EP0608229B1 - Ignition system for internal combustion engines - Google Patents

Ignition system for internal combustion engines Download PDF

Info

Publication number
EP0608229B1
EP0608229B1 EP92907839A EP92907839A EP0608229B1 EP 0608229 B1 EP0608229 B1 EP 0608229B1 EP 92907839 A EP92907839 A EP 92907839A EP 92907839 A EP92907839 A EP 92907839A EP 0608229 B1 EP0608229 B1 EP 0608229B1
Authority
EP
European Patent Office
Prior art keywords
ignition
sensor
cylinder
ignition system
switched
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
EP92907839A
Other languages
German (de)
French (fr)
Other versions
EP0608229A1 (en
Inventor
Udo Mai
Uwe Hartmann
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.)
Vogt Electronic AG
Original Assignee
Vogt Electronic AG
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 Vogt Electronic AG filed Critical Vogt Electronic AG
Publication of EP0608229A1 publication Critical patent/EP0608229A1/en
Application granted granted Critical
Publication of EP0608229B1 publication Critical patent/EP0608229B1/en
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

Links

Images

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
    • F02P11/00—Safety means for electric spark ignition, not otherwise provided for
    • F02P11/06—Indicating unsafe conditions
    • 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
    • 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
    • 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

Definitions

  • the invention relates to an ignition system according to the introductory part of patent claim 1.
  • the ignition of the fuel / air mixture in the cylinder must be very precise in time. A large amount of ignition energy must be provided for this. Assuming normal operation, this high energy only has to be applied to the spark plug for a short time. In unfavorable conditions, the ignition of the fuel-air mixture with short ignition current phases is not guaranteed. For this reason, the high-voltage capacitor ignition (HKZ), which is in itself advantageous for normal operation, has not been able to establish itself.
  • HKZ high-voltage capacitor ignition
  • misfire is extremely undesirable because of emissions regulations and the use of catalysts.
  • the invention has for its object to provide an ignition system according to the introductory part of claim 1, which offers high security against misfires with largely minimized spark plug wear.
  • the ignition current for each ignition process is only maintained for as long as is absolutely necessary to ignite the fuel-air mixture after the ignition spark has jumped over. This period is usually very short. It can also be relatively long under difficult conditions.
  • the spark plug erosion is largely minimized as a whole by the ignition system duration being made possible by the ignition system according to the invention.
  • the ignition system according to the invention can also be used in a very simple manner for one to indicate an increased risk of misfiring and / or the occurrence of misfires by additionally observing whether and when flames take place for the individual cylinders within the predetermined maximum time period until the ignition device is switched off.
  • the subclaims relate to preferred configurations of the ignition system according to claim 1.
  • the ignition device individually assigned to each cylinder of the internal combustion engine has a separate ignition module for each cylinder, which can be switched on and off quickly, that is to say practically without delay, and to deliver an unlimited combustion current to the respective spark plug when switched on can
  • the individual ignitions in the cylinders or the absence of ignitions during the maximum duty cycle of the ignition modules are sensed and the respective ignition module is switched off immediately after the ignition of the fuel / air mixture in the associated cylinder.
  • a suitable ignition device is described, for example, in patent application P 39 28 726.2 dated August 30. Described in 1989.
  • the sensor required for this can also be used as a knock sensor. It could also be a common acoustic sensor can be used.
  • the basic idea in the ignition system according to the invention is to have an ignition spark applied only until the fuel / air mixture is ignited in the cylinder. Most of the time, this process is very short and, accordingly, the required electrical ignition energy is small. In rare cases where there is no immediate ignition, the ignition current continues to flow through the spark plug until the mixture becomes ignitable. The amplitude of the ignition current preferably increases progressively in order to facilitate the ignition process. The same also applies to the high voltage if there is initially no sparking.
  • the ignition processes are preferably monitored not only with regard to the occurrence or non-occurrence of inflammations but also with regard to the time period between the target ignition point and the actual ignition, and if longer ignition delays occur more frequently, this fact can be recorded in the on-board computer and warn the driver against an increased risk of misfiring. This enables early service intervention before misfires occur.
  • the display of misfires draws the user's attention to the fact that the further operation of the engine is immediately at high risk for it or for parts thereof, e.g. the catalyst.
  • the ignition module provided separately for each cylinder is designated by 5.
  • a separate sensor in the form of a pressure sensor that responds to the pressure prevailing in the cylinder.
  • the sensor 1 sends its signal of the mixture pressure to a comparator 2. This compares the signal with a reference voltage, which is selected so that only signals from sensor 1 reach the comparator output which are triggered by a pressure in the cylinder which is greater than the compression.
  • An OR gate 3 transmits these signals to a flip-flop 4, which was previously set by ignition timing electronics 7, and resets it.
  • the FF 4 switches the ignition module 5 on in the set state and off in the reset state. Regardless of the comparator 2, the FF 4 is reset via the OR gate 3 if there is no ignition after approximately half a crankshaft rotation by a signal from the ignition timing electronics 7, and the ignition is therefore switched off in any case. This process is recognized and displayed (error signal).
  • the ignition timing electronics 7 receives information about the switch-on and switch-off times of the respective ignition modules 5 from the output of the FF 4.
  • an optical sensor could also be used for each of the cylinders.
  • a conventional sound sensor for knock detection is used as sensor 1 'for detecting the explosive ignition in the individual cylinders.
  • a circuit arrangement is connected downstream of each time window, which essentially corresponds to the circuit arrangement with components 2, 3 and 4 in the embodiment according to FIG. 1 and fulfills the same function as this.
  • the components are designated 2 ', 3' and 4 'here. Just as in FIG.
  • the ignition electronics 7 receive information about the piston positions through the camshaft sensor designated here 6 ', which delivers a signal corresponding to the instantaneous angular position of the camshaft.
  • the power supply for the ignition modules 5 ' is provided by a power supply 8' which corresponds to the power supply 8 provided for the same purpose in the embodiment according to FIG. 1.
  • the setting of the FF 4 'and its resetting at the end of the predetermined maximum period of time is carried out in the ignition timing electronics 7' by the usual microprocessor 11 (also not shown in the embodiment according to FIG. 1), which processes the signals corresponding to the engine operating data, the signals of the camshaft sensor 6 'and, if necessary, further signals which are entered into it and are important for the operation of the machine are evaluated and linked in a program-controlled manner.
  • the embodiment according to FIG. 2 thus differs from the embodiment according to FIG. 1 essentially in that instead of a separate sensor 1 for each cylinder, a sensor 1 'common to all cylinders is provided.
  • a modification to the above-described mode of operation according to claim 11 is that for each of the cylinders, the ignition device, in the case of the embodiments 1 and 2, the ignition module in question, for the desired target ignition point as switched on there, after a time corresponding to the normal ignition delay, that is to say the delay that normally occurs between the switching on of the ignition and the time of the ignition, regardless of the sensor immediately switched off again and only switched on again within the predetermined maximum period of time provided for the ignition process with ignition, if necessary repeatedly, if the sensor responsible for the cylinder reports or has not reported any ignition.
  • This procedure allows an inertia of the sensors and / or the increase in pressure in the cylinder associated with the ignition to be taken into account in such a way that, in the normal case, there is no unnecessary extension of the spark plug burning time.
  • the above-mentioned error and warning signals can of course also be formed and displayed in this case by appropriate monitoring.

Landscapes

  • 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

An ignition system for internal combustion engines is characterized by a high degree of freedom from misfires together with minimal electrode burning. To this end, an ignition device (5) associated with each cyclinder is switched on in synchronization with the theoretical ignition point for the corresponding cylinder and, when switched on, may deliver an ignition current to the park plug for an indefinite period. When the air/fuel mixture in this cylinder is ignited, a sensor (1) detects the burning in the cylinder and immediately switches off the ignition device (5). In any case, the ignition device (5) of every cylinder is switched off after a predetermined maximum time-interval has elapsed, i.e., even if no burning has taken place. In one variant, the ignition device (5) is first switched off in any case independently of the sensor after a time-interval equal to the normal delay between switch-on of the ignition device and burning and then switched on again when and only when no burning is or has been detected by the sensor (1).

Description

Die Erfindung bezieht sich auf eine Zündanlage gemäß dem einleitenden Teil des Patentanspruchs 1.The invention relates to an ignition system according to the introductory part of patent claim 1.

An eine moderne Zündanlage für Verbrennungskraftmaschinen insbesondere von Kraftfahrzeugen werden eine Reihe von Forderungen gestellt, die teilweise unvereinbar erscheinen.A number of demands are made of a modern ignition system for internal combustion engines, in particular of motor vehicles, which sometimes seem to be incompatible.

Zum Erreichen eines guten Wirkungsgrades muß die Zündung des Kraftstoff/Luft-Gemisches im Zylinder zeitlich sehr präzise erfolgen. Hierzu ist eine große Zündenergie bereitzustellen. Geht man vom Normalbetrieb aus, muß diese hohe Energie nur kurzzeitig an der Zündkerze anliegen. Bei ungünstigen Bedingungen ist die Entflammung des Kraftstoff-Luft-Gemisches mit kurzen Zündstromphasen jedoch nicht sichergestellt. Aus diesem Grund hat sich die für den Normalbetrieb an sich günstige Hochspannungskondensatorzündung (HKZ) nicht durchsetzen können.To achieve good efficiency, the ignition of the fuel / air mixture in the cylinder must be very precise in time. A large amount of ignition energy must be provided for this. Assuming normal operation, this high energy only has to be applied to the spark plug for a short time. In unfavorable conditions, the ignition of the fuel-air mixture with short ignition current phases is not guaranteed. For this reason, the high-voltage capacitor ignition (HKZ), which is in itself advantageous for normal operation, has not been able to establish itself.

Wegen der Abgasvorschriften und wegen der Verwendung von Katalysatoren sind Fehlzündungen äußerst unerwünscht. Um Zündaussetzer zu vermeiden, ist es Stand der Technik, die elektrische Zündenergie erheblich überzudimensionieren. Dies geschieht bei den bekannten Zündanlagen gemäß dem einleitenden Teil des Patentanspruchs 1 u.a. dadurch, daß der Zündstrom nach dem Überspringen des Zündfunkens unabhängig vom Zündvorgang über eine verhältnismäßig lange Zeitspanne aufrechterhalten wird.Misfire is extremely undesirable because of emissions regulations and the use of catalysts. In order to avoid misfires, it is state of the art to significantly oversize the electrical ignition energy. This is done in the known ignition systems according to the introductory part of claim 1 inter alia in that the ignition current after the ignition spark has jumped over is maintained for a relatively long period of time regardless of the ignition process.

Die bekannte diesbezügliche Technik hat die Nachteile, daß sie

  • Fehlzündungen letztlich auch nicht mit Sicherheit verhindert.
  • Keine Information über Zündaussetzer liefert, um Folgeschäden (Zerstörung des Katalysators) durch einen rechtzeitigen Serviceeinsatz zu vermeiden.
  • Einen hohen Zündkerzenabbrand bedingt und somit die Zündpräzision sowie die Lebensdauer der Zündkerzen herabsetzt.
The known related technology has the disadvantages that it
  • Misfire ultimately also cannot be prevented with certainty.
  • No information on misfires provides in order to avoid consequential damage (destruction of the catalytic converter) through timely service.
  • A high spark plug burn-up causes the ignition precision and the service life of the spark plugs to be reduced.

Der Erfindung liegt die Aufgabe zugrunde, eine Zündanlage gemäß dem einleitenden Teil des Patentanspruchs 1 zu schaffen, die eine hohe Sicherheit gegen Fehlzündungen bei weitgehend minimiertem Zündkerzenabbrand bietet.The invention has for its object to provide an ignition system according to the introductory part of claim 1, which offers high security against misfires with largely minimized spark plug wear.

Die vorstehende Aufgabe wird durch die Merkmale des Patentanspruchs 1 gelöst.The above object is achieved by the features of claim 1.

Bei der erfindungsgemäßen Zündanlage wird der Zündstrom für jeden Zündvorgang nach dem Überspringen des Zündfunkens jeweils nur so lange, wie zur Entflammung des Kraftstoff-Luft-Gemisches unbedingt nötig, aufrechterhalten. Im Normalfall ist diese Zeitdauer sehr kurz. Unter schwierigen Bedingungen kann sie aber auch relativ lang sein. Durch die von der erfindungsgemäßen Zündanlage ermöglichste Abstimmung der Zündstromdauer auf den jeweiligen Bedarf wird der Zündkerzenabbrand insgesamt weitestgehend minimiert. Außerdem kann die erfindungsgemäße Zündanlage auf sehr einfache Weise auch dafür herangezogen werden, eine erhöhte Gefahr des Auftretens von Fehlzündungen und/oder das Auftreten von Zündaussetzern anzuzeigen, indem zusätzlich beobachtet wird, ob und wann innerhalb der vorbestimmten maximalen Zeitdauer bis zur Abschaltung der Zündeinrichtung für die einzelnen Zylinder Entflammungen stattfinden.In the ignition system according to the invention, the ignition current for each ignition process is only maintained for as long as is absolutely necessary to ignite the fuel-air mixture after the ignition spark has jumped over. This period is usually very short. It can also be relatively long under difficult conditions. The spark plug erosion is largely minimized as a whole by the ignition system duration being made possible by the ignition system according to the invention. In addition, the ignition system according to the invention can also be used in a very simple manner for one to indicate an increased risk of misfiring and / or the occurrence of misfires by additionally observing whether and when flames take place for the individual cylinders within the predetermined maximum time period until the ignition device is switched off.

Die Unteransprüche betreffen bevorzugte Ausgestaltungen der Zündanlage gemäß Patentanspruch 1.The subclaims relate to preferred configurations of the ignition system according to claim 1.

Die Erfindung wird nachstehend an zwei Ausführungsbeispielen anhand der Zeichnung noch näher erläutert.The invention is explained in more detail below using two exemplary embodiments with reference to the drawing.

In der Zeichnung zeigt:

Fig.1
das Blockschaltbild der ersten Ausführungsform, und
Fig.2
das Blockschaltbild der zweiten Ausführungsform.
The drawing shows:
Fig. 1
the block diagram of the first embodiment, and
Fig. 2
the block diagram of the second embodiment.

Bei beiden in der Zeichnung dargestellten Ausführungsbeispielen weist die jedem Zylinder der Verbrennungskraftmaschine einzeln zugeordnete Zündeinrichtung für jeden Zylinder ein gesondertes Zündmodul auf, das schnell, d.h. praktisch verzögerungsfrei, ein- und auch ausschaltbar ist und im eingeschalteten Zustand einen unbefristeten Brennstrom an die jeweilige Zündkerze zu liefern vermag. Außerdem werden die einzelnen Entflammungen in den Zylindern bzw. das Ausbleiben von Entflammungen während der maximalen Einschaltdauer der Zündmodule sensorisch erfaßt und das jeweilige Zündmodul unmittelbar nach erfolgter Entflammung des Kraftstoff/Luft-Gemisches im zugehörigen Zylinder abgeschaltet. Eine hierfür geeignete Zündeinrichtung ist z.B. in der Patentanmeldung P 39 28 726.2 vom 30.08. 1989 beschrieben. Der hierzu erforderliche Sensor kann auch als Klopfsensor mitbenutzt werden. Es könnte auch ein gemeinsamer akustischer Sensor eingesetzt werden.In both exemplary embodiments shown in the drawing, the ignition device individually assigned to each cylinder of the internal combustion engine has a separate ignition module for each cylinder, which can be switched on and off quickly, that is to say practically without delay, and to deliver an unlimited combustion current to the respective spark plug when switched on can In addition, the individual ignitions in the cylinders or the absence of ignitions during the maximum duty cycle of the ignition modules are sensed and the respective ignition module is switched off immediately after the ignition of the fuel / air mixture in the associated cylinder. A suitable ignition device is described, for example, in patent application P 39 28 726.2 dated August 30. Described in 1989. The sensor required for this can also be used as a knock sensor. It could also be a common acoustic sensor can be used.

Die Grundidee bei der erfindungsgemäßen Zündanlage ist, einen Zündfunken nur so lange anliegen zu lassen, bis das Kraftstoff/Luft-Gemisch jeweils in dem Zylinder entzündet ist. Meistens ist die Zeit dieses Vorganges sehr kurz und demgemäß die erforderliche elektrische Zündenergie klein. In den seltenen Fällen, in denen es nicht zu einer sofortigen Entflammung kommt, fließt der Zündstrom durch die Zündkerze weiter, bis das Gemisch zündfähig wird. Vorzugsweise steigt die Amplitude des Zündstromes progressiv an, um den Zündvorgang zu erleichtern. Das gleiche gilt auch für die Hochspannung bei zunächst ausbleibender Funkenbildung. Vorzugsweise werden die Zündvorgänge nicht nur hinsichtlich des Auftretens oder Nichtauftretens von Entflammungen sondern auch hinsichtlich der Zeitdauer zwischen dem Soll-Zündzeitpunkt und der tatsächlich stattfindenen Entflammung überwacht, und wenn es häufiger zu längeren Zündverzögerungen kommt, kann dieser Sachverhalt im Bordrechner erfaßt und dem Fahrer zur Warnung vor einer erhöhten Gefahr von Zündaussetzern angezeigt werden. So wird ein frühzeitiger Serviceeingriff ermöglicht, bevor Fehlzündungen auftreten. Andererseits macht die Anzeige von Zündaussetzern den Benutzer darauf aufmerksam, daß der weitere Betrieb der Kraftmaschine unmittelbar mit einer hohen Gefahr für diese bzw. für Teile von dieser, z.B. den Katalysator, verbunden ist.The basic idea in the ignition system according to the invention is to have an ignition spark applied only until the fuel / air mixture is ignited in the cylinder. Most of the time, this process is very short and, accordingly, the required electrical ignition energy is small. In rare cases where there is no immediate ignition, the ignition current continues to flow through the spark plug until the mixture becomes ignitable. The amplitude of the ignition current preferably increases progressively in order to facilitate the ignition process. The same also applies to the high voltage if there is initially no sparking. The ignition processes are preferably monitored not only with regard to the occurrence or non-occurrence of inflammations but also with regard to the time period between the target ignition point and the actual ignition, and if longer ignition delays occur more frequently, this fact can be recorded in the on-board computer and warn the driver against an increased risk of misfiring. This enables early service intervention before misfires occur. On the other hand, the display of misfires draws the user's attention to the fact that the further operation of the engine is immediately at high risk for it or for parts thereof, e.g. the catalyst.

Bei der Ausführungsform gemäß Fig. 1 ist das für jeden Zylinder gesondert vorgesehene Zündmodul mit 5 bezeichnet. Für jeden Zylinder ist ein gesonderter Sensor hier in Form eines Druckgebers, der auf den im Zylinder jeweils vorherrschenden Druck anspricht, vorgesehen.In the embodiment according to FIG. 1, the ignition module provided separately for each cylinder is designated by 5. For each cylinder there is a separate sensor in the form of a pressure sensor that responds to the pressure prevailing in the cylinder.

Der Sensor 1 gibt sein Signal des Gemischdruckes an einen Komparator 2. Dieser vergleicht das Signal mit einer Referenzspannung, die so gewählt ist, daß nur Signale vom Sensor 1 an den Komparatorausgang gelangen, die durch einen Druck im Zylinder ausgelöst werden, der größer als die Kompression ist. Ein ODER-Gatter 3 überträgt diese Signale an ein Flip-Flop 4, das vorher jeweils von einer Zündzeitpunktelektronik 7 gesetzt wurde, und setzt dieses zurück. Das FF 4 schaltet das Zündmodul 5 im gesetzten Zustand ein und im zurückgesetzten Zustand aus. Unabhängig vom Komparator 2 wird das FF 4 über das ODER-Gatter 3 bei nicht erfolgter Entflammung nach ca. einer halben Kurbelwellendrehung durch ein Signal aus der Zündzeitpunktelektronik 7 zurückgesetzt und damit die Zündung auf jeden Fall abgeschaltet. Dieser Vorgang wird erkannt und zur Anzeige gebracht (Fehlersignal). Fallen das Einschalten der Zündung und die Entflammung des Gemisches sehr nahe zusammen, wird durch die Zündzeitpunktelektronik 7 die Zündeinschaltung verzögert, um das Klopfen zu vermeiden. Ein ggf. über eine gesonderte Leitung ausgegebenes weiteres Fehlersignal liefert die Zündzeitpunktelektronik 7, wenn es zwar zu einer Entflammung kommt, die Zeitdauer zwischen dem Einschalten des Zündmoduls für den Soll-Zündzeitpunkt und der Entflammung aber eine vorbestimmte Dauer überschreitet. Zur Bildung der Fehlersignale erhält die Zündzeitpunktelektronik 7 vom Ausgang des FF 4 Informationen über den Einschalt- und Ausschaltzeitpunkt der jeweiligen Zündmodule 5.The sensor 1 sends its signal of the mixture pressure to a comparator 2. This compares the signal with a reference voltage, which is selected so that only signals from sensor 1 reach the comparator output which are triggered by a pressure in the cylinder which is greater than the compression. An OR gate 3 transmits these signals to a flip-flop 4, which was previously set by ignition timing electronics 7, and resets it. The FF 4 switches the ignition module 5 on in the set state and off in the reset state. Regardless of the comparator 2, the FF 4 is reset via the OR gate 3 if there is no ignition after approximately half a crankshaft rotation by a signal from the ignition timing electronics 7, and the ignition is therefore switched off in any case. This process is recognized and displayed (error signal). If the switching on of the ignition and the ignition of the mixture coincide very closely, the ignition timing is delayed by the ignition timing electronics 7 in order to avoid knocking. A further fault signal, possibly output via a separate line, is delivered by the ignition timing electronics 7 if there is a flame, but the time between the switching on of the ignition module for the target ignition timing and the ignition exceeds a predetermined duration. In order to form the error signals, the ignition timing electronics 7 receives information about the switch-on and switch-off times of the respective ignition modules 5 from the output of the FF 4.

Anstelle des Druckgebers 1 könnte auch ein optischer Sensor für jeden der Zylinder eingesetzt werden.Instead of the pressure sensor 1, an optical sensor could also be used for each of the cylinders.

Bei dem Ausführungsbeispiel nach Fig. 2 wird ein üblicher Schallsensor für die Klopferkennung als Sensor 1' zum Detektieren der explosionsartigen Entflammungen in den einzelnen Zylindern mitbenützt. Die Zündzeitpunktelektronik 7' übernimmt hier das Ein- sowie das Ausschalten der jeweiligen Zündmodule 5', von denen ebenso wie bei der Ausführung gemäß Fig. 1 für jeden Zylinder eines gesondert vorgesehen ist. Ein von dem Nockenwellengeber 6' gesteuerter Mehrfachschalter 10 schafft Zeitfenster zur Unterscheidung der einzelnen Zylinder. Jedem Zeitfenster ist eine Schaltungsanordnung nachgeschaltet, die im wesentlichen der Schaltungsanordnung mit den Bauelementen 2, 3 und 4 bei der Ausführung gemäß Fig. 1 entspricht und die gleiche Funktion erfüllt wie diese. Die Bauelemente sind hier mit 2', 3' und 4' bezeichnet. Ebenso wie in Fig. 1 erhält die Zündelektronik 7 Information über die Kolbenstellungen durch den hier mit 6' bezeichneten Nockenwellengeber, der ein der augenblicklichen Winkelstellung der Nockenwelle entsprechendes Signal liefert. Die Spannungsversorgung für die Zündmodule 5' übernimmt ein Netzteil 8', das dem bei der Ausführung nach Fig. 1 zu dem gleichen Zweck vorgesehenen Netzteil 8 entspricht.In the exemplary embodiment according to FIG. 2, a conventional sound sensor for knock detection is used as sensor 1 'for detecting the explosive ignition in the individual cylinders. The ignition timing electronics 7 'here take over the switching on and off of the respective ignition modules 5', of which as well as in the execution 1 is provided separately for each cylinder. A multiple switch 10 controlled by the camshaft sensor 6 'creates time windows for differentiating the individual cylinders. A circuit arrangement is connected downstream of each time window, which essentially corresponds to the circuit arrangement with components 2, 3 and 4 in the embodiment according to FIG. 1 and fulfills the same function as this. The components are designated 2 ', 3' and 4 'here. Just as in FIG. 1, the ignition electronics 7 receive information about the piston positions through the camshaft sensor designated here 6 ', which delivers a signal corresponding to the instantaneous angular position of the camshaft. The power supply for the ignition modules 5 'is provided by a power supply 8' which corresponds to the power supply 8 provided for the same purpose in the embodiment according to FIG. 1.

Das Setzen des FF 4' und dessen Rücksetzen am Ende der vorbestimmten maximalen Zeitdauer übernimmt in der Zündzeitpunktelektronik 7' der übliche, auch bei der Ausführung gemäß Fig. 1 vorgesehene (dort nicht dargestellt) Mikroprozessor 11, der die den Motor-Betriebsdaten entsprechenden Signale, die Signale des Nockwellengebers 6' und ggf. weitere, in ihn eingegebene, für den Betrieb der Maschine wichtige Signale ggf. programmgesteuert auswertet und verknüpft.The setting of the FF 4 'and its resetting at the end of the predetermined maximum period of time is carried out in the ignition timing electronics 7' by the usual microprocessor 11 (also not shown in the embodiment according to FIG. 1), which processes the signals corresponding to the engine operating data, the signals of the camshaft sensor 6 'and, if necessary, further signals which are entered into it and are important for the operation of the machine are evaluated and linked in a program-controlled manner.

Die Ausführung nach Fig. 2 unterscheidet sich somit von der Ausführung nach Fig. 1 im wesentlichen dadurch, daß bei ihr anstelle eines gesonderten Sensors 1 für jeden Zylinder, ein allen Zylindern gemeinsamer Sensor 1' vorgesehen ist.The embodiment according to FIG. 2 thus differs from the embodiment according to FIG. 1 essentially in that instead of a separate sensor 1 for each cylinder, a sensor 1 'common to all cylinders is provided.

Eine Abwandlung zu der vorstehend beschriebenen Funktionsweise besteht gemäß Patentanspruch 11 darin, daß für jeden der Zylinder die Zündeinrichtung, im Falle der Ausführungsbeispiele gemäß Fig. 1 und 2 also das betreffende Zündmodul, für den gewünschten Soll-Zündzeitpunkt wie dort jeweils eingeschaltet, nach einer der normalen Entflammungsverzögerung, d.h. der im Normalfall auftretenden Verzögerung zwischen dem Einschalten der Zündung und dem Zeitpunkt der Entflammung, entsprechenden Zeitdauer unabhängig vom Sensor gleich wieder abgeschaltet und nur dann innerhalb der für den Zündvorgang mit Entflammung insgesamt vorgesehenen, vorbestimmten maximalen Zeitdauer wieder erneut, ggf. zu wiederholten Malen, eingeschaltet wird, wenn der für den Zylinder zuständige Sensor keine Entflammung meldet bzw. gemeldet hat. Diese Vorgehensweise erlaubt es, einer Trägheit der Sensoren und/oder des mit der Entflammung verbundenen Druckanstiegs im Zylinder so Rechnung zu tragen, daß hiermit für den Normalfall keine unnötige Verlängerung der Zündkerzen-Brenndauer verbunden ist. Selbstverständlich können durch entsprechende Überwachung die obengenannten Fehler- und Warnsignale auch in diesem Falle gebildet und zur Anzeige gebracht werden.A modification to the above-described mode of operation according to claim 11 is that for each of the cylinders, the ignition device, in the case of the embodiments 1 and 2, the ignition module in question, for the desired target ignition point as switched on there, after a time corresponding to the normal ignition delay, that is to say the delay that normally occurs between the switching on of the ignition and the time of the ignition, regardless of the sensor immediately switched off again and only switched on again within the predetermined maximum period of time provided for the ignition process with ignition, if necessary repeatedly, if the sensor responsible for the cylinder reports or has not reported any ignition. This procedure allows an inertia of the sensors and / or the increase in pressure in the cylinder associated with the ignition to be taken into account in such a way that, in the normal case, there is no unnecessary extension of the spark plug burning time. The above-mentioned error and warning signals can of course also be formed and displayed in this case by appropriate monitoring.

Claims (11)

  1. Ignition system for internal combustion engines with an ignition device (5, 5') which is individually associated with the cylinders, is suited for the delivery of an uninterrupted combustion current to the spark plugs and in which the ignition current is controlled to be switchable on as well as controlled to be switchable off, characterised by at least one sensor (1, 1') for detection of the respective instant at which the flashings of the fuel-air mixtures in the individual cylinders of the internal combustion engine begin, and by an electronic system which is controlled by this sensor (1') or these sensors (1') and which switches off the ignition device (5, 5') for the respective cylinder directly after flashing has taken place therein, but in any event after a predetermined maximum time period following the target ignition instant.
  2. Ignition system according to claim 1, characterised by a respective sensor (1) for each cylinder.
  3. Ignition system according to claim 2, characterised thereby that the sensor (1) is a pressure sensor or an optical sensor.
  4. Ignition system according to claim 1, characterised by a single sensor (1') for several or all cylinders.
  5. Ignition system according to claim 4, characterised thereby that the sensor (1') is a vibration pick-up.
  6. Ignition system according to claim 5, characterised thereby that the vibration pick-up is a microphone or a piezo-electric element mounted at the internal combustion engine.
  7. Ignition system according to one of the preceding claims, characterised thereby that the sensor (1') or the sensors (1) are also drawn upon for detection of detonation.
  8. Ignition system according to one of the preceding claims, characterised thereby that the electronic system measures the delay between the target ignition instant and the flashing for each individual cylinder and delivers an indicating signal if delays, which exceed a predetermined amount, frequently occur.
  9. Ignition system according to one of the preceding claims, characterised thereby that the electronic system delivers a separate signal if flashings fail to appear in the cylinders.
  10. Ignition system according to one of the preceding claims, characterised thereby that the ignition (5, 5') for each cylinder delivers for each ignition process a progressively increasing ignition voltage and/or a progressively increasing ignition current.
  11. Modification of the ignition system according to one of the preceding claims, characterised thereby that the electronic system immediately switches off the ignition device (5, 5') after a time period, which corresponds to the normal flashing delay, independently of the sensor (1') or the sensors (1) and switches it on again, in a given case repeatedly, within the predetermined maximum time period provided altogether for the ignition process with flashing only if the sensor (1, 1') appropriate to the respective cylinder does not report or has not reported flashing.
EP92907839A 1991-04-30 1992-04-03 Ignition system for internal combustion engines Expired - Lifetime EP0608229B1 (en)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
DE4114087A DE4114087A1 (en) 1991-04-30 1991-04-30 IGNITION SYSTEM FOR INTERNAL COMBUSTION ENGINES
DE4114087 1991-04-30
PCT/EP1992/000753 WO1992019863A1 (en) 1991-04-30 1992-04-03 Ignition system for internal combustion engines

Publications (2)

Publication Number Publication Date
EP0608229A1 EP0608229A1 (en) 1994-08-03
EP0608229B1 true EP0608229B1 (en) 1996-08-28

Family

ID=6430665

Family Applications (1)

Application Number Title Priority Date Filing Date
EP92907839A Expired - Lifetime EP0608229B1 (en) 1991-04-30 1992-04-03 Ignition system for internal combustion engines

Country Status (5)

Country Link
US (1) US5447136A (en)
EP (1) EP0608229B1 (en)
JP (1) JPH06506747A (en)
DE (2) DE4114087A1 (en)
WO (1) WO1992019863A1 (en)

Families Citing this family (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US5692484A (en) * 1994-11-03 1997-12-02 Delco Electronics Corp. Synchronization circuit for a coil-per-plug ignition system
JP3331789B2 (en) * 1994-11-29 2002-10-07 トヨタ自動車株式会社 Ignition timing control device for internal combustion engine
DE19608526C2 (en) * 1996-03-06 2003-05-15 Bremi Auto Elek K Bremicker Gm Process for regulating the minimum ignition energy in an internal combustion engine
ES2153175T3 (en) * 1997-06-02 2001-02-16 Federal Mogul Ignition Spa IGNITION SYSTEM FOR MULTIPLE SPARKS.
DE19817082A1 (en) * 1998-04-17 1999-10-21 Daimler Chrysler Ag Method of driving at least one internal combustion engine ignition plug optimizes ignition system operation
DE102007029953A1 (en) * 2007-06-28 2009-01-02 Bayerische Motoren Werke Aktiengesellschaft Method for controlling the ignition energy
US9784635B2 (en) * 2015-06-29 2017-10-10 General Electric Company Systems and methods for detection of engine component conditions via external sensors

Family Cites Families (16)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB1334230A (en) * 1970-01-29 1973-10-17 Lucas Industries Ltd Spark ignition systems for internaal combustion engines
DE3009821A1 (en) * 1980-03-14 1981-10-01 Robert Bosch Gmbh, 7000 Stuttgart IGNITION SYSTEM FOR INTERNAL COMBUSTION ENGINES
JPS56167852A (en) * 1980-05-29 1981-12-23 Nippon Soken Inc Ignition apparatus for internal combustion engine
US4438751A (en) * 1982-06-01 1984-03-27 Aisin Seiki Kabushiki Kaisha High voltage generating circuit for an automotive ignition system
US4653459A (en) * 1984-08-23 1987-03-31 Robert Bosch Gmbh Method and apparatus for igniting a combustible mixture, especially gasoline-air in the combustion chamber of an internal combustion engine
IT1208855B (en) * 1987-03-02 1989-07-10 Marelli Autronica VARIABLE SPARK ENERGY IGNITION SYSTEM FOR INTERNAL COMBUSTION ENGINES PARTICULARLY FOR MOTOR VEHICLES
DE3735234C2 (en) * 1987-10-17 1995-05-11 Opel Adam Ag Ignition monitoring device for detecting misfires in an ignition system for an internal combustion engine for a motor vehicle
US5043900A (en) * 1988-10-03 1991-08-27 Ford Motor Company Ignition system with feedback controlled dwell
DE3835285A1 (en) * 1988-10-15 1990-04-19 Bosch Gmbh Robert METHOD AND DEVICE FOR DETECTING THE IGNITION
US5056497A (en) * 1989-04-27 1991-10-15 Aisin Seiki Kabushiki Kaisha Ignition control system
DE3928726A1 (en) * 1989-08-30 1991-03-07 Vogt Electronic Ag IGNITION SYSTEM WITH CURRENT-CONTROLLED SEMICONDUCTOR CIRCUIT
JP2784069B2 (en) * 1989-12-28 1998-08-06 富士重工業株式会社 Engine misfire determination device
US4998526A (en) * 1990-05-14 1991-03-12 General Motors Corporation Alternating current ignition system
JPH04148077A (en) * 1990-10-12 1992-05-21 Mitsubishi Electric Corp Ion current detecting device
US5241937A (en) * 1991-12-09 1993-09-07 Honda Giken Kogyo Kabushiki Kaisha Misfire-detecting system for internal combustion engines
DE59105676D1 (en) * 1991-12-17 1995-07-13 Siemens Ag Ignition device for internal combustion engines.

Also Published As

Publication number Publication date
WO1992019863A1 (en) 1992-11-12
US5447136A (en) 1995-09-05
EP0608229A1 (en) 1994-08-03
DE59207020D1 (en) 1996-10-02
JPH06506747A (en) 1994-07-28
DE4114087A1 (en) 1992-11-05

Similar Documents

Publication Publication Date Title
DE4223619C2 (en) Misfire detection device for an internal combustion engine
DE19647161C2 (en) Control method and control device for an internal combustion engine
DE19647138C2 (en) Combustion state detector device for an internal combustion engine
DE4133775C2 (en) Ignition device for an internal combustion engine
DE19924001C2 (en) Combustion state detection device for an internal combustion engine
DE4138823C2 (en) Device for detecting an ion current
DE19734039C2 (en) Combustion state detection device for an internal combustion engine
DE4305185C2 (en) Control device for internal combustion engines with an ignition coil diagnostic function
DE4133015C2 (en) Ignition system for multi-cylinder internal combustion engines
DE19733869A1 (en) Device for determining the combustion state of an internal combustion engine
DE10350847A1 (en) Method for reducing the number of contacts and the size of a housing of an ionization detection system in the cylinder of an internal combustion engine
DE102006014928A1 (en) Electronic control device for an aircraft internal combustion engine
DE4207140A1 (en) MISTAKING DETECTOR SYSTEM FOR COMBUSTION ENGINES
DE10350855A1 (en) Ignition coil with integrated coil driver and ionization detection circuit
DE10350856A1 (en) Ionization detection circuit and integrated ignition system of an internal combustion engine
DE102009026852A1 (en) Method for operating a multi-spark ignition system, and a multi-spark ignition system
EP0739448B1 (en) Process for monitoring the running of an internal combustion engine to detect misfiring
EP0608229B1 (en) Ignition system for internal combustion engines
DE102008045367A1 (en) An engine ignition diagnostic device and an internal combustion engine control device
DE4303241C2 (en) Device for detecting and deciding whether a misfire occurs in an internal combustion engine
DE4132858A1 (en) IGNITION DEVICE FOR AN INTERNAL COMBUSTION ENGINE
WO1992013183A1 (en) Device for detecting faulty firing in an internal-combustion engine
DE4124751C2 (en) Ignition timing control device with a knock sensor system for an internal combustion engine
DE19648951C2 (en) Misfire detection device for an internal combustion engine
DE19730970B4 (en) Control device for an internal combustion engine

Legal Events

Date Code Title Description
PUAI Public reference made under article 153(3) epc to a published international application that has entered the european phase

Free format text: ORIGINAL CODE: 0009012

17P Request for examination filed

Effective date: 19931006

AK Designated contracting states

Kind code of ref document: A1

Designated state(s): DE FR GB IT SE

17Q First examination report despatched

Effective date: 19950907

GRAH Despatch of communication of intention to grant a patent

Free format text: ORIGINAL CODE: EPIDOS IGRA

GRAA (expected) grant

Free format text: ORIGINAL CODE: 0009210

AK Designated contracting states

Kind code of ref document: B1

Designated state(s): DE FR GB IT SE

ITF It: translation for a ep patent filed

Owner name: BUGNION S.P.A.

REF Corresponds to:

Ref document number: 59207020

Country of ref document: DE

Date of ref document: 19961002

ET Fr: translation filed
GBT Gb: translation of ep patent filed (gb section 77(6)(a)/1977)

Effective date: 19961106

PLBE No opposition filed within time limit

Free format text: ORIGINAL CODE: 0009261

STAA Information on the status of an ep patent application or granted ep patent

Free format text: STATUS: NO OPPOSITION FILED WITHIN TIME LIMIT

26N No opposition filed
REG Reference to a national code

Ref country code: GB

Ref legal event code: IF02

PGFP Annual fee paid to national office [announced via postgrant information from national office to epo]

Ref country code: GB

Payment date: 20030407

Year of fee payment: 12

PGFP Annual fee paid to national office [announced via postgrant information from national office to epo]

Ref country code: SE

Payment date: 20030417

Year of fee payment: 12

Ref country code: FR

Payment date: 20030417

Year of fee payment: 12

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: GB

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20040403

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: SE

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20040404

GBPC Gb: european patent ceased through non-payment of renewal fee
EUG Se: european patent has lapsed
PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: FR

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20041231

REG Reference to a national code

Ref country code: FR

Ref legal event code: ST

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: IT

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES;WARNING: LAPSES OF ITALIAN PATENTS WITH EFFECTIVE DATE BEFORE 2007 MAY HAVE OCCURRED AT ANY TIME BEFORE 2007. THE CORRECT EFFECTIVE DATE MAY BE DIFFERENT FROM THE ONE RECORDED.

Effective date: 20050403

PGFP Annual fee paid to national office [announced via postgrant information from national office to epo]

Ref country code: DE

Payment date: 20060629

Year of fee payment: 15

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: DE

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20071101