary circuit can be designed with larger tolerances in the winding structure and can be designed without a chamber for better use of space.
  • the coil winding of the high-resistance secondary coil is preferably introduced into the smaller-spaced chamber segments 30a to 30g.
  • An advantage of this chamber winding technique of the secondary circuit is that a higher dielectric strength is achieved and smaller winding tolerances are easier to manufacture.
  • the line connections 34 for the primary circuit are led out of the coil body 20 at the end.
  • the coil body 20 has a concentric bore 33 (see FIG. 11c).
  • the coil core 22 is mushroom or T-shaped. This shape allows simple assembly on the one hand and on the other hand causes magnetic shielding and increases the quality of the primary circuit.
  • the coil core 22 is preferably made of ferrite, which advantageously shows no signs of saturation up to a temperature of 200 ° C.
  • the coil housing 24 for the coil body 20 with the coil core 22 inserted (see FIG. 11a) is designed in a cap or pot shape.
  • a pipe socket 36 is attached to the coil housing 24 on its upper cover.
  • the coil body with the coil housing 24 is encapsulated in a watertight manner, which advantageously increases the corrosion resistance.
  • the potting compound 38 preferably extends over the chamber segments 30a to 30g receiving the secondary windings.
  • the potting material used is preferably made of silicone. Plastoferrite is suitable for the coil housing 24, which e.g. is enriched with conductive carbon black, which creates a magnetic and electrostatic shield against external electromagnetic fields.
  • the simple construction of the ignition coil 22 permits cost-effective production and the small volume of the ignition coil 22 allows it to be placed directly on the spark plugs, which increases the operational reliability of the ignition system and results in a low HF interference.
  • the angular position is used to trigger individual ignition paths a crankshaft or camshaft by means of a coding disk 40, 42 fixedly connected to it, as shown in FIG. 12 or FIG. 13.
  • 12 shows a code that can be used to trigger 3 ignition paths.
  • the binary code of the radially arranged coding tracks 44a, b, c is read out by means of an inductive sensor 46 and evaluated in the electronics 48.
  • This electronics provides at its output 50 the trigger signals required for the individual ignition paths.
  • the code is expediently designed in its phase position for the highest engine speed, so that the downstream electronics 48, depending on the speed, feeds the trigger signal to the ignition output stages with a delay.
  • FIG. 13 A fully digital circuit in which the ignition phase is evaluated directly by means of an on-board computer 52 is shown in FIG. 13.
  • the code pattern 53 is on the outer surface 42 of the rotationally fixed z. B. arranged with the camshaft connected code wheels.
  • a 10-bit Gray code is preferably used as the code.
  • B. is read by an inductive multifunction sensor 54 or by an optical scanning device.
  • the signals are in a downstream integrated electronics 52 e.g. an on-board computer for determining position z. B. evaluated individual piston positions. This information is used for triggering the individual ignition output stages, as well as for dosing and for controlled direct injection of the fuel mixture into the cylinder rooms.
  • the absolute position of the crankshaft or camshaft can already be determined statically, that is to say in retirement, which makes it possible to start (start) the internal combustion engine from the idle state without an electric starter device (starter) makes.
  • the voltage and power supply of electrical devices can be done by means of a switching power supply (DC-DC converter).
  • DC-DC converter switching power supply
  • FIG. 14 This is a known circuit arrangement of a secondary regulated single-ended flyback converter.

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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)
EP90116018A 1989-08-30 1990-08-22 Système d'allumage pour un moteur à combustion Expired - Lifetime EP0415240B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE3928726A DE3928726A1 (de) 1989-08-30 1989-08-30 Zuendsystem mit stromkontrollierter halbleiterschaltung
DE3928726 1989-08-30

Publications (3)

Publication Number Publication Date
EP0415240A2 true EP0415240A2 (fr) 1991-03-06
EP0415240A3 EP0415240A3 (en) 1993-07-07
EP0415240B1 EP0415240B1 (fr) 1996-12-11

Family

ID=6388213

Family Applications (1)

Application Number Title Priority Date Filing Date
EP90116018A Expired - Lifetime EP0415240B1 (fr) 1989-08-30 1990-08-22 Système d'allumage pour un moteur à combustion

Country Status (5)

Country Link
US (1) US5113839A (fr)
EP (1) EP0415240B1 (fr)
JP (1) JP2739518B2 (fr)
DE (2) DE3928726A1 (fr)
ES (1) ES2094738T3 (fr)

Cited By (4)

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WO1994007027A1 (fr) * 1992-09-17 1994-03-31 Geru Gmbh Gesellschaft Für Patentverwentung Und Technologietransfer Procede et systeme de commande de la frequence des etincelles d'allumage a etincelles dans un systeme d'allumage a etincelles multiples
EP0596471A2 (fr) * 1992-11-04 1994-05-11 VOGT electronic AG Système d'allumage à courant alternatif pour un moteur à combustion avec réglage de l'énergie d'allumage
EP0634573A1 (fr) * 1993-07-13 1995-01-18 Jury Alexandrovech Papko Méthode et système pour contrôler la fréquence des étincelles d'un système d'allumage à plusieurs étincelles
EP1111630A2 (fr) * 1999-12-23 2001-06-27 DaimlerChrysler AG Transformateur d'allumage avec noyau en forme de baguette pour moteurs à combustion interne

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FR2649759B1 (fr) * 1989-07-13 1994-06-10 Siemens Bendix Automotive Elec Dispositif d'allumage pour moteur a combustion interne
DE4114087A1 (de) * 1991-04-30 1992-11-05 Vogt Electronic Ag Zuendanlage fuer verbrennungskraftmaschinen
DE4328524A1 (de) * 1993-08-25 1995-03-02 Volkswagen Ag Steuerbare Zündanlage
DE4409985A1 (de) * 1994-03-23 1995-09-28 Daug Deutsche Automobilgesells Wechselstromzündung mit optimierter elektronischer Schaltung
DE4409984B4 (de) * 1994-03-23 2004-05-06 Volkswagen Ag Wechselstromzündung mit optimierter elektronischer Schaltung
US5577485A (en) * 1995-06-07 1996-11-26 International Machinery Corporation Ignition system
DE19524539C1 (de) * 1995-07-05 1996-11-28 Telefunken Microelectron Schaltungsanordnung zur Ionenstrommessung im Verbrennungsraum einer Brennkraftmaschine
US5623209A (en) * 1995-12-07 1997-04-22 Altronic, Inc. Diagnostic system for capacitive discharge ignition system
DE19614287C1 (de) * 1996-04-11 1997-06-26 Telefunken Microelectron Schaltungsanordnung zur Ionenstrommessung im Verbrennungsraum einer Brennkraftmaschine und zur Wechselstromzündung der Brennkraftmaschine
DE19614288C1 (de) * 1996-04-11 1997-08-07 Telefunken Microelectron Schaltungsanordnung zur Ionenstrommessung im Verbrennungsraum einer Brennkraftmaschine und zur Wechselstromzündung der Brennkraftmaschine
US5852999A (en) * 1997-02-13 1998-12-29 Caterpillar Inc. Method and means for generating and maintaining spark in a varying pressure environment
DE19720534C2 (de) * 1997-05-16 2003-01-09 Conti Temic Microelectronic Verfahren zur Beeinflussung des Zündverhaltens von Zündkerzen
DE19840765C2 (de) 1998-09-07 2003-03-06 Daimler Chrysler Ag Verfahren und integrierte Zündeinheit für die Zündung einer Brennkraftmaschine
DE10228147B3 (de) * 2002-06-24 2004-01-22 Siemens Ag Verfahren zum Bestimmen der Start-Winkelposition einer Brennkraftmaschine
US6922057B2 (en) * 2002-11-01 2005-07-26 Visteon Global Technologies, Inc. Device to provide a regulated power supply for in-cylinder ionization detection by using a charge pump
EP1465342A1 (fr) * 2003-04-01 2004-10-06 STMicroelectronics S.r.l. Dispositif d'allumage électronique à canaux multiples avec dispositif de commande à haute tension
JP4411535B2 (ja) * 2004-05-11 2010-02-10 株式会社デンソー 内燃機関用点火装置
FR2888421B1 (fr) * 2005-07-06 2007-08-31 Renault Sas Dispositif de commande d'un transistor haute tension, en particulier un transitor mos d'un generateur haute tension radio-frequence pour l'allumage commande d'un moteur a combustion interne
FR2927482B1 (fr) * 2008-02-07 2010-03-05 Renault Sas Dispositif de generation de haute tension.
US8931457B2 (en) 2009-08-18 2015-01-13 Woodward, Inc. Multiplexing drive circuit for an AC ignition system with current mode control and fault tolerance detection
US8276564B2 (en) * 2009-08-18 2012-10-02 Woodward, Inc. Multiplexing drive circuit for an AC ignition system
DE102014212002B3 (de) * 2014-06-23 2015-12-10 Walter Seidl Wechselspannungszündsystem
US11131567B2 (en) 2019-02-08 2021-09-28 Honda Motor Co., Ltd. Systems and methods for error detection in crankshaft tooth encoding
WO2022103350A1 (fr) * 2020-11-10 2022-05-19 Gali̇ Enerji̇ Bakim Onarim İmalat Li̇mi̇ted Şi̇rketi̇ Innovation dans la carte de commande utilisée dans des dispositifs de combustion de liquide/gaz
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WO1994007027A1 (fr) * 1992-09-17 1994-03-31 Geru Gmbh Gesellschaft Für Patentverwentung Und Technologietransfer Procede et systeme de commande de la frequence des etincelles d'allumage a etincelles dans un systeme d'allumage a etincelles multiples
EP0596471A2 (fr) * 1992-11-04 1994-05-11 VOGT electronic AG Système d'allumage à courant alternatif pour un moteur à combustion avec réglage de l'énergie d'allumage
EP0634573A1 (fr) * 1993-07-13 1995-01-18 Jury Alexandrovech Papko Méthode et système pour contrôler la fréquence des étincelles d'un système d'allumage à plusieurs étincelles
WO1995002761A1 (fr) * 1993-07-13 1995-01-26 Jury Alexandrovech Papko Procede de combustion d'un melange air/carburant et systeme d'allumage pour sa mise en oeuvre
EP1111630A2 (fr) * 1999-12-23 2001-06-27 DaimlerChrysler AG Transformateur d'allumage avec noyau en forme de baguette pour moteurs à combustion interne
EP1111630A3 (fr) * 1999-12-23 2002-10-02 DaimlerChrysler AG Transformateur d'allumage avec noyau en forme de baguette pour moteurs à combustion interne

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EP0415240B1 (fr) 1996-12-11
DE59010597D1 (de) 1997-01-23
US5113839A (en) 1992-05-19
JPH03149351A (ja) 1991-06-25
EP0415240A3 (en) 1993-07-07
ES2094738T3 (es) 1997-02-01
JP2739518B2 (ja) 1998-04-15
DE3928726A1 (de) 1991-03-07

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