EP0632199A2 - Méthode de commande d'une bobine d'allumage - Google Patents

Méthode de commande d'une bobine d'allumage Download PDF

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Publication number
EP0632199A2
EP0632199A2 EP94110260A EP94110260A EP0632199A2 EP 0632199 A2 EP0632199 A2 EP 0632199A2 EP 94110260 A EP94110260 A EP 94110260A EP 94110260 A EP94110260 A EP 94110260A EP 0632199 A2 EP0632199 A2 EP 0632199A2
Authority
EP
European Patent Office
Prior art keywords
ignition
pulse
coil
current
additional control
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
EP94110260A
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German (de)
English (en)
Other versions
EP0632199B1 (fr
EP0632199A3 (fr
Inventor
Martin Simeth
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.)
Mercedes Benz Group AG
Original Assignee
Daimler Benz 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 Daimler Benz AG filed Critical Daimler Benz AG
Publication of EP0632199A2 publication Critical patent/EP0632199A2/fr
Publication of EP0632199A3 publication Critical patent/EP0632199A3/fr
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Publication of EP0632199B1 publication Critical patent/EP0632199B1/fr
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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
    • 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
    • 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

Definitions

  • the invention relates to a method for controlling an ignition coil according to the preamble of claim 1 and a circuit for performing the method.
  • Electronic ignition systems generally consist of a control unit, an ignition output stage and the ignition coil with spark plug.
  • the control unit transmits to the ignition output stage whether it should load or ignite the ignition coil.
  • the ignition output stage charges the ignition coil up to a predetermined ignition current and keeps it constant until the ignition request, after which the ignition coil discharges via the spark plug.
  • the ignition current and burning time are very large. Since such a large ignition energy is not necessary when the engine is warmed up, the life of spark plugs is reduced.
  • the ignition output stage required for a variable ignition current is usually controlled via voltage coding of the control signal.
  • the voltage coding has the disadvantage that the information is incorrectly evaluated in the event of a voltage drop between the control unit and the ignition output stage.
  • the control unit has to be more complex (with an analog output).
  • the invention has for its object to design a method for controlling an ignition coil according to the preamble of claim 1 so that the control signals are safely transmitted without additional effort on lines and the ignition energy is adjustable according to the control signal.
  • the invention which works with purely digital levels, takes advantage of the fact that the signals which relate to the normal ignition sequence (charge and ignition) do not fall below certain time ranges. So z. B. the minimum loading time for ignition coils at high speeds at about 3 ms.
  • the control signal in the control unit is supplemented by another pulse right at the beginning of the loading time of the ignition coil.
  • a short extra signal E is produced which is intended to transmit the information "increase ignition current".
  • the ignition output stage can register this pulse and, if present, provide the appropriate ignition energy.
  • the falling edge of pulse E is suppressed, since E with a duration of approx. 0.1 ms does not in itself represent an ignition request.
  • a larger ignition energy such as is required for the cold start, is provided in the form of an ignition current increase.
  • Fig. 2 three ignition cycles with their control signals N1, N2, E and N3 are shown.
  • the first two control signals N1 and N2 request a normal ignition current, the ignition current is to be increased in the third cycle.
  • the ignition output stage 2 is informed of an increase in the ignition current by analyzing the control signal St at the beginning of the loading process (FIG. 2, third cycle). The ignition output stage then limits the ignition current for a cycle only from a higher threshold, the increased ignition current. From this maximum, the coil current is limited.
  • Fig. 5 shows the current through the ignition coil. At the beginning of each cycle, the current increases until the desired ignition current is reached. The ignition output stage then keeps the current constant until the ignition occurs.
  • the monoflop 5 together with the OR circuit 6, covers the pulse E and thus forms the signal SL "load coil”. If a pulse E occurs in the control signal St within the 0.7 ms of the monoflop (AND circuit 7), the flip-flop 8 is set for the charging time and indicates at its output that the ignition current should be increased. The flip-flop 8 is reset after the ignition ("coil loaded” becomes "low”).
  • the power transistor TR which controls the ignition coil 3 is implemented in this case as a "sense FET".
  • a small sensor current proportional to the ignition coil current can be tapped at its additional output.
  • This sensor current is compared via the resistors R1 and OP1 with a reference current I ref in order to recognize whether the ignition current has already been reached.
  • the reference current "I ref small” (I ref1 ) or "I ref large” (I ref1 + I ref2 ) can be switched via a semiconductor switch S1 .
  • S1 is driven by the flip-flop in FIG. 6. When the switch is closed, the pilot current is increased.
  • R2, C and OP2 form an inverting integrator.
  • the output voltage of OP2 is slowly increased or decreased, depending on the comparator OP1 indicating that the desired ignition current has been exceeded or fallen below. If the ignition coil is to be charged, the switch S2 is in the position shown: the output of the integrator OP2 is switched to the power transistor via the voltage follower OP3.
  • the input of the voltage follower is pulled to ground via the switch S2 (the OR gate from FIG. 6 controls the semiconductor switch S2).
  • the power transistor then interrupts the ignition coil current on the primary side and a spark is triggered in the spark plug on the secondary side of the ignition coil.
  • the previous example referred to a one-step, discrete increase in the ignition energy by increasing the coil current by a constant amount.
  • the maximum coil current and thus the ignition energy can also be controlled in several smaller stages depending on the requirements by the load and temperature of the engine.
  • a variable advance of the additional control pulse E compared to the normal ignition pulse N3 is generated in the control device 1 and is recovered and decoded by the ignition output stage 2 from the control signal St.
  • the time interval between the two signals E, N3 is measured by a clock generator in that the pulses generated by it reach a counter via a gate circuit.
  • the counter content is then proportional to the increase in the coil current St.
  • the signal "Increase ignition current” ZE then does not consist of a single pulse, but of one of the sequence of the counting pulses passed by the gate circuit.
  • a time signal proportional to this can also be obtained from this signal, as a result of which the burning time of the spark plug is finally controlled in accordance with the required ignition energy. This is done by short-circuiting the primary side of the ignition coil 3, the energy stored in the ignition coil being dissipated in a resistor via a free-wheeling diode.
  • the burning time and / or the maximum size of the ignition current can also be determined by the width of the additional control pulse E.
  • the determination of the width of the transmitted pulse takes place again in the ignition output stage analogously to the procedure discussed above. It is therefore also contemplated to increase the duration of the candle together with the maximum size of the ignition current when the ignition energy is increased.

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)
EP94110260A 1993-07-02 1994-07-01 Méthode de commande d'une bobine d'allumage Expired - Lifetime EP0632199B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE4322014A DE4322014C2 (de) 1993-07-02 1993-07-02 Verfahren zum Ansteuern einer Zündspule einer Zündeinrichtung für Brennkraftmaschinen und Schaltungsanordnung zur Durchführung des Verfahrens
DE4322014 1993-07-02

Publications (3)

Publication Number Publication Date
EP0632199A2 true EP0632199A2 (fr) 1995-01-04
EP0632199A3 EP0632199A3 (fr) 1995-07-19
EP0632199B1 EP0632199B1 (fr) 2000-02-02

Family

ID=6491769

Family Applications (1)

Application Number Title Priority Date Filing Date
EP94110260A Expired - Lifetime EP0632199B1 (fr) 1993-07-02 1994-07-01 Méthode de commande d'une bobine d'allumage

Country Status (2)

Country Link
EP (1) EP0632199B1 (fr)
DE (2) DE4322014C2 (fr)

Families Citing this family (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE4419499A1 (de) 1994-06-03 1995-12-07 Interoc Vertriebsgesellschaft Hydraulisches Schlaggerät mit stufenlos regelbarer Schlagzahl und Schlagenergie

Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE2810665A1 (de) * 1978-03-11 1979-09-20 Bosch Gmbh Robert Zuendanlage fuer brennkraftmaschinen
JPS55122475A (en) * 1979-03-15 1980-09-20 Nec Corp Pulse-current control circuit
EP0113894A2 (fr) * 1982-12-16 1984-07-25 Mitsubishi Denki Kabushiki Kaisha Circuit d'allumage pour un moteur à combustion interne
US4552118A (en) * 1983-03-17 1985-11-12 Nec Corporation Control circuit for controlling output pulse width using negative feedback signal
EP0324159A1 (fr) * 1988-01-15 1989-07-19 TEMIC TELEFUNKEN microelectronic GmbH Commande du temps de fermeture pour moteur à combustion avec étage final d'allumage distinct

Family Cites Families (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH06105070B2 (ja) * 1988-11-17 1994-12-21 株式会社日立製作所 半導体スイッチング回路
DE4007774A1 (de) * 1990-03-12 1991-09-19 Telefunken Electronic Gmbh Zuendanlage fuer viertakt-brennkraftmaschinen
DE4038440C2 (de) * 1990-12-01 1994-09-22 Telefunken Microelectron Elektronisches Zündsystem für Brennkraftmaschinen
DE4236397A1 (en) * 1991-11-09 1993-05-13 Volkswagen Ag Electronic ignition for automobile IC engine - uses controller supplying regulating current for end stage transistor in ignition module providing ignition coil current
JPH06131661A (ja) * 1992-10-15 1994-05-13 Kao Corp 磁気記録媒体の製造方法及び装置

Patent Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE2810665A1 (de) * 1978-03-11 1979-09-20 Bosch Gmbh Robert Zuendanlage fuer brennkraftmaschinen
JPS55122475A (en) * 1979-03-15 1980-09-20 Nec Corp Pulse-current control circuit
EP0113894A2 (fr) * 1982-12-16 1984-07-25 Mitsubishi Denki Kabushiki Kaisha Circuit d'allumage pour un moteur à combustion interne
US4552118A (en) * 1983-03-17 1985-11-12 Nec Corporation Control circuit for controlling output pulse width using negative feedback signal
EP0324159A1 (fr) * 1988-01-15 1989-07-19 TEMIC TELEFUNKEN microelectronic GmbH Commande du temps de fermeture pour moteur à combustion avec étage final d'allumage distinct

Non-Patent Citations (1)

* Cited by examiner, † Cited by third party
Title
PATENT ABSTRACTS OF JAPAN vol. 004 no. 175 (E-036) ,3.Dezember 1980 & JP-A-55 122475 (NEC CORP) 20.September 1980 *

Also Published As

Publication number Publication date
DE59409116D1 (de) 2000-03-09
DE4322014A1 (de) 1995-01-19
DE4322014C2 (de) 1995-06-22
EP0632199B1 (fr) 2000-02-02
EP0632199A3 (fr) 1995-07-19

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