EP0640761A2 - Dispositif d'allumage commandable - Google Patents

Dispositif d'allumage commandable Download PDF

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Publication number
EP0640761A2
EP0640761A2 EP94112180A EP94112180A EP0640761A2 EP 0640761 A2 EP0640761 A2 EP 0640761A2 EP 94112180 A EP94112180 A EP 94112180A EP 94112180 A EP94112180 A EP 94112180A EP 0640761 A2 EP0640761 A2 EP 0640761A2
Authority
EP
European Patent Office
Prior art keywords
ignition
value
current
engine
load
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
EP94112180A
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German (de)
English (en)
Other versions
EP0640761B1 (fr
EP0640761B2 (fr
EP0640761A3 (fr
Inventor
Karsten Prof.Dr. Ehler
Christoph Dömland
Andreas Sprysch
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.)
Volkswagen AG
Mercedes Benz Group AG
Original Assignee
Volkswagen AG
Deutsche Automobil 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
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Application filed by Volkswagen AG, Deutsche Automobil GmbH filed Critical Volkswagen AG
Publication of EP0640761A2 publication Critical patent/EP0640761A2/fr
Publication of EP0640761A3 publication Critical patent/EP0640761A3/fr
Publication of EP0640761B1 publication Critical patent/EP0640761B1/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
    • F02P15/10—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
    • 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
    • F02P3/00—Other installations
    • F02P3/06—Other installations having capacitive energy storage
    • F02P3/08—Layout of circuits
    • F02P3/0853—Layout of circuits for control of the dwell or anti-dwell time
    • F02P3/0861—Closing the discharge circuit of the storage capacitor with semiconductor devices
    • F02P3/0869—Closing the discharge circuit of the storage capacitor with semiconductor devices using digital techniques

Definitions

  • the invention relates to a method for controlling an ignition system for internal combustion engines according to the preamble of claim 1.
  • a generic ignition system is known from DE-OS 39 28 726, which has the advantage over conventional ignition systems, for example so-called transistor ignitions with static high voltage distribution, that small and thus inexpensive ignition coils can be used. Furthermore, according to the above. The optimal ignition is ensured by the fact that it remains switched on for the entire burning time, regardless of the speed. Such an ignition system is referred to as an AC ignition system because it generates a bipolar spark current.
  • the object of the present invention is to provide a method for controlling an ignition system according to the type mentioned at the outset, so that the spark plug change intervals are at least 100,000 km.
  • the engine load, speed and engine parameters are used to control the ignition current and also its burning time.
  • characteristic maps stored in the control unit are preferably used.
  • a base value for the ignition current value or for the combustion duration are preferably taken for the engine load and the speed from an ignition current map or a combustion duration map.
  • these basic values for the ignition current value and the burning duration are corrected in accordance with the current operating state of the internal combustion engine. Temperature compensation is carried out if the motor temperature has not yet reached a certain threshold. This improves the cold start property of the engine. Furthermore, the base value for the ignition current value in the event of a dynamic change in the state of the Motor is loaded with a dynamic factor that is proportional to the change in load value and decreases with time. After a certain delay, the dynamic factor has reached zero, the corrected base value assuming the base value for the new load condition.
  • the method according to the invention can advantageously be used to control AC or high-voltage capacitor ignitions.
  • FIG. 1 shows a block diagram of an alternating current ignition for carrying out the method according to the invention for a 4-cylinder machine.
  • an ignition output stage Z1-Z4 is provided for each spark plug ZK1.
  • These ignition output stages are connected via a circuit 9 for cylinder selection to a control unit 1, which generates an ignition signal 1 to 4 for each ignition output stage and simultaneously outputs a modulation voltage U Mod for all ignition output stages, which is processed by a current control circuit 10.
  • This modulation voltage sets a target value of the ignition current I is intended to represent and is by means of a comparator with an on a shunt resistor R (see FIG. 2) of the primary circuit of the ignition actual value I generated is compared. The result of the comparison is fed to the cylinder selection circuit 9.
  • control unit 1 is equipped with sensors 4, 5 and 6 for detecting the speed n, the load L and the engine temperature T and with a device 7 for cylinder 1 detection and via lines 1a for controlling the electronic injection with an injection system 11, which contains the corresponding actuators.
  • a switching power supply 3 generates the supply voltages (18 V / 180 V) for the ignition output stages Z1-Z4, which is fed by an on-board battery 2.
  • FIG. 2 An embodiment of an ignition output stage for controlling a single ignition coil according to FIG. 1 is shown in FIG. 2 and essentially consists of a transistor T, in the form of an IGBT transistor (isolated gate bipolar transistor), an energy recovery diode D, a primary resonant circuit capacitor C. , an ignition coil Tr constructed from a primary and secondary winding with a coupling of approximately 50%, a spark plug ZK and a simple control circuit 10 which corresponds to the current control circuit 10 according to FIG. 1, however additionally contains a gate of the cylinder selection circuit 9.
  • This control circuit 10 is therefore supplied with the control signals prepared by the control unit 1, namely the ignition signal 1 and the modulation voltage U Mod .
  • the first-mentioned control signal sets the ignition point and the burning time t B
  • the second-mentioned control signal U Mod determines the value of the primary current I p and subsequently the ignition voltage U k , that is to say the value of the spark current i B.
  • the ignition output stage according to FIG. 2 operates in the current-controlled flyback and forward converter mode.
  • a collector current I k flows , which corresponds to the primary coil current I p according to FIG. 3.
  • This collector current I k is intended by the control circuit 10 to a particular modulation of the voltage U Mod value I limited.
  • the ignition output stage is supplied with a voltage of 180 V using a switching power supply unit which has already been explained in connection with FIG. If the collector current I k has reached the value specified by I soll , the transistor T is switched off. The energy contained in the storage coil stimulates the output circuit (secondary inductance, spark plug capacity) to vibrate.
  • the capacitively stored energy is fed back to the primary coil inductance until the voltage U c at the capacitor C reaches the value zero (see FIG. 3).
  • the primary side voltage U c cannot become negative through the diode D.
  • the oscillation continues due to the only approx. 50% strong coupling between primary and secondary inductance.
  • the transistor T is switched on again, because the same voltage conditions are now present as before the transistor was first switched on.
  • the current control always guarantees the same supply of energy to the primary coil.
  • the portion of the energy that was not used in the spark channel is completely fed back into the vehicle electrical system.
  • the coupling of approx. 50% prevents total damping of the primary resonant circuit (primary coil, capacitor C) due to the strongly damped secondary resonant circuit in the event of a spark breakdown.
  • the duration of the complete cycle (charging the primary coil, decay process until the voltage U c at capacitor C crosses zero) is approximately 80 ⁇ s.
  • the loading time of the coil can be neglected.
  • a closing angle control is therefore not necessary.
  • the burning time t B per ignition process can be changed as desired by varying the number of switching cycles.
  • the spark combustion current i B is modulated by changing the energy fed in on the primary side. Parallel to the spark current, the secondary-side high-voltage supply U k on the spark plug ZK also changes in certain areas due to the non-ideal power source character of the output stage. When reducing the spark current i B must therefore in each case the decrease in the maximum high voltage must also be observed.
  • This technology of the self-oscillating ignition output stage allows a considerable reduction in the volume of the ignition coil because, in contrast to transistor coil ignition, not all of the energy for an ignition process has to be stored in the coil, but is supplied in several small units. Therefore, only a reduced coil volume is required to store the smaller amount of energy.
  • Another advantage for the construction of the ignition coil is the coupling required of only approx. 50%, since this can be achieved with a simple rod core.
  • the control unit 1 represents a ⁇ -controller system, for example based on a Motorola module MC68HC811E2, which is an 8-bit controller with an internal EEPROM program memory.
  • the voltage supply of this control unit 1 comes from the on-board electrical system fed by the battery 2.
  • the control device 1 needs a signal about the cylinder sequence (cylinder 1 detection 7 according to FIG. 1).
  • a magnet can be attached to the toothed disk of the camshaft, for example, which is queried by a Hall sensor. This delivers a signal every 360 ° of the camshaft or every 720 ° of the crankshaft: the cylinder 1 mark.
  • the AC ignition system according to FIG. 1 becomes an ignition system which makes it possible to control the ignition energy with the aid of two parameters.
  • the first parameter is the modulation voltage U Mod , with the aid of which the primary current I p (cf. FIG. 2) of the ignition coil is regulated.
  • This Current I p influences the high voltage U k of the secondary coil or the spark current i B with which the spark burns.
  • This is a higher-frequency PWM signal which is smoothed by an RC filter in the ignition output stage and which is output together for all 4 cylinders, as shown in FIG. 1.
  • control unit 1 has a PWM output.
  • the individual cylinders are ignited with the ignition signals 1 to 4.
  • the burning time t B of the ignition process represents the second parameter and is also determined by the control unit 1 and implemented via the pulse width of the respective ignition signal.
  • the control program stored in the control unit 1 for the ignition output stages ensures, on the one hand, the correct ignition distribution and, on the other hand, the calculation of the optimal ignition parameters, namely in the form of the modulation voltage U Mod and the burning time t B and their output.
  • the control device 1 Before the control of the ignition output stages can begin, the control device 1 must be synchronized, ie it waits for the first signal of the cylinder 1 detection of the device 7 (cf. FIG. 1). This is followed by an endless loop in which all calculations are carried out and which is repeated with each ignition process. An analog-to-digital conversion is carried out in this loop in order to detect the motor parameters, such as load and temperature, generated by the sensors 5 and 6. The speed is determined by evaluating the time interval between successive pulses of the speed sensor.
  • the new ignition parameters are calculated with the aid of the engine load L (which is determined either by the position of the throttle valve potentiometer or by recording the amount of air in the intake manifold),
  • the associated basic values U Basis and t Basis of the modulation voltage U Mod and the burning time t B are taken from two characteristic maps stored in the memory of the control unit 1. These two maps are shown in FIGS. 4 and 5, namely the combustion current map and the ignition duration map. The design of these maps is based on the ignition energy requirement.
  • the characteristic diagram for the spark combustion current i B according to FIG. 4 takes into account the current offered with a safety factor of 1.2. The highest current at idle speed is required regardless of the load.
  • T 70 ° C is a certain threshold temperature, for example 70 ° C
  • T is the current engine temperature
  • k T is a proportional factor.
  • the temperature correction is a proportional correction, ie if the engine temperature falls below a certain threshold value, e.g. B. 70 ° C
  • a factor U Temp is calculated by which the modulation voltage U Mod is increased. This factor U Temp is proportional to the difference between the engine temperature and the temperature threshold. This correction is not carried out when the engine is warm.
  • T 70 ° C represents a certain threshold value, for example 70 ° C and T is the current engine temperature
  • k Tt is a proportionality factor as in the corresponding temperature correction of the modulation voltage U Temp .
  • the electrode erosion of these spark plugs was 3.9 times smaller than that of the spark plugs operated with the series ignition.
  • the AC ignition By controlling the ignition according to the invention via a map, the AC ignition also meets the increased requirements placed on future ignition systems. Optimized combustion, in particular, is expected to improve the exhaust gas values. It is also conceivable to use the method according to the invention in future lean burn engines over an extended combustion time.
  • an ignition system is available which is optimally adapted to the different ignition energy requirements of the engine, without having to forego operational reliability.

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  • 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)
EP94112180A 1993-08-25 1994-08-04 Dispositif d'allumage commandable Expired - Lifetime EP0640761B2 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE4328524 1993-08-25
DE4328524A DE4328524A1 (de) 1993-08-25 1993-08-25 Steuerbare Zündanlage

Publications (4)

Publication Number Publication Date
EP0640761A2 true EP0640761A2 (fr) 1995-03-01
EP0640761A3 EP0640761A3 (fr) 1996-01-10
EP0640761B1 EP0640761B1 (fr) 1997-06-04
EP0640761B2 EP0640761B2 (fr) 2004-01-02

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EP94112180A Expired - Lifetime EP0640761B2 (fr) 1993-08-25 1994-08-04 Dispositif d'allumage commandable

Country Status (5)

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US (1) US5553594A (fr)
EP (1) EP0640761B2 (fr)
JP (1) JP3443692B2 (fr)
DE (2) DE4328524A1 (fr)
ES (1) ES2105438T5 (fr)

Cited By (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102012214518B3 (de) * 2012-08-15 2014-02-06 Ford Global Technologies, Llc Verfahren zur Steuerung einer Zündanlage einer Brennkraftmaschine sowie Zündanlage
RU2558720C2 (ru) * 2013-11-21 2015-08-10 Открытое акционерное общество "КБ Электроприбор" Способ улучшения технических и экологических характеристик двигателя внутреннего сгорания с искровым зажиганием
WO2016054328A1 (fr) * 2014-10-03 2016-04-07 Cummins, Inc. Gestion de l'énergie d'allumage variable
US9771917B2 (en) 2014-10-03 2017-09-26 Cummins Inc. Variable ignition energy management
EP3587792A1 (fr) * 2018-06-27 2020-01-01 Caterpillar Energy Solutions GmbH Contrôle dynamique d'énergie d'allumage d'une bougie d'allumage dans un moteur à combustion interne
US11536239B2 (en) 2019-05-21 2022-12-27 Cummins Inc. Variable energy ignition systems, methods, and apparatuses

Families Citing this family (16)

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DE19608526C2 (de) * 1996-03-06 2003-05-15 Bremi Auto Elek K Bremicker Gm Verfahren zur Regelung der Mindestzündenergie bei einer Brennkraftmaschine
DE19730908C2 (de) * 1997-07-18 2002-11-28 Daimler Chrysler Ag Verfahren zum Betrieb einer direkteinspritzenden Otto-Brennkraftmaschine
US5913302A (en) * 1997-09-19 1999-06-22 Brunswick Corporation Ignition coil dwell time control system
FR2790793B1 (fr) * 1999-03-12 2001-04-27 Siemens Automotive Sa Procede de determination d'un parametre de fonctionnement d'un moteur a combustion interne en fonction de trois parametres de commande de ce moteur
US6694959B1 (en) * 1999-11-19 2004-02-24 Denso Corporation Ignition and injection control system for internal combustion engine
DE10031875A1 (de) * 2000-06-30 2002-01-10 Bosch Gmbh Robert Zündverfahren und entsprechende Zündvorrichtung
US6820602B1 (en) 2003-11-26 2004-11-23 Autotronic Controls Corporation High energy ignition method and system
US7165542B2 (en) * 2003-11-26 2007-01-23 Autotronic Controls Corporation High energy ignition method and system using pre-dwell control
DE102005008458A1 (de) * 2005-02-24 2006-08-31 Bayerische Motoren Werke Ag Zündsteuersystem für ein Kraftfahrzeug
DE102007029953A1 (de) * 2007-06-28 2009-01-02 Bayerische Motoren Werke Aktiengesellschaft Verfahren zur Regelung der Zündenergie
US8584650B2 (en) * 2007-11-07 2013-11-19 Ford Global Technologies, Llc Ignition energy control for mixed fuel engine
KR101171905B1 (ko) * 2009-06-09 2012-08-07 기아자동차주식회사 엔진의 점화 시스템 및 이의 제어방법
DE102012200457A1 (de) * 2011-03-03 2012-09-06 Robert Bosch Gmbh Verfahren zum Bestimmen einer Temperatur von Kraftstoff
JP5910943B2 (ja) * 2012-08-27 2016-04-27 本田技研工業株式会社 バッテリレスエンジンの点火装置
JP6354710B2 (ja) 2015-09-01 2018-07-11 トヨタ自動車株式会社 内燃機関の制御装置
KR101964017B1 (ko) * 2018-10-29 2019-03-29 손양순 터빈 유형별 스파크 조절식 점화장치

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US3945362A (en) † 1973-09-17 1976-03-23 General Motors Corporation Internal combustion engine ignition system
DE2455536A1 (de) * 1974-11-23 1976-05-26 Bosch Gmbh Robert Hochspannungskondensator-zuendeinrichtung
US4230078A (en) * 1977-11-29 1980-10-28 Nippon Soken, Inc. Ignition control apparatus for internal combustion engine
EP0229643A2 (fr) † 1986-01-16 1987-07-22 Atlas Fahrzeugtechnik GmbH Système d'allumage pour moteur à combustion interne
DE3924985A1 (de) * 1989-07-28 1991-02-07 Volkswagen Ag Vollelektronische zuendeinrichtung fuer eine brennkraftmaschine
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Cited By (10)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102012214518B3 (de) * 2012-08-15 2014-02-06 Ford Global Technologies, Llc Verfahren zur Steuerung einer Zündanlage einer Brennkraftmaschine sowie Zündanlage
US9309859B2 (en) 2012-08-15 2016-04-12 Ford Global Technologies, Llc Method for controlling an ignition system of an internal combustion engine and an ignition system
RU2558720C2 (ru) * 2013-11-21 2015-08-10 Открытое акционерное общество "КБ Электроприбор" Способ улучшения технических и экологических характеристик двигателя внутреннего сгорания с искровым зажиганием
WO2016054328A1 (fr) * 2014-10-03 2016-04-07 Cummins, Inc. Gestion de l'énergie d'allumage variable
US9771917B2 (en) 2014-10-03 2017-09-26 Cummins Inc. Variable ignition energy management
US9926904B2 (en) 2014-10-03 2018-03-27 Cummins, Inc. Variable ignition energy management
EP3587792A1 (fr) * 2018-06-27 2020-01-01 Caterpillar Energy Solutions GmbH Contrôle dynamique d'énergie d'allumage d'une bougie d'allumage dans un moteur à combustion interne
US11015568B2 (en) 2018-06-27 2021-05-25 Caterpillar Energy Solutions Gmbh Dynamic ignition energy control
US11536239B2 (en) 2019-05-21 2022-12-27 Cummins Inc. Variable energy ignition systems, methods, and apparatuses
US11840996B2 (en) 2019-05-21 2023-12-12 Cummins Inc. Variable energy ignition systems, methods, and apparatuses

Also Published As

Publication number Publication date
EP0640761B1 (fr) 1997-06-04
EP0640761B2 (fr) 2004-01-02
ES2105438T5 (es) 2004-09-01
EP0640761A3 (fr) 1996-01-10
ES2105438T3 (es) 1997-10-16
DE4328524A1 (de) 1995-03-02
JP3443692B2 (ja) 2003-09-08
JPH0777143A (ja) 1995-03-20
US5553594A (en) 1996-09-10
DE59402991D1 (de) 1997-07-10

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