EP0615582A1 - Systeme d'allumage pour moteurs a combustion interne. - Google Patents

Systeme d'allumage pour moteurs a combustion interne.

Info

Publication number
EP0615582A1
EP0615582A1 EP92923383A EP92923383A EP0615582A1 EP 0615582 A1 EP0615582 A1 EP 0615582A1 EP 92923383 A EP92923383 A EP 92923383A EP 92923383 A EP92923383 A EP 92923383A EP 0615582 A1 EP0615582 A1 EP 0615582A1
Authority
EP
European Patent Office
Prior art keywords
ignition
ignition system
diagnosis
afsdzu
cylinder
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
EP92923383A
Other languages
German (de)
English (en)
Other versions
EP0615582B1 (fr
Inventor
Ulrich Mayer
Peter Kaltenbrunn
Wolfgang Hoeptner
Karsten Mischker
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.)
Robert Bosch GmbH
Original Assignee
Robert Bosch GmbH
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Robert Bosch GmbH filed Critical Robert Bosch GmbH
Publication of EP0615582A1 publication Critical patent/EP0615582A1/fr
Application granted granted Critical
Publication of EP0615582B1 publication Critical patent/EP0615582B1/fr
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

Links

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

Definitions

  • the invention relates to an ignition system for internal combustion engines according to the preamble of the main claim.
  • An ignition circuit monitoring system is already known for ignition systems, in which an ignition current sensor generates a sensor signal with each ignition, which is stored in a memory and read out after each ignition. The contents of the memory in turn are reset before each next ignition, so that an ignition failure is detected if there is no sensor signal.
  • this ignition circuit monitoring offers no possibility of detecting the frequency of misfires or the load on the ignition system due to the misfires. For example, a single misfire that is followed by a very large number of correct ignitions is negligible, but the same number of misfires as correct ignitions is disadvantageous.
  • the ignition system according to the invention with the characterizing features of the main claim has the advantage that an ignition diagnosis signal is detected and evaluated cylinder-selectively.
  • the ignition diagnostic signal is statistically weighted in an evaluation device for each cylinder after an ignition, so that the threshold for initiating emergency measures to protect the catalytic converter is not exceeded until a certain number of misfires occurs in a predeterminable time.
  • Another advantage is that the ignition in the cylinder does not have to be interrupted, so that this cylinder has the possibility of healing.
  • the weighted ignition diagnosis value (ZÜNTAB) is limited to this when an applicable maximum value (AFXDZU) is reached and the number of correct ignitions via the distance between the error threshold (AFSDZU) and the maximum value (AFXDZU) until a healing detection of a previously defective cylinder is established.
  • FIG. 1 shows the basic structure of an ignition system for detecting the ignition diagnosis signal
  • FIG. 2 shows an ignition diagnosis signal
  • FIG. 3 shows the program sequence for weighting the ignition diagnosis signal
  • Figure 4 is a graph of the weighted ignition diagnostic value for a cylinder.
  • FIG. 1 shows a distributorless ignition device consisting of a microprocessor 1, ignition coils 2 and 3, although more ignition coils can also be connected, which is indicated by the dashed lines, spark plugs 4 and 5, ignition transistors 6 and 7, an ignition current sensor 8, a monitoring circuit 9 and an evaluation device 10 arranged in the microprocessor.
  • the mode of operation of this circuit arrangement will be described below.
  • the primary windings of the ignition coils 2 and 3 are connected to the battery voltage U, so that when the ignition transistors 6 and 7 are activated by the microprocessor 1, a charging current flows in the corresponding primary winding of the ignition coils 2 and 3.
  • the closing times of the ignition transistors are determined by an ignition computer contained in the microprocessor 1.
  • the ignition transistor is brought into the blocking state, so that a high voltage is generated in the secondary windings of the ignition coils, which then causes an ignition spark at the spark plugs.
  • an ignition current sensor 8 is arranged between the output of the secondary winding and the ground in such a way that all the secondary windings are previously combined in a point 11.
  • the ignition current sensor 8 thus detects the signals of all ignition coils. To detect an ignition signal, it is also possible, for example, to detect the operating voltage transformed on the primary side.
  • the ignition signal detected by the ignition current sensor 8 is passed on to a monitoring circuit 9.
  • the output of the monitoring circuit is set to high level by the microprocessor 1 before each ignition. With each ignition that has run properly, the ignition current sensor 8 carried ignition signal of the output 12 of the monitoring circuit switched from high to low. If no ignition has been triggered or the ignition has not proceeded properly, the output 12 of the monitoring circuit 9 remains at a high level. An ignition diagnosis signal is thus present at the output 12 of the monitoring circuit 9, which is fed to the evaluation device 10 of the microprocessor 1.
  • the evaluation circuit 10 can assign the ignition diagnosis signal to the corresponding cylinder in each case by means of a comparison with the ignition sequence.
  • a circuit is also conceivable in which the output 12 of the monitoring circuit 9 remains high after a correct ignition and a faulty ignition causes a switch to low. Ultimately, it is also possible to set output 12 to low before each ignition and to switch to high if the ignition is correct or to remain low.
  • FIG. 2 shows how the ignition diagnosis signal (ignition OK) is formed.
  • the diagram shows the crankshaft angle (KW) of the internal combustion engine.
  • the microprocessor 1 sets the ignition diagnosis signal (Zünd OK) to 1 (high) before each ignition (Z), so that this ignition diagnosis signal has a predetermined level at the time of ignition (Z). If an ignition now takes place in cylinder 1 (ZI), the ignition diagnosis signal (ignition OK) is set to zero by the signal of the ignition current sensor 8. If no ignition signal was transmitted by the ignition current sensor 8, as in the present case with cylinder 3 (Z3), the ignition diagnosis signal remains at the predetermined level (high). This creates the typical digital ignition diagnosis signal sequence (Zünd OK).
  • the ignition diagnosis signal can be assigned to a cylinder at each measuring point (MP) via the signal sequence. The malfunctioning cylinder can thus be diagnosed.
  • FIG. 3 shows the program flow chart in the microprocessor 1 for the statistical evaluation of the ignition diagnosis signal (Zünd OK) and is to be explained below together with FIG. 4.
  • Figure 4 shows the statistical weighting of the cylinder-selective
  • Ignition diagnostic signals (Zünd OK) for a cylinder, as it runs in the program shown in Figure 3.
  • a query 20 checks whether an evaluation of the signals is possible. It is checked, for example, whether the battery voltage U has the required level, since it is direct
  • the cylinder is selected in a work step 21, the ignition diagnosis signal (ignition OK) of which is to be weighted.
  • the ignition diagnosis signal (ignition OK) of this cylinder (Z) is now used for evaluation after the ignition point (Z).
  • a query 23 checks whether the ignition diagnosis signal (ignition OK) is zero. If this is the case, ie the ignition in the cylinder was OK, the value 1 is subtracted from the weighted ignition diagnosis value (ZÜNTAB) in a work step 24.
  • a query 25 is then used to check whether ZÜNTAB ⁇ 0. If this is the case, the weighted ignition diagnosis value (ZÜNTAB) for this cylinder is reset to zero in step 26.
  • the no output of query 25 and work step 26 lead to query 27. If query 23 was answered with no, ie the ignition diagnosis signal was not correct for this cylinder, the weighted ignition diagnosis value ( ZÜNTAB) increased by an amount (DAFDZU). This amount (DAFDZU) is specified in the application for each engine type.
  • query 29 checks whether the weighted ignition diagnosis value (ZÜNTAB) has exceeded a maximum permissible limit value (AFXDZU). If this is the case, the weighted ignition diagnosis value is limited to this maximum permissible value (AFXDZU) in step 30.
  • the no output of query 29 and work step 30 also lead to query 27.
  • Threshold AFSDZU
  • This threshold is defined in the application for each engine type and can also be changed depending on the operating conditions of the engine.
  • the threshold is generally chosen to be greater than zero and less than or equal to the maximum permissible value. If this threshold (AFSDZU) was exceeded by the weighted ignition diagnosis value (ZÜNTAB), cylinder-selective emergency measures, such as switching off the injection in this cylinder, are initiated in work step 31.
  • step 32 global measures for protecting the catalytic converter, such as switching off the lambda control, are carried out.
  • the no output of query 27 leads to work step 33, by which no cylinder-selective emergency measures are initiated or emergency measures previously activated in this cylinder are withdrawn.
  • the subsequent query 34 it is checked whether all cylinders (Z-Z) are working properly. If this is the case (yes output), the global emergency measures are also withdrawn in step 35. However, if a cylinder should still work incorrectly, the global emergency measures remain activated or are activated.
  • step 36 the ignition diagnosis signal is then reset and, for example, stored in a memory.
  • a work step 37 the cylinder number is increased by one and the ignition diagnosis signal is weighted for this cylinder.
  • the limitation of the weighted ignition diagnosis value (ZÜNTAB) to a permissible maximum value (AFXDZU) and to the minimum value 0 can also be seen.
  • This diagram also shows very well that during the time the permissible value was exceeded Threshold (AFSDZU) an error is detected in this cylinder, so that corresponding cylinder-selective and global emergency measures are initiated and at the same time an error message is given to the driver.
  • Threshold AFSDZU
  • the distance between the maximum value (AFXDZU) and the permissible threshold (AFSDZU) determines the number of correct ignitions that must occur in succession on the cylinder concerned until the ignition defect is recognized as healing.

Landscapes

  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Combined Controls Of Internal Combustion Engines (AREA)
  • Ignition Installations For Internal Combustion Engines (AREA)
  • Exhaust Gas After Treatment (AREA)

Abstract

Système d'allumage pour moteurs à combustion interne comportant un circuit de contrôle (9) servant à déclencher les mesures d'urgence nécessaires en cas de ratés d'allumage, pour protéger le catalyseur. A cet effet, le système d'allumage comprend un disposif d'évaluation (10) qui soumet le signal de diagnostic de l'allumage (ZÜNDOK) à une pondération statistique et déclenche les mesures d'urgence nécessaires en cas de dépassement d'un seuil prédéféni de la valeur de diagnostic de l'allumage pondérée (ZÜNTAB). L'évaluation se poursuit de sorte qu'après sous-dépassement ultérieur du seuil de raté (AFSDZU) un rétablissement soit reconnu et que les mesures d'urgence soient levées.
EP92923383A 1991-12-05 1992-11-12 Systeme d'allumage pour moteurs a combustion interne Expired - Lifetime EP0615582B1 (fr)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
DE4140147A DE4140147A1 (de) 1991-12-05 1991-12-05 Zuendanlage fuer brennkraftmaschinen
DE4140147 1991-12-05
PCT/DE1992/000938 WO1993011356A1 (fr) 1991-12-05 1992-11-12 Systeme d'allumage pour moteurs a combustion interne

Publications (2)

Publication Number Publication Date
EP0615582A1 true EP0615582A1 (fr) 1994-09-21
EP0615582B1 EP0615582B1 (fr) 1996-03-27

Family

ID=6446363

Family Applications (1)

Application Number Title Priority Date Filing Date
EP92923383A Expired - Lifetime EP0615582B1 (fr) 1991-12-05 1992-11-12 Systeme d'allumage pour moteurs a combustion interne

Country Status (6)

Country Link
US (1) US5490489A (fr)
EP (1) EP0615582B1 (fr)
JP (1) JP3231324B2 (fr)
DE (2) DE4140147A1 (fr)
ES (1) ES2085654T3 (fr)
WO (1) WO1993011356A1 (fr)

Families Citing this family (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP3216972B2 (ja) * 1995-08-04 2001-10-09 株式会社日立製作所 内燃機関の点火装置
FR2768186B1 (fr) * 1997-09-11 1999-10-15 Siemens Automotive Sa Procede et dispositif de diagnostic d'un systeme d'allumage pour moteur a combustion interne
JP2003511612A (ja) 1999-10-06 2003-03-25 ローベルト ボツシユ ゲゼルシヤフト ミツト ベシユレンクテル ハフツング 内燃機関の点火装置および方法
DE19956032A1 (de) * 1999-11-22 2001-05-23 Volkswagen Ag Schaltung zur Zündaussetzererkennung bei einer Brennkraftmaschine
US6761156B2 (en) * 2002-02-20 2004-07-13 Daimlerchrysler Corporation Multiplexed single wire control and diagnosis of an electrical object
ATE360875T1 (de) * 2002-08-05 2007-05-15 Thyssenkrupp Krause Gmbh Prüfschaltung für eine zündspule und verfahren zum prüfen einer zündspule
DE102007052360A1 (de) 2007-11-02 2009-05-07 Robert Bosch Gmbh Verfahren zum Betreiben einer Einrichtung
US9534984B2 (en) * 2013-12-19 2017-01-03 Ford Global Technologies, Llc Spark plug fouling detection for ignition system

Family Cites Families (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH03138433A (ja) * 1989-10-24 1991-06-12 Japan Electron Control Syst Co Ltd 内燃機関の失火気筒検出装置
DE69129245T2 (de) * 1990-02-14 1998-08-06 Lucas Ind Plc Vorrichtung zur Detektierung von Fehlzündungen
DE4016307C2 (de) * 1990-05-21 2000-03-02 Bosch Gmbh Robert Zündkreisüberwachung an einer Brennkraftmaschine
KR950004612B1 (ko) * 1990-06-25 1995-05-03 미쓰비시덴키가부시키가이샤 내연기관 실화검출방법 및 장치

Non-Patent Citations (1)

* Cited by examiner, † Cited by third party
Title
See references of WO9311356A1 *

Also Published As

Publication number Publication date
JP3231324B2 (ja) 2001-11-19
US5490489A (en) 1996-02-13
EP0615582B1 (fr) 1996-03-27
ES2085654T3 (es) 1996-06-01
JPH07501594A (ja) 1995-02-16
DE4140147A1 (de) 1993-06-09
DE59205878D1 (de) 1996-05-02
WO1993011356A1 (fr) 1993-06-10

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