EP0790408B1 - Measuring circuit for an ionic current in ignition devices for internal combustion engines - Google Patents

Measuring circuit for an ionic current in ignition devices for internal combustion engines Download PDF

Info

Publication number
EP0790408B1
EP0790408B1 EP19970101842 EP97101842A EP0790408B1 EP 0790408 B1 EP0790408 B1 EP 0790408B1 EP 19970101842 EP19970101842 EP 19970101842 EP 97101842 A EP97101842 A EP 97101842A EP 0790408 B1 EP0790408 B1 EP 0790408B1
Authority
EP
European Patent Office
Prior art keywords
ignition
connected
circuit arrangement
characterised
accordance
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
EP19970101842
Other languages
German (de)
French (fr)
Other versions
EP0790408A3 (en
EP0790408A2 (en
Inventor
Ulrich Dr. Bahr
Michael Daetz
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.)
Daimler AG
Volkswagen AG
Original Assignee
DaimlerChrysler AG
Volkswagen 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
Priority to DE1996105803 priority Critical patent/DE19605803A1/en
Priority to DE19605803 priority
Application filed by DaimlerChrysler AG, Volkswagen AG filed Critical DaimlerChrysler AG
Publication of EP0790408A2 publication Critical patent/EP0790408A2/en
Publication of EP0790408A3 publication Critical patent/EP0790408A3/en
Application granted granted Critical
Publication of EP0790408B1 publication Critical patent/EP0790408B1/en
Anticipated expiration legal-status Critical
Application status is Expired - Lifetime legal-status Critical

Links

Images

Classifications

    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02PIGNITION, OTHER THAN COMPRESSION IGNITION, FOR INTERNAL-COMBUSTION ENGINES; TESTING OF IGNITION TIMING IN COMPRESSION-IGNITION ENGINES
    • F02P17/00Testing of ignition installations, e.g. in combination with adjusting; Testing of ignition timing in compression-ignition engines
    • F02P17/12Testing characteristics of the spark, ignition voltage or current
    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02PIGNITION, OTHER THAN COMPRESSION IGNITION, FOR INTERNAL-COMBUSTION ENGINES; TESTING OF IGNITION TIMING IN COMPRESSION-IGNITION ENGINES
    • F02P15/00Electric 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
    • F02P15/10Electric 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
    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02PIGNITION, OTHER THAN COMPRESSION IGNITION, FOR INTERNAL-COMBUSTION ENGINES; TESTING OF IGNITION TIMING IN COMPRESSION-IGNITION ENGINES
    • F02P3/00Other installations
    • F02P3/02Other installations having inductive energy storage, e.g. arrangements of induction coils
    • F02P3/04Layout of circuits
    • F02P3/045Layout of circuits for control of the dwell or anti dwell time
    • F02P3/0453Opening or closing the primary coil circuit with semiconductor devices
    • F02P3/0456Opening or closing the primary coil circuit with semiconductor devices using digital techniques
    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02PIGNITION, OTHER THAN COMPRESSION IGNITION, FOR INTERNAL-COMBUSTION ENGINES; TESTING OF IGNITION TIMING IN COMPRESSION-IGNITION ENGINES
    • F02P17/00Testing of ignition installations, e.g. in combination with adjusting; Testing of ignition timing in compression-ignition engines
    • F02P17/12Testing characteristics of the spark, ignition voltage or current
    • F02P2017/125Measuring ionisation of combustion gas, e.g. by using ignition circuits

Description

The invention relates to a circuit arrangement for ion current measurement according to the preamble of claim 1.

Such an ion current measuring circuit is known from US 5483818, which a differential amplifier connected as an inverting amplifier has, for this is the low potential side of the secondary winding Ignition coil through a resistor with the inverting input of the Differential amplifier connected while at its non-inverting Input voltage of approx. 40 V is applied. To achieve the inverting amplifier property is the output through a resistor fed back to the inverting input and at the same time the Output signal for evaluating the ion current of a threshold circuit fed. Also on the low potential side of the secondary winding two Zener diodes are connected in series Connection node from another inverting amplifier in such a way is controlled that those occurring during an ion current measurement Leakage currents can be avoided in order to ensure undistorted ion current signals to create. The further inverting amplifier is corresponding how the amplifier connected directly to the secondary winding is constructed, its output via a resistor with the inverting Input of the further amplifier is connected and its non-inverting The same bias voltage is fed to the input.

to avoid the leakage currents generated by the Zener diodes used this known ion current measuring circuit is disadvantageously required Way of a high circuit effort.

The object of the present invention is therefore a circuit arrangement for ion current measurement of the type mentioned at the beginning specify that avoids this disadvantage.

The solution to this problem is due to the characteristic feature of Claim 1 given. According to this, the derivation of the during the Burning time of the spark plug flowing ignition current a first and second Discharge circuit branch provided, each a semiconductor diode have and the second derivative circuit branch parallel to the inverting Amplifier is arranged. The main advantage of this invention The solution lies in the use of normal semiconductor diodes, so that the problem of high leakage currents does not arise and therefore one as in the prior art proposed complex circuit are eliminated can.

Another advantage that can be achieved with the present invention lies in one Lowering the value of the measuring voltage below that in the prior art specified voltage value of 40 V.

In an advantageous development of the invention, for the further semiconductor diode, which forms the second discharge circuit branch, an ignition current measuring resistor connected in series. The at this ignition current measuring resistor The voltage drop that occurs during the burning period of the Spark plug in an advantageous manner as a measurement signal for the amount of ignition current serve. This ignition current measurement signal can be used to to control the ignition sequence for a secondary ignition.

Preferably, the second diverting circuit branch can be via a Output of the inverting amplifier controllable semiconductor switch, in particular a transistor with the ground potential of the circuit arrangement get connected. This allows the Increase the current carrying capacity of the differential amplifier.

According to a further advantageous embodiment of the invention, a Switched differential amplifier provided as an inverting amplifier.

Preferably, the one input of such a differential amplifier connected to the low potential side of the secondary winding of the ignition coil, while a reference voltage is supplied to the other input, whose value corresponds to the measuring voltage and at which the output over a measuring resistor is connected to the one input.

The ion current is thus converted into an as simple as possible Measuring signal serving voltage converted, which then a Evaluation is fed.

The reference voltage supplied to such a differential amplifier becomes generated in the simplest way with a constant voltage source.

Furthermore, the use of a multi-cylinder internal combustion engine Measuring paths of the spark plugs serving as ion current probes in parallel are switched, so that the advantage of low circuit complexity preserved. On the other hand, the measuring sections should be used as an ion current probe serving spark plugs are measured completely independently, but the circuits can also be present several times, the Output signals are then time-multiplexed in a suitable form.

Finally, in a particularly preferred embodiment, the Invention a parallel circuit from a dissipation resistor and at least one Zener diode connected in series to the secondary winding to the energy that is left after the spark has been torn off located in the ignition coil or the secondary capacitances quickly dissipate so that the ion current measurement can then be carried out without great delay is feasible. Advantageously, preferably two antiserially connected zener diodes instead of just one Zener diode used to be compared to use only to achieve a decay behavior of a single Zener diode, the Duration is shorter and also symmetrical.

In the following, the invention will be illustrated and explained using an exemplary embodiment in connection with the figure. Show it:

Figure 1
a circuit diagram of an electronic ignition system according to the invention and
Figure 2
a circuit section of the circuit diagram of Figure 1 with an alternative second diverting branch A2.

FIG. 1 shows a transistor ignition system of a 4-cylinder internal combustion engine, each with an ignition output stage assigned to a cylinder, each ignition output stage comprising an ignition coil Tr 1 ,..., Tr 4 , a primary winding P 1 ,..., P 4 and a secondary winding S 1 , ..., S 4 comprises, and an ignition transistor 1a, ..., 1d connected to the primary winding P 1 , ..., P 4 with associated spark plug Zk 1 , ..., Zk 4 is constructed. The primary windings P 1 ,..., P 4 are connected with one connection to an on-board battery voltage U B of 12 V, for example, provided by an on-board battery, while the other connection is connected to the associated ignition transistor 1a,..., 1d.

The ignition transistors 1a, ..., 1d are controlled by their control electrodes controlled a circuit 2a for cylinder selection, which in turn with a Control circuit 2 is connected, the corresponding ignition trigger for the individual cylinders of this circuit 2a supplies.

The figure also shows a control unit 4, the function of an engine management takes over and in turn controls the control circuit 2. For this purpose, this control unit 4 receives motor parameters via an input E, such as load, speed and temperature. Corresponding actuators are controlled via outputs A.

The secondary windings S 1 , ..., S 4 are each connected with their high voltage side to the associated spark plug Zk 1 , ..., Zk 4 , while their low potential side are combined in a circuit node S via a dissipation resistor R 3 .

This circuit node S is connected to the input of a differential amplifier 3 connected as a non-inverting amplifier, in that this circuit node S is connected to the inverting input of this differential amplifier 3. In contrast, a constant reference voltage U ref , preferably 20 V, is applied to the non-inverting input of this differential amplifier 3, this constant reference voltage being generated by a constant voltage source 6. This constant reference voltage U ref is fed to the secondary windings S 1 , ..., S 4 via this differential amplifier 3 by means of a measuring resistor R1 fed back to the inverting input and thus reaches the spark plugs Zk 1 , ... working as ion measuring current paths as the test voltage U test . , Mark 4 .

In order to derive the ignition current which arises during the burning time due to the ignition process, the circuit according to the figure has a first and second diverting circuit branches A1 and A2. The first discharge circuit branch A1 connects the circuit node S to the ground potential of the circuit via a semiconductor diode D 2 , while the second discharge circuit branch A2 consists of a series connection of an ignition current discharge resistor R 2 , a further semiconductor diode D 1 and a pnp transistor T, the ignition current measurement resistor R 2 is connected to the circuit node S and the collector electrode of the transistor T is at the ground potential of the circuit. The base electrode of this transistor T is driven by the output of the differential amplifier 3.

The first diverting circuit branch A1 serves to derive negative voltage peaks occurring in one of the spark plugs Zk 1 ,... Zk 4 at the moment of a high voltage breakdown.

The actual ignition current is derived via the second derivation switching branch A 2 , which can also be constructed without the transistor T, which only serves to increase the current carrying capacity of the differential amplifier 3. If such a transistor T is dispensed with, the cathode of the semiconductor diode D 1 is connected directly to the output of the differential amplifier 3, so that the diverting branch A 2 is connected in parallel with the ion measuring resistor R 1 .

The function of the circuit according to FIG. 1 is explained below become:

The generation of an ignition pulse by the control circuit 2 leads to the activation of the corresponding ignition transistor 1a, ..., 1d. The ignition spark generated in this way on the associated spark plug Zk 1 ,..., Zk 4 leads to a certain burning duration, which is accompanied by an ignition current. This ignition current flows through the low-resistance leakage circuit branch A 2 to a part via the differential amplifier 3 and to another part in accordance with the set operating point of the transistor T to ground potential. This operating point of the transistor T is determined by the output signal U ion of the differential amplifier 3, which, by means of the feedback via the ion measuring resistor R 1, regulates its potential at the inverting input to the U ref potential, which represents the measuring voltage for the subsequent ion current measurement. An overload of the differential amplifier 3 by the ignition current is thus avoided by using such a transistor T.

During the burning time, the output signal U ion of the differential amplifier 3 indicates the level of the ignition current flowing through the ignition current measuring resistor R 2 and can therefore be used as a measurement signal of the ignition current after evaluation for charging and burning time control of the internal combustion engine. The value of the ignition current measuring resistor R 2 is chosen so that its voltage drop U R2 with the value R 2 • I ignition is in the range of a few volts. Such a value for the resistor R 2 would be 15 Ω, for example. At the output of the differential amplifier 3 there is then a voltage U ion with a value of U ref - I ignite • R 2 -U D1 -U BE , U D1 and U BE representing the diode forward voltage and the base-emitter voltage.

The measuring voltage for the level of the ignition current could also be tapped at the emitter of the transistor T or with high resistance at the anode of the diode D 1 . The tolerances of the base-emitter voltage of the transistor T or the diode forward voltage of the diode D 1 would then not be included in the measurement. Another possibility for generating a measuring voltage for the ignition current is given in FIG. 2 explained below.

After the ignition radio has been torn off, that is to say at the end of the burning time, the residual energy still remaining in the corresponding secondary winding S 1 ,... S 4 or in the secondary capacitances must be rapidly dissipated. For this purpose, the already mentioned dissipation resistor R 3 , to which two antiserially connected Zener diodes Z 1 and Z 2 are connected in parallel.

Such a parallel connection reduces the duration of the decay the tearing off of the spark significantly shortened, so that immediately then an ion current measurement not affected by the decay behavior is feasible.

Such accelerated energy dissipation is particularly important at high engine speeds. The value of the dissipation resistance R 3 is preferably chosen so that it corresponds to the value (L sek / C sek ) 1/2 , the quantities L sek and C sek representing the coil inductance or coil and stray capacitances effective on the secondary side. The value of this dissipation resistance R 2 will usually be in the range between 10 kΩ and 100 kΩ and thus causes the energy to dissipate rapidly.

The two Zener diodes Z 1 and Z 2 are necessary to limit the voltage drop occurring across the dissipation resistor R 3 , which would otherwise result in a considerable reduction in the ignition energy. For example, an ignition current of 100 mA at a resistor of 50 kΩ, for example, would cause a voltage drop of 5000 V. The Zener voltages of the Zener diodes Z 1 and Z 2 are therefore chosen so that there is only a slight reduction in the ignition energy, for example in the amount of 50 V.

Instead of using two Zener diodes Z 1 and Z 2 , it is also possible to provide only the Zener diode Z 2 and to dispense with the Zener diode Z 1 . However, this would cause the swing-out behavior to be asymmetrical and the swing-out duration to be extended somewhat. On the other hand, it would be advantageous that the voltage loss in ignition mode would be less than 1 V.

Since in both cases the Zener diodes are in series with the secondary winding of the ignition coils Tr 1 ,... Tr 4 and the ion current measuring resistor R 1 , their leakage currents have no negative effect in the subsequent ion current measurement.

After the ignition current has decayed, the reference voltage U ref serving as measurement voltage U test is applied by the inverting differential amplifier 3 to the secondary windings S 1 ,... S 4 , which then generates an ion current at the corresponding spark plug.

The inverting differential amplifier 3 converts this ion current into a voltage signal U ion , which is now fed to the evaluation unit 5 as a measurement signal of the ion current, the evaluation result of which is then forwarded to the control unit 4. The measuring voltage U test supplied to the secondary windings S 1 , ..., S 4 of the ignition coils Tr 1 , ..., Tr 4 , which can be between 5 and 30 V, preferably 20 V, is constant during the entire ion current measurement period. Since the ion current is in the µ A range, a differential amplifier 3 with a low input current is used, which is available inexpensively today. The low-impedance provision of this measuring voltage U test means that there is no need to recharge stray capacitances, as can occur in other known systems when exposed to alternating current, such as, for example, with knocking combustion. This advantage is particularly noticeable when several ion measuring sections are operated in parallel, as shown in the figure, since effective stray capacities can then be multiplied.

In order to limit the current flowing into the differential amplifier 3, another resistor in the supply line to its inverting input (not shown in the figure) can be provided.

2 shows a detail of the circuit diagram of Figure 1 with the inverting amplifier connected as a differential amplifier 3 and the associated two Ableitschaltungszweigen A 1 and A2.

The difference from FIG. 1 lies in the wiring of the ignition current measuring resistor R 2 , which is now arranged on the ground side, namely between the collector of the transistor T and the ground potential. The measurement voltage U Zünd , which is proportional to the ignition current, is therefore ground-related, which is advantageous for the further use of this measurement signal.

The additional use of a resistor R 4 connected between the output of the differential amplifier 3 and the base of the transistor T limits the measurement error resulting from a base current to small values.

The ion current signal can be used to knock the Detect internal combustion engine and control the ignition timing to set up a corresponding knock control.

Another application is to use the ion current signal both for Detection of ignition misfires as well as for the detection of Use camshaft position.

The circuit arrangement according to the invention for ion current measurement is not only in transistor ignition systems, as shown in the exemplary embodiment, usable, but also for alternating current ignitions or High voltage capacitor ignitions.

Claims (10)

  1. A circuit arrangement for measuring ion currents in the combustion chamber of an internal combustion engine consisting of:
    a) an ignition coil (Tr1, ..., Tr4) having a primary and a secondary winding (P1, ..., P4, S1, ..., S4),
    b) a spark plug (Zk1, ..., Zk4) that simultaneously serves as an ion current probe connected to the secondary winding (S1, ..., S4),
    c) an inverting amplifier (3, R1) for producing a constant test voltage (UM) for the ion current measurement process connected to the low potential side of the secondary winding (S1, ..., S4) of the ignition coil (Tr1, ..., Tr4),
    characterised by the following features:
    d) for the purposes of draining-off the ignition current, which flows during the firing of the spark plug, to the earth potential of the circuit arrangement, there is provided
    d1) a first by-pass branch circuit (A1) provided with a semiconductor diode (D2) and
    d2) a second by-pass branch circuit (A2) which incorporates a further semiconductor diode (D1) and is connected in parallel with the inverting amplifier (3, R1).
  2. A circuit arrangement in accordance with Claim 2 [sic], characterised in that the second by-pass branch circuit (A2) comprises an ignition current measuring resistance (R2) which is connected in series with the further semiconductor diode (D1).
  3. A circuit arrangement in accordance with Claim 1 or 2, characterised in that the second by-pass branch circuit in [sic] (A2) is connected to the earth potential via a semiconductor switch (T), in particular, a transistor, which is controllable by the output of the inverting amplifier (3, R1).
  4. A circuit arrangement in accordance with Claim 3, characterised in that the ignition current measuring resistance (R2) is disposed in the emitter path of the transistor (T).
  5. A circuit arrangement in accordance with Claim 3, characterised in that the ignition current measuring resistance (R2) is disposed in the collector path of the transistor (T).
  6. A circuit arrangement in accordance with any of the preceding Claims, characterised in that the inverting amplifier is in the form of a differential amplifier (3).
  7. A circuit arrangement in accordance with Claim 6, characterised in that the one input of the differential amplifier (3) is connected to the low potential side of the secondary winding (S1, ..., S4) of the ignition coil (Tr1, ..., Tr4) and a reference voltage (Uref) whose value corresponds to the test voltage (Utest) is supplied to the other input, and the output of the differential amplifier (3) is connected to the one input via an ion current measuring resistance (R1).
  8. A circuit arrangement in accordance with any of the preceding Claims, characterised in that a parallel circuit consisting of a dissipating resistance (R3) and at least one Zener diode (Z1, Z2) is connected in series with the secondary winding (S1, ..., S4).
  9. A circuit arrangement in accordance with Claim 8, characterised in that two back-to-back connected Zener diodes (Z1, Z2) are located in parallel with the dissipating resistance (R2) [sic].
  10. The use of the circuit arrangement in accordance with any of the Claims 2 to 9 for measuring an ignition current in that the voltage drop occurring across the ignition current measuring resistance (R2) serves as a test signal indicative of the magnitude of the ignition current.
EP19970101842 1996-02-16 1997-02-06 Measuring circuit for an ionic current in ignition devices for internal combustion engines Expired - Lifetime EP0790408B1 (en)

Priority Applications (2)

Application Number Priority Date Filing Date Title
DE1996105803 DE19605803A1 (en) 1996-02-16 1996-02-16 Circuit arrangement for the ion current measurement
DE19605803 1996-02-16

Publications (3)

Publication Number Publication Date
EP0790408A2 EP0790408A2 (en) 1997-08-20
EP0790408A3 EP0790408A3 (en) 1999-01-20
EP0790408B1 true EP0790408B1 (en) 2001-11-14

Family

ID=7785611

Family Applications (3)

Application Number Title Priority Date Filing Date
EP19970101844 Expired - Lifetime EP0790406B1 (en) 1996-02-16 1997-02-06 Electronic ignition system for internal combustion engines
EP19970101842 Expired - Lifetime EP0790408B1 (en) 1996-02-16 1997-02-06 Measuring circuit for an ionic current in ignition devices for internal combustion engines
EP19970101843 Expired - Lifetime EP0790409B1 (en) 1996-02-16 1997-02-06 Measuring circuit for an ionic current in ignition devices for internal combustion engines

Family Applications Before (1)

Application Number Title Priority Date Filing Date
EP19970101844 Expired - Lifetime EP0790406B1 (en) 1996-02-16 1997-02-06 Electronic ignition system for internal combustion engines

Family Applications After (1)

Application Number Title Priority Date Filing Date
EP19970101843 Expired - Lifetime EP0790409B1 (en) 1996-02-16 1997-02-06 Measuring circuit for an ionic current in ignition devices for internal combustion engines

Country Status (4)

Country Link
US (3) US5914604A (en)
EP (3) EP0790406B1 (en)
DE (1) DE19605803A1 (en)
ES (1) ES2166479T3 (en)

Families Citing this family (38)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE19605803A1 (en) * 1996-02-16 1997-08-21 Daug Deutsche Automobilgesells Circuit arrangement for the ion current measurement
JP3129403B2 (en) * 1997-05-15 2001-01-29 トヨタ自動車株式会社 Ion current detector
DE19720535C2 (en) * 1997-05-16 2002-11-21 Conti Temic Microelectronic Method for detecting knocking combustion in an internal combustion engine with an AC ignition system
DE19829583C1 (en) * 1998-07-02 1999-10-07 Daimler Chrysler Ag Breakthrough voltage determining method for AC ignition system diagnosis in IC engine
US6357427B1 (en) 1999-03-15 2002-03-19 Aerosance, Inc. System and method for ignition spark energy optimization
DE19917261C5 (en) * 1999-04-16 2010-09-09 Siemens Flow Instruments A/S Electromagnetic flowmeter arrangement
DE19917268B4 (en) 1999-04-16 2005-07-14 Siemens Flow Instruments A/S Method for checking an electromagnetic flowmeter and electromagnetic flowmeter arrangement
US6186130B1 (en) * 1999-07-22 2001-02-13 Delphi Technologies, Inc. Multicharge implementation to maximize rate of energy delivery to a spark plug gap
US6378513B1 (en) * 1999-07-22 2002-04-30 Delphi Technologies, Inc. Multicharge ignition system having secondary current feedback to trigger start of recharge event
DE19956032A1 (en) * 1999-11-22 2001-05-23 Volkswagen Ag Misfire detection circuit in an internal combustion engine
DE10031553A1 (en) * 2000-06-28 2002-01-10 Bosch Gmbh Robert Inductive ignition device with ion current measuring device
US6360587B1 (en) * 2000-08-10 2002-03-26 Delphi Technologies, Inc. Pre-ignition detector
AT409406B (en) * 2000-10-16 2002-08-26 Jenbacher Ag Ignition system with an ignition coil
DE10104753B4 (en) * 2001-02-02 2014-07-03 Volkswagen Ag Method and device for detecting the combustion process in a combustion chamber of an internal combustion engine
DE10125574A1 (en) * 2001-05-25 2002-11-28 Siemens Building Tech Ag Flame monitoring device with which an asymmetrical voltage is applied across burner and ionization electrode to detect presence of flame
US6781384B2 (en) * 2001-07-24 2004-08-24 Agilent Technologies, Inc. Enhancing the stability of electrical discharges
DE10152171B4 (en) * 2001-10-23 2004-05-06 Robert Bosch Gmbh Device for igniting an internal combustion engine
US6954074B2 (en) * 2002-11-01 2005-10-11 Visteon Global Technologies, Inc. Circuit for measuring ionization current in a combustion chamber of an internal combustion engine
US6935323B2 (en) * 2003-07-01 2005-08-30 Caterpillar Inc Low current extended duration spark ignition system
US7886239B2 (en) * 2005-08-04 2011-02-08 The Regents Of The University Of California Phase coherent differtial structures
JP4188367B2 (en) * 2005-12-16 2008-11-26 三菱電機株式会社 Internal combustion engine ignition device
AT504369B8 (en) * 2006-05-12 2008-09-15 Ge Jenbacher Gmbh & Co Ohg Ignition device for an internal combustion engine
US7603226B2 (en) * 2006-08-14 2009-10-13 Henein Naeim A Using ion current for in-cylinder NOx detection in diesel engines and their control
DE102007034390B4 (en) * 2007-07-24 2019-05-29 Daimler Ag Method for operating an ignition system for a spark-ignitable internal combustion engine of a motor vehicle and ignition system
DE102007034399B4 (en) * 2007-07-24 2019-06-19 Daimler Ag Method for operating an ignition system for a spark-ignitable internal combustion engine of a motor vehicle and ignition system
DE102008031027A1 (en) * 2008-06-30 2009-12-31 Texas Instruments Deutschland Gmbh Automatic testing device
US20100006066A1 (en) * 2008-07-14 2010-01-14 Nicholas Danne Variable primary current for ionization
US8461844B2 (en) * 2009-10-02 2013-06-11 Woodward, Inc. Self charging ion sensing coil
DE102009057925B4 (en) * 2009-12-11 2012-12-27 Continental Automotive Gmbh Method for operating an ignition device for an internal combustion engine and ignition device for an internal combustion engine for carrying out the method
BR112012017847A2 (en) * 2010-01-20 2019-09-24 Sem Ab "device and method for analyzing engine performance"
DE102010061799B4 (en) * 2010-11-23 2014-11-27 Continental Automotive Gmbh Method for operating an ignition device for an internal combustion engine and ignition device for an internal combustion engine for carrying out the method
CN102852693B (en) * 2011-06-28 2015-05-27 比亚迪股份有限公司 Ignition coil failure diagnosis system and diagnosis method thereof
US10054067B2 (en) * 2012-02-28 2018-08-21 Wayne State University Using ion current signal for engine performance and emissions measuring techniques and method for doing the same
DE102013004728A1 (en) 2013-03-19 2014-09-25 Daimler Ag Method for operating an internal combustion engine and internal combustion engine
JP6207223B2 (en) * 2013-05-01 2017-10-04 キヤノン株式会社 Motor drive device and control method thereof
US9249774B2 (en) * 2013-10-17 2016-02-02 Ford Global Technologies, Llc Spark plug fouling detection for ignition system
CN103745816B (en) * 2013-12-31 2018-01-12 联合汽车电子有限公司 A kind of high-energy ignition coil
AT517272B1 (en) * 2015-06-03 2017-03-15 Ge Jenbacher Gmbh & Co Og Method for operating an internal combustion engine

Family Cites Families (27)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3945362A (en) * 1973-09-17 1976-03-23 General Motors Corporation Internal combustion engine ignition system
DE2623865A1 (en) * 1976-05-28 1977-12-08 Bosch Gmbh Robert engine-ignition circuit, in particular for
US4329576A (en) * 1979-11-05 1982-05-11 Rapistan, Inc. Data storage means and reading system therefor
US4380989A (en) * 1979-11-27 1983-04-26 Nippondenso Co., Ltd. Ignition system for internal combustion engine
DE3006665C2 (en) * 1980-02-22 1988-06-23 Robert Bosch Gmbh, 7000 Stuttgart, De
DE3327766A1 (en) * 1983-08-02 1985-02-14 Atlas Fahrzeugtechnik Gmbh Circuit for detection of knocking in an Otto engine
DE3615548A1 (en) * 1986-05-09 1987-11-12 Bosch Gmbh Robert engine-ignition circuit for
FR2603339B1 (en) * 1986-08-27 1988-12-16 Renault Sport A combustion device abnormality detection in an engine cylinder internal combustion engine ignition control
IT1208855B (en) * 1987-03-02 1989-07-10 Marelli Autronica for engines of variable energy to spark ignition system acombustione particularly for motor vehicles internal
SE457831B (en) * 1987-08-27 1989-01-30 Saab Scania Ab Foerfarande and arrangement foer detecting joniseringsstroem in a foerbraenningsmotors taendsystem
US5056497A (en) * 1989-04-27 1991-10-15 Aisin Seiki Kabushiki Kaisha Ignition control system
DE3924985C2 (en) * 1989-07-28 1992-11-19 Volkswagen Ag, 3180 Wolfsburg, De
JP2552754B2 (en) * 1990-05-18 1996-11-13 三菱電機株式会社 Internal combustion engine combustion detecting device
US5293129A (en) * 1990-11-09 1994-03-08 Mitsubishi Denki Kabushiki Kaisha Ionic current sensing apparatus for engine spark plug with negative ignition voltage and positive DC voltage application
US5309888A (en) * 1991-08-02 1994-05-10 Motorola, Inc. Ignition system
JP2536353B2 (en) * 1991-10-04 1996-09-18 三菱電機株式会社 Ion current detecting device for an internal combustion engine
JPH05149229A (en) * 1991-11-26 1993-06-15 Mitsubishi Electric Corp Ion current detecting device for internal combustion engine
US5337716A (en) * 1992-02-04 1994-08-16 Mitsubishi Denki Kabushiki Kaisha Control apparatus for internal combustion engine
US5446385A (en) * 1992-10-02 1995-08-29 Robert Bosch Gmbh Ignition system for internal combustion engines
US5483818A (en) * 1993-04-05 1996-01-16 Ford Motor Company Method and apparatus for detecting ionic current in the ignition system of an internal combustion engine
JPH06299941A (en) * 1993-04-12 1994-10-25 Nippondenso Co Ltd Ion current detecting device
JP2880058B2 (en) * 1993-12-21 1999-04-05 日本特殊陶業株式会社 Misfire detection apparatus for an internal combustion engine
JP3192541B2 (en) * 1994-01-28 2001-07-30 三菱電機株式会社 Misfire detection circuit for internal combustion engine
DE4437480C1 (en) * 1994-10-20 1996-03-21 Bosch Gmbh Robert A method for monitoring the operation of an internal combustion engine misfire detection
JP3194676B2 (en) * 1994-11-08 2001-07-30 三菱電機株式会社 Misfire detection device for internal combustion engine
GB9515272D0 (en) * 1994-12-23 1995-09-20 Philips Electronics Uk Ltd An ignition control circuit, and engine system
DE19605803A1 (en) * 1996-02-16 1997-08-21 Daug Deutsche Automobilgesells Circuit arrangement for the ion current measurement

Also Published As

Publication number Publication date
EP0790406A2 (en) 1997-08-20
ES2166479T3 (en) 2002-04-16
US5758629A (en) 1998-06-02
EP0790408A3 (en) 1999-01-20
EP0790406B1 (en) 2003-07-02
EP0790409A2 (en) 1997-08-20
US5914604A (en) 1999-06-22
EP0790409A3 (en) 1999-01-20
EP0790409B1 (en) 2003-08-20
EP0790408A2 (en) 1997-08-20
US6043660A (en) 2000-03-28
EP0790406A3 (en) 1999-01-27
DE19605803A1 (en) 1997-08-21

Similar Documents

Publication Publication Date Title
JP3971737B2 (en) Device for obtaining a stabilized power supply for in-cylinder ionization detection by using ignition coil flyback energy and two-stage regulation
US5777216A (en) Ignition system with ionization detection
JP3971739B2 (en) Device for obtaining a stabilized power supply for an in-cylinder ionization detection circuit by using a charge pump
JP3971738B2 (en) Device for reducing the number of parts and package size of an in-cylinder ionization detection system by integrating an ionization detection circuit and an ignition coil driver in a single package
JP3971735B2 (en) Ignition coil with integrated coil driver and ionization detection circuit
JP3971736B2 (en) Method for reducing the number of pins of an ignition coil integrated with a driver and an ionization detection circuit by multiplexing an ionization signal and a coil charge current feedback signal
US4359893A (en) Voltage source for ion current measurement in an internal combustion engine
DE19502402C2 (en) Misfire detecting circuit for an internal combustion engine
EP0752582B1 (en) Measuring circuit for an ionic current
EP1254313B1 (en) Method for producing a sequence of high-voltage ignition sparks and high-voltage ignition device
US6814066B2 (en) Internal combustion engine ignition device and igniter for same
JP4380031B2 (en) Ignition semiconductor device
US5215067A (en) Misfire-detecting system for internal combustion engines
US5382946A (en) Method and apparatus for detecting leakage resistance in an electric vehicle
US5534781A (en) Combustion detection via ionization current sensing for a "coil-on-plug" ignition system
US3961240A (en) Testing electrical ignition systems of internal combustion engines
US6557537B2 (en) Ion current detection system and method for internal combustion engine
US6779517B2 (en) Ignition device for internal combustion engine
JP3477923B2 (en) Combustion state detector for internal combustion engine
US20020033041A1 (en) Misfiring detection apparatus for internal combustion engine
DE19924001C2 (en) Combustion state detection device for an internal combustion engine
US5563332A (en) Apparatus for detecting misfire in internal combustion engine
US5781012A (en) Ion current detecting apparatus for internal combustion engines
US4516543A (en) Circuit for controlling glow plug energization
US7525783B2 (en) Monitoring method for an actuator and corresponding driver circuit

Legal Events

Date Code Title Description
AK Designated contracting states:

Kind code of ref document: A2

Designated state(s): DE ES FR GB IT SE

AK Designated contracting states:

Kind code of ref document: A3

Designated state(s): DE ES FR GB IT SE

17P Request for examination filed

Effective date: 19990211

RAP1 Transfer of rights of an ep published application

Owner name: DAIMLERCHRYSLER AG

Owner name: VOLKSWAGEN AKTIENGESELLSCHAFT

17Q First examination report

Effective date: 20010405

ITF It: translation for a ep patent filed

Owner name: DE DOMINICIS & MAYER S.R.L.

AK Designated contracting states:

Kind code of ref document: B1

Designated state(s): DE ES FR GB IT SE

REF Corresponds to:

Ref document number: 59705316

Country of ref document: DE

Date of ref document: 20011220

REG Reference to a national code

Ref country code: GB

Ref legal event code: IF02

PGFP Postgrant: annual fees paid to national office

Ref country code: SE

Payment date: 20020204

Year of fee payment: 6

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

Effective date: 20020115

REG Reference to a national code

Ref country code: ES

Ref legal event code: FG2A

Ref document number: 2166479

Country of ref document: ES

Kind code of ref document: T3

REG Reference to a national code

Ref country code: GB

Ref legal event code: 732E

RAP2 Transfer of rights of an ep granted patent

Owner name: VOLKSWAGEN AKTIENGESELLSCHAFT

REG Reference to a national code

Ref country code: FR

Ref legal event code: TP

26N No opposition filed
REG Reference to a national code

Ref country code: ES

Ref legal event code: PC2A

PG25 Lapsed in a contracting state announced via postgrant inform. from nat. office to epo

Ref country code: SE

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

Effective date: 20030207

EUG Se: european patent has lapsed
PGFP Postgrant: annual fees paid to national office

Ref country code: ES

Payment date: 20090223

Year of fee payment: 13

PGFP Postgrant: annual fees paid to national office

Ref country code: GB

Payment date: 20090122

Year of fee payment: 13

PGFP Postgrant: annual fees paid to national office

Ref country code: IT

Payment date: 20090212

Year of fee payment: 13

PGFP Postgrant: annual fees paid to national office

Ref country code: FR

Payment date: 20090206

Year of fee payment: 13

GBPC Gb: european patent ceased through non-payment of renewal fee

Effective date: 20100206

REG Reference to a national code

Ref country code: FR

Ref legal event code: ST

Effective date: 20101029

PG25 Lapsed in a contracting state announced via postgrant inform. from nat. office to epo

Ref country code: FR

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

Effective date: 20100301

REG Reference to a national code

Ref country code: ES

Ref legal event code: FD2A

Effective date: 20110308

PG25 Lapsed in a contracting state announced via postgrant inform. from nat. office to epo

Ref country code: IT

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

Effective date: 20100206

Ref country code: GB

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

Effective date: 20100206

PG25 Lapsed in a contracting state announced via postgrant inform. from nat. office to epo

Ref country code: ES

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

Effective date: 20110307

PG25 Lapsed in a contracting state announced via postgrant inform. from nat. office to epo

Ref country code: ES

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

Effective date: 20100207

PGFP Postgrant: annual fees paid to national office

Ref country code: DE

Payment date: 20150228

Year of fee payment: 19

REG Reference to a national code

Ref country code: DE

Ref legal event code: R119

Ref document number: 59705316

Country of ref document: DE

PG25 Lapsed in a contracting state announced via postgrant inform. from nat. office to epo

Ref country code: DE

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

Effective date: 20160901