EP0415240B1 - Zündsystem für eine Verbrennungskraftmaschine - Google Patents

Zündsystem für eine Verbrennungskraftmaschine Download PDF

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Publication number
EP0415240B1
EP0415240B1 EP90116018A EP90116018A EP0415240B1 EP 0415240 B1 EP0415240 B1 EP 0415240B1 EP 90116018 A EP90116018 A EP 90116018A EP 90116018 A EP90116018 A EP 90116018A EP 0415240 B1 EP0415240 B1 EP 0415240B1
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EP
European Patent Office
Prior art keywords
ignition
ignition system
transistor
coil
circuit
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
EP90116018A
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German (de)
English (en)
French (fr)
Other versions
EP0415240A2 (de
EP0415240A3 (en
Inventor
Uwe Ing. Hartmann (Grad.)
Udo Ing. Mai (Grad.)
Roman Dipl.-Ing. Fh Schichl
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Vogt Electronic AG
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Vogt Electronic AG
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Publication date
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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 claim 1.
  • Such an ignition system is known from EP-A-0034787.
  • 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 quick 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 these known ignition systems is that the energy supply takes place over a constant ignition period and thus generates an AC signal with constant power at the ignition contacts. This can happen if the conclusion is unfavorable the secondary circuit, e.g. B. if the mixture is not ignited, in the event of short-circuited ignition contacts or the spark plug connector being pulled off, lead to an excessively high power supply which can damage or even destroy the electrical components of the ignition system.
  • An essential feature of the ignition system for internal combustion engines known from EP-A-0034787 is the fact that the freely oscillating AC voltage generator described therein vibrates continuously during operation of the ignition system.
  • a switch (I) is necessarily connected in parallel to the spark plug on the secondary side. The spark plug can only ignite when this switch is opened, since only then is there a sufficiently high ignition voltage at the spark plug.
  • Such a switch which is absolutely necessary on the secondary side, has a number of disadvantages.
  • this switch has to cope with the high voltage generated on the secondary side. This can only be avoided if an auxiliary winding - according to FIG. 8 of EP-A-0034787 - to which the switch I is to be connected in parallel is provided on the secondary side. Thanks to the auxiliary winding, the high voltage at the switch can be reduced. However, the auxiliary winding requires additional circuitry, which is of course undesirable.
  • An ignition output stage (primary and secondary circuit) is connected such 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 increases 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.
  • Circuitry options are given in claims 2 to 7.
  • the ignition of two spark plugs can take place with one ignition output stage (see claim 4).
  • the actuator controlling the energy supply can be switched by means of additional circuitry measures (see claims 8 and 9).
  • the self-oscillating ignition output stage exists from 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 due to 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 works in both blocking and 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 since 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 switching 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 in order to detect 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 switching power supply, that is to say an inverter with a transformer, in a motor vehicle.
  • a switching power supply that is to say an inverter with a transformer
  • 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 control and regulating circuit 2.
  • the secondary coil (S1) is in series with the winding and ignition capacitance CW, as illustrated with the equivalent diagram in accordance with FIG. 2c. 2b, an output stage with galvanically isolated inductive coupling is provided
  • 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 stages 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 ', are grounded according to the control.
  • 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 increases 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 (CR or C 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 increases 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 at the capacitor C33 is 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 of 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). During this period t4, transistor T30 is turned on again, because the same voltage conditions are present as at the beginning of period t1. When the energy of inductor L1 is completely given to the voltage source (vehicle electrical system), a new cycle starts.
  • 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 determined by resistor R37. This current control guarantees a constant supply of energy to the primary inductance L1, with the energy - apart from small losses - being 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.
  • This behavior enables the desired current to be supplied largely independently of the operating voltage U B in a large range. If the burning voltage U B is high, a large proportion of the energy in the arc of the spark plug is converted into heat. In this case, less residual energy is returned to the voltage source. The result is that the period t4 becomes smaller, the ignition frequency increases and the current consumption increases.
  • 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 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 it is switched 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.
  • the bistable flip-flop FF1 can only be reset during the period in which the transistor current I D would flow, provided that ignition would have occurred.
  • 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 IC 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 which can advantageously be used 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 l preferably accommodates the coil winding of the low-impedance primary circuit coil, since the primary circuit can be designed with greater 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-shaped or T-shaped. On the one hand, this shape allows simple assembly 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, e.g. is enriched with conductive carbon black, which creates a magnetic and electrostatic shield against external electromagnetic fields. Overall, the simple construction of the ignition coil allows cost-effective production and the small volume of the ignition coil allows it to be placed directly on the spark plugs, which increases the operational reliability of the ignition system and results in low RF 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 FIGS. 12 and 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 out 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) power.
  • the voltage and power supply of electrical devices can be carried out using a switching power supply (DC-DC converter).
  • DC-DC converter switching power supply
  • FIG. 14 This is a circuit arrangement of a secondary regulated single-ended flyback converter.
  • the reference numerals in FIG. 14 differ from the reference numerals in the other figures and are at least partially self-explanatory.
EP90116018A 1989-08-30 1990-08-22 Zündsystem für eine Verbrennungskraftmaschine Expired - Lifetime EP0415240B1 (de)

Applications Claiming Priority (2)

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

Publications (3)

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

Family

ID=6388213

Family Applications (1)

Application Number Title Priority Date Filing Date
EP90116018A Expired - Lifetime EP0415240B1 (de) 1989-08-30 1990-08-22 Zündsystem für eine Verbrennungskraftmaschine

Country Status (5)

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

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Also Published As

Publication number Publication date
US5113839A (en) 1992-05-19
DE3928726A1 (de) 1991-03-07
DE59010597D1 (de) 1997-01-23
JP2739518B2 (ja) 1998-04-15
JPH03149351A (ja) 1991-06-25
EP0415240A2 (de) 1991-03-06
EP0415240A3 (en) 1993-07-07
ES2094738T3 (es) 1997-02-01

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