EP0615582B1 - Systeme d'allumage pour moteurs a combustion interne - Google Patents

Systeme d'allumage pour moteurs a combustion interne Download PDF

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Publication number
EP0615582B1
EP0615582B1 EP92923383A EP92923383A EP0615582B1 EP 0615582 B1 EP0615582 B1 EP 0615582B1 EP 92923383 A EP92923383 A EP 92923383A EP 92923383 A EP92923383 A EP 92923383A EP 0615582 B1 EP0615582 B1 EP 0615582B1
Authority
EP
European Patent Office
Prior art keywords
ignition
ignition system
diagnosis
fault
afsdzu
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
EP92923383A
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German (de)
English (en)
Other versions
EP0615582A1 (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
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Robert Bosch GmbH
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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

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    • 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 memory content is in turn reset before each next ignition, so that an ignition failure is detected if there is no sensor signal.
  • this ignition circuit monitoring does not offer the 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.
  • a central control unit sets the ignition diagnosis signal to a first predetermined level before each ignition and switches the ignition diagnosis signal either after every correct or after every incorrect ignition, the ignition being monitored by a sensor arranged in the ignition circuit is dependent on the sensor signal to a second level.
  • 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 only exceeded when 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, and so 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 determined.
  • 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.
  • 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 operation of this circuit arrangement will be described in the following.
  • the primary windings of the ignition coils 2 and 3 are connected to the battery voltage U B , so that when the ignition transistors 6 and 7 are actuated by the microprocessor 1, a charging current flows in the corresponding primary winding of the ignition coil 2 or 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 ground in such a way that all the secondary windings are summarized in one point 11 beforehand.
  • 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 a high level by the microprocessor 1 before each ignition. Each time the ignition runs correctly, the ignition current sensor 8 transmits it 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 (ignition 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 ignition now takes place in cylinder 1 (Z1), 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 will be explained below together with FIG. 4.
  • FIG. 4 shows the statistical weighting of the cylinder-selective ignition diagnosis signals (Zünd OK) for a cylinder, as it takes place in the program shown in FIG. 3.
  • a query 20 checks whether an evaluation of the signals is possible. It is checked, for example, whether the battery voltage U B has the required level, since immediately after the start U B is too small and so no signals are detected. If the answer is yes to this question, ie an evaluation is possible, the cylinder is selected in a work step 21, the ignition diagnosis signal (ignition OK) of which is to be weighted. In the following work step 22, the ignition diagnosis signal (ignition OK) of this cylinder (Z) is now used for the 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 then checks 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.
  • query 27 it is now checked whether the weighted ignition diagnosis value (ZÜNTAB) is greater than one Threshold (AFSDZU) is above which emergency measures to protect the catalytic converter should be initiated.
  • This threshold (AFSDZU) is defined in the application for each engine type and can also be changed depending on the operating conditions of the engine.
  • the threshold (AFSDZU) 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-specific emergency measures such as, for example, switching off the injection in this cylinder are initiated in work step 31. Then, in 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. In the subsequent query 34 it is checked whether all cylinders (Z1-Z n ) work properly.
  • step 35 the global emergency measures are also withdrawn in step 35. However, if a cylinder still works 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.
  • 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 clearly that while the permissible threshold (AFSDZU) is exceeded an error is detected in this cylinder, so that corresponding cylinder-selective and global emergency measures are initiated and an error is displayed to the driver at the same time.
  • 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 affected cylinder until the ignition defect is recognized as healing.

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  • 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.

Claims (9)

  1. Système d'allumage pour moteurs à combustion interne, équipé d'un circuit de surveillance fournissant un signal numérique diagnostic d'allumage, tandis qu'une unité centrale de commande positionne avant chaque allumage, le signal diagnostic à un premier niveau prédéterminé et, après chaque allumage normal ou non mais qui est surveillé par un détecteur monté dans le circuit d'allumage, positionne le signal diagnostic à un second niveau en fonction du signal délivré par le détecteur, caractérisé en ce qu'un dispositif d'exploitation enregistre le niveau correspondant, sélectivement par cylindre, du signal diagnostic d'allumage (ZÜND OK) et établit, pour chaque cylindre, une pondération des signaux écoulés, fournissant une valeur pondérée du diagnostic d'allumage (ZÜNTAB) conduisant, en cas de dépassement d'un seuil de défectuosité prédéterminé (AFSDZU) à la prise de mesures d'urgence pour assurer la protection du pot catalytique.
  2. Système d'allumage selon la revendication 1, caractérisé en ce que le dispositif d'exploitation augmente la valeur pondérée du diagnostic d'allumage (ZÜNTAB) d'un montant prédéterminé, pour chaque allumage défectueux et réduit cette valeur d'une unité, pour chaque allumage normal.
  3. Système d'allumage selon la revendication 2, caractérisé en ce que le montant (DAFDZU) correspondant à un allumage défectueux est supérieur à 1.
  4. Système d'allumage selon une des revendications précédentes, caractérisé en ce que le seuil de défectuosité (AFSDZU), pour chaque type de moteur, peut être réglé dans la pratique à des valeurs supérieures à 1.
  5. Système d'allumage selon une des revendications précédentes, caractérisé en ce que la valeur pondérée du diagnostic (ZÜNTAB) est limitée à une valeur maximale (AFXDZU).
  6. Système d'allumage selon l'une des revendications précédentes, caractérisé en ce que l'écart séparant le plafond (AFXDZU) du seuil de défectuosité définit le nombre d'allumages corrects permettant de reconnaître la correction des défauts.
  7. Système d'allumage selon une des revendications précédentes, caractérisé en ce que lors de la correction des défauts de la valeur du diagnostic d'allumage (ZÜNTAB), lorsqu'elle passe en dessous du seuil de défectuosité (AFSDZU) conduit au retrait de toutes les mesures protectrices d'urgence.
  8. Système d'allumage selon une des revendications précédentes, caractérisé en ce qu'il est prévu, lorsque le seuil de défectuosité (AFSDZU) est dépassé, une mise en mémoire du défaut dans le véhicule et un affichage du défaut à destination du conducteur.
  9. Système d'allumage selon une des revendications précédentes, caractérisé en ce qu'en cas de défectuosité, l'injection du cylindre concerné et la régulation par sonde lambda sont coupées.
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 EP0615582A1 (fr) 1994-09-21
EP0615582B1 true 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
RU2256091C2 (ru) 1999-10-06 2005-07-10 Роберт Бош Гмбх Устройство и способ зажигания для двигателей внутреннего сгорания
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
EP1388869B1 (fr) * 2002-08-05 2007-04-25 ThyssenKrupp Krause GmbH Circuit de test pour bobine d'allumage et procédé pour tester une bobine d'allumage
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
EP0442687B1 (fr) * 1990-02-14 1998-04-15 Lucas Industries Public Limited Company Dispositif pour la détection de raté d'allumage
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

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Publication number Publication date
US5490489A (en) 1996-02-13
EP0615582A1 (fr) 1994-09-21
ES2085654T3 (es) 1996-06-01
WO1993011356A1 (fr) 1993-06-10
JPH07501594A (ja) 1995-02-16
DE59205878D1 (de) 1996-05-02
DE4140147A1 (de) 1993-06-09
JP3231324B2 (ja) 2001-11-19

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