EP0790409B1 - 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
EP0790409B1
EP0790409B1 EP19970101843 EP97101843A EP0790409B1 EP 0790409 B1 EP0790409 B1 EP 0790409B1 EP 19970101843 EP19970101843 EP 19970101843 EP 97101843 A EP97101843 A EP 97101843A EP 0790409 B1 EP0790409 B1 EP 0790409B1
Authority
EP
European Patent Office
Prior art keywords
voltage
tr
zk
circuit arrangement
ignition
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
EP19970101843
Other languages
German (de)
French (fr)
Other versions
EP0790409A3 (en
EP0790409A2 (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.)
Volkswagen AG
Original Assignee
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 Volkswagen AG filed Critical Volkswagen AG
Publication of EP0790409A2 publication Critical patent/EP0790409A2/en
Publication of EP0790409A3 publication Critical patent/EP0790409A3/en
Application granted granted Critical
Publication of EP0790409B1 publication Critical patent/EP0790409B1/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 a circuit arrangement is known from the publications DE-OS 30 06 665 and DE 19 50 24 02 A1.

Thus, in the circuit arrangement according to DE-OS 30 06 665 between the High voltage source and the spark plug one element (Zenerdlode or Varistor) switched, at which a constant voltage drops and the one Associated with the condenser, at which the falling on the element Voltage builds up so that this voltage can be used as a measuring voltage source is. The capacitor can be parallel to the zener diode or the Varistor be connected via other connected in the charging direction diodes.

This known generation of the measuring voltage is relatively simple, but requires a large storage capacitor. The measuring voltage is special for longer measuring phases, as they occur at low speeds, not constant, since the storage capacitor discharged by the measuring current becomes. The measuring current therefore has a current superimposed by the discharge caused by stray capacitances in spark plug, ignition coil and leads becomes. Furthermore, the measuring current is a leakage current through the Voltage limiting used Zener diode superimposed. Another Disadvantage of this known circuit arrangement is that the Current measuring resistor is connected in series with the storage capacitor. This causes a non-linearity, since the voltage applied to the Ionenmeßstrecke Voltage is a function of the measured value.

In the circuit arrangement according to DE 19 50 24 02 A1, a voltage positive polarity applied to the spark plug to an ion current with negative polarity caused by the combustion becomes. This voltage is generated by a capacitor with the low potential side the secondary winding of the ignition coil connected by means of the charged via a diode electric ignition current is to get the voltage with positive polarity. A zener diode provides the voltage limiting on the capacitor. The capacitor current is supplied to a current / voltage conversion unit to the off converting the ionic current flowing to the capacitor into a voltage. The o. G. Disadvantage of a nonlinearity not on, as in the Current / voltage converter the negative terminal of the capacitor on one virtual ground potential is maintained.

The two known circuit arrangements have the disadvantage in common, that for measuring the ion current, a voltage between 70 V and 400 V. is required, the to the ion measuring path, d. H. to the spark plug one Internal combustion engine is to create.

Furthermore, it is also known that the use of a measuring voltage of about 400 V the sooting rate during cold start of an internal combustion engine increased, as described for example in EP 0 30 55 47 B1.

Furthermore, from DE-OS 33 27 766 a circuit arrangement for ion current measurement known, in which a measuring voltage through one on the primary side the ignition coil applied AC voltage is generated. there is the applied on the primary side AC voltage across the ignition coil transformed to a higher voltage level, with frequencies in the Range from 10 kHz to 100 kHz. The ion current signal causes an amplitude modulation of the alternating current generated on the secondary side. A disadvantage of this known circuit arrangement is on the one hand the use of filters containing the ionic current signal whose useful frequency range between 100 Hz and 20 kHz, separate from the carrier signal and on the other hand, the AC excitation due to the imbalance the ionic current characteristic resulting nonlinear distortions. This Unbalance arises due to the higher mobility of the negative Charge carrier towards the positive ions. In unbalanced Electrodes, such as those found in a spark plug, then creates a larger one Electricity, if the immobile positive charge carriers on the move larger electrode.

Finally, in US 5,483,818 there is a circuit arrangement for detection an ionic current described in which the low potential side of the secondary circuit the ignition coil via a resistor to the inverting Input of an operational amplifier is guided, while its non-inverting Input a reference voltage of about 40 V is supplied. This operational amplifier is by means of a resistor as inverting switched amplifier so that the reference voltage for purposes of ion current measurement as a measuring voltage applied to the secondary circuit. The at the exit this operational amplifier as measuring voltage generated Ionenstrommeßsignal is supplied for evaluation of a threshold circuit.

For the derivation of the ignition current generated during ignition are two zener diodes connected in series are connected to the secondary circuit. to Compensation of the occurring in these Zener diodes leakage - the the ion current measurement falsified - a control loop is provided, which likewise is controlled by the output of the operational amplifier. This control loop is from another operational amplifier with appropriate constructed of resistors and capacitor existing circuitry.

The disadvantage of this known circuit arrangement lies in the complex Circuit design and the associated high production costs.

Therefore, the object of the present invention is a circuit arrangement specify the type mentioned above, the o. g. disadvantage avoids, to a high measurement quality of the ion stream in the combustion chamber an internal combustion engine leads and feasible with little effort is.

This object is achieved by the characterizing features of claim 1, according to which circuit means are provided, with which a constant measuring voltage applied to the secondary circuit of the ignition coil which has a voltage value equal to or less than the value the voltage of the electrical system is and further provided a rectifier element is that the ignition current generated during the ignition of the spark plug derives from the electrical system.

By the inventive use of a measuring voltage whose value the vehicle electrical system voltage of the vehicle or less than the same is when using a measuring voltage in the order of 40 V to 400 V occurring disadvantages avoided. Also is required for this circuit complexity very low, although at the same time with this invention circuit arrangement over the entire measuring phase a constant Measuring voltage is supplied.

Since the size of the ion current directly proportional to the applied measuring voltage is and a saturation, as z. B. from the flame ionization detector Her known because of the high Ionenkonzentratlon and the low free path lengths of the ions does not occur, leads to a constant measuring voltage to the advantage that their accuracy directly into the ion current signal received.

Furthermore, the use of a low measuring voltage also causes Shunt Resistors, as in the cold start by sooting the Spark plugs do not impact as much as the specific conductance of soot increases proportionally with the applied voltage.

According to a further, particularly preferred embodiment of the invention become the measuring sections of serving as ion current probes spark plugs an internal combustion engine connected in parallel, so that thereby the Circuit complexity remains extremely low.

As a preferred circuit means for applying the measuring voltage to the secondary circuit the ignition coil is a differential amplifier provided. there becomes according to a further embodiment of the invention of one Input a reference voltage supplied, their value of the measuring voltage corresponds and the differential amplifier is connected as an inverting amplifier, so that the desired voltage is applied to the other input. In order to the ion current with the simplest circuit means In as a measuring signal serving voltage, which then an evaluation is supplied.

In the following the invention will be illustrated and explained with reference to embodiments in conjunction with the drawings. Show it:

FIG. 1
a first embodiment of the circuit arrangement according to the invention and
FIG. 2
A second embodiment of the circuit arrangement according to the invention.

FIG. 1 shows a transistor ignition system, with only the sake of simplicity a Zündendstufe with a spark plug Zk for an internal combustion engine is shown.

The ignition output stage comprises an ignition coil Tr with primary and secondary circuits, consisting of a primary and secondary winding, wherein the already mentioned spark plug Zk is connected to the secondary winding. The primary winding is connected with its one connection to a vehicle battery supplied by a board battery voltage U B, for example, 12 V and connected with its other terminal to a firing transistor 1. This ignition transistor 1 is controlled by the control electrode of a control circuit 2, are supplied to the ignition transistor 1 via the connecting line ignition triggering pulses.

The secondary winding is connected with its high voltage side to the spark plug Zk, while the low potential side is guided to the inverting input of a differential amplifier 3. A constant reference voltage U ref , preferably 5 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 supplied via this differential amplifier 3 to the secondary circuit of the ignition coil Zk and passes through this as MeB voltage U meß to the working as Ionenstrommeßstrecke spark plug Zk.

The differential amplifier 3 is constructed as an inverting amplifier by its inverting input via a resistor R with its output connected is.

In order to provide a low-impedance path for the secondary current during the ignition process at the spark plug Zk, diodes D1 and D2 are present, which derive the ignition current to ground or to the vehicle electrical system potential. For this purpose, the diode D1 is so connected between the Invertlerenden input of the differential amplifier 3 and the electrical system U B , that the ignition can flow to the electrical system. The second diode D2, however, lies with its anode at the ground potential and is also connected with its cathode to the inverting input of the differential amplifier 3. The use of a diode for deriving positive voltages to the electrical system potential has the advantage over the use of zener diodes that the leakage currents of diodes are significantly lower than those of the zener diodes.

Furthermore, a resistor (not shown in FIG. 1) in the supply line be provided to the inverting input of the differential amplifier 3, which additionally limits the current flowing into the differential amplifier 3.

The inverting differential amplifier 3 converts the ion current into a voltage U ion , which is supplied as a measuring signal to an evaluation unit 5. The secondary circuit of the ignition coil Tr supplied measuring voltage U meß , here preferably 5 V, is constant during the entire measurement period. Since the ion measuring current is in the μA range, a differential amplifier 3 is used with a low input current, which is currently available at low cost. Due to the low-impedance provision of this measuring voltage U meß accounts transhipment of stray capacitances, as in other known systems with AC load , as z. B. knocking combustion can occur. This advantage of the invention is particularly noticeable when several ion current measuring sections are operated in parallel, as will be explained below with reference to FIG. 2, because in this case the effective stray capacitance can multiply.

FIG. 1 further shows a control unit 4 which performs the function of engine management takes over and in turn controls the control circuit 2. For this be this ECU 4 via an input E motor parameters, such as load, speed and temperature supplied. Corresponding actuators are controlled via outputs A. The generated by the evaluation circuit 5 Ion current signal is also supplied to the control unit 4.

The ion current signal can be used to control the knocking of the To detect internal combustion engine and via a control of the ignition timing to build up a corresponding knock control.

Another application is to detect the ion current signal for detection of flare misfires.

In 4-stroke engines, the cylinder at the crank position, in which the Ignition should be located both in the compression and in the exhaust stroke. Only when the ignition process is performed in the compression stroke becomes, results in a normal combustion with the associated ion current signal. When ignited in the exhaust stroke, the ion current signal is nearly Zero. This allows the phase relationship between crankshaft and camshaft be recognized.

Figure 2 shows a transistorized a 4-cylinder internal combustion engine having each cylinder associated ignition output stages, each ignition of an ignition coil Tr 1 ... Tr 4, each with a firing transistor 1a ... 1d and associated spark plug Zk 1 ... Zk 4 is constructed.

The ignition transistors 1a ... 1d are connected via their control electrodes of a Circuit 2a driven to the cylinder selection, which in turn with a Control circuit 2 is connected to the corresponding Zündauslöseimpulse for the individual cylinders this circuit 2a supplies.

Likewise, as in the embodiment of Figure 1 is a control unit 4 is provided, which drives the control circuit 2.

For measuring the ion current, the low potential side of the secondary circuit of each ignition coil Tr 1 ... Tr 4 is led to a circuit node S, which is connected to the inverting input of a differential amplifier 3. This differential amplifier 3 is also constructed as an inverter of the amplifier by means of a resistor R connecting the inverting input to the output. The non-inverting input of this differential amplifier 3 is supplied with a constant reference voltage U ref , which is generated by a constant-voltage source 6. This constant reference voltage U ref is smaller than the vehicle electrical system voltage and is 5 V and leads to the desired voltage U measured at circuit node S and therefore also to the parallel ion current paths of the spark plug Zk 1 ... Zk. 4

Further, as in the embodiment of FIG. 1, there are two diodes D1 and D2 for the derivation of the ignition current to ground or vehicle electrical system intended.

The measuring signal U ion obtained at the output of the differential amplifier 3 is fed to an evaluation circuit 5, which in turn is controlled by a control unit 4 whose function corresponds to that control unit from FIG.

Finally, in this embodiment according to Figure 2, an additional Resistor (also not shown) in the lead to the inverting Input of the differential amplifier 3 are provided, the additionally limits the current flowing in the differential amplifier 3.

The circuit arrangement according to the invention for ion current measurement is not only in transistor ignition systems, as in the two embodiments used, but also in alternating currents or high voltage capacitor ignitions.

Claims (7)

  1. Circuit arrangement for measuring an ionic current in the combustion chamber of an internal combustion engine, comprising:
    a) an ignition coil (Tr, Tr1 ... Tr4) which has a primary circuit and a secondary circuit and is fed by a vehicle's electrical system which supplies a vehicle's electrical system voltage (UB),
    b) a spark plug (Zk, Zk1 ... Zk4) which is arranged in the secondary circuit and simultaneously serves as an ionic current probe,
    characterized by the following feature:
    c) switching means are provided (3, R) with which a constant measuring voltage (Umeas) is applied to the low potential side of the secondary circuit of the ignition coil (Tr, Tr1 ... Tr4) which has a voltage value which is identical to or smaller than the value of the vehicle's electrical system voltage (UB), and
    d) in addition a rectifier element (D1) is provided which conducts away the ignition current (Iign) generated during the ignition of the spark plug (Zk, Zk1 ... Zk4) to the vehicle's electrical system.
  2. Circuit arrangement according to Claim 1, characterized in that a semiconductor diode (D1) is provided as rectifier element.
  3. Circuit arrangement according to one of the preceding claims, characterized in that when there are a plurality of ignition coils (Tr1 ... Tr4), the measuring sections which are formed by the ionic current probes are connected in parallel in each case with one spark plug (Zk1 ... Zk4) as ionic current probe.
  4. Circuit arrangement according to one of the preceding claims, characterized in that a differential amplifier which is connected as in inverting amplifier is provided as the switching means (3, R).
  5. Circuit arrangement according to Claim 4, characterized in that one of the inputs of the differential amplifier (3) is connected to the low potential side of the secondary circuit of the ignition coil (Tr, Tr1 ... Tr4) and a reference voltage (Uref) is fed to the other input, the value of which reference voltage (Uref) corresponds to the measuring voltage (Umeas), and the output of the differential amplifier (3) is connected to one of the inputs via a resistor (R).
  6. Circuit arrangement according to Claim 5, characterized in that the reference voltage (Uref) is generated by a constant voltage source (6).
  7. Circuit arrangement according to one of Claims 4 to 6, characterized in that the negative voltage peaks which are present at the input of the differential amplifier (3, R) are conducted away to earth potential of the vehicle's electrical system with a diode (D2).
EP19970101843 1996-02-16 1997-02-06 Measuring circuit for an ionic current in ignition devices for internal combustion engines Expired - Lifetime EP0790409B1 (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
EP0790409A2 EP0790409A2 (en) 1997-08-20
EP0790409A3 EP0790409A3 (en) 1999-01-20
EP0790409B1 true EP0790409B1 (en) 2003-08-20

Family

ID=7785611

Family Applications (3)

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
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

Family Applications After (2)

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

Country Status (4)

Country Link
US (3) US6043660A (en)
EP (3) EP0790409B1 (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 detecting device
DE19720535C2 (en) * 1997-05-16 2002-11-21 Conti Temic Microelectronic Method for detecting knocking combustion in an internal combustion engine with an alternating current
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 Ionenstrommeßeinrichtung
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
AU2011207854B2 (en) * 2010-01-20 2014-04-10 Sem Aktiebolag Device and method for analysing a performance of an engine
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
EP2820580A4 (en) * 2012-02-28 2015-07-29 Univ Wayne State Using ion current signal for engine performance and emissions measuring techniques and methods 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 For an internal combustion engine misfire detection circuit
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 apparatus for an 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
US5914604A (en) 1999-06-22
EP0790406B1 (en) 2003-07-02
ES2166479T3 (en) 2002-04-16
EP0790406A2 (en) 1997-08-20
EP0790409A3 (en) 1999-01-20
EP0790409A2 (en) 1997-08-20
DE19605803A1 (en) 1997-08-21
EP0790408A3 (en) 1999-01-20
US5758629A (en) 1998-06-02
US6043660A (en) 2000-03-28
EP0790406A3 (en) 1999-01-27
EP0790408B1 (en) 2001-11-14
EP0790408A2 (en) 1997-08-20

Similar Documents

Publication Publication Date Title
KR950004612B1 (en) Apparatus and method for detecting misfiring in internal combustion engine
US3961240A (en) Testing electrical ignition systems of internal combustion engines
US5534781A (en) Combustion detection via ionization current sensing for a "coil-on-plug" ignition system
Auzins et al. Ion-gap sense in misfire detection, knock and engine control
US4455989A (en) Plasma ignition system for internal combustion engine
US6998846B2 (en) Ignition diagnosis using ionization signal
US4987771A (en) Misfire detection device for an internal combustion engine
US5087882A (en) Ionization current detector device for an internal combustion engine
EP0277468A1 (en) Method and apparatus for detecting and indicating anomalies in the operation of the ignition systems of internal combustion engines, particularly for motor vehicles provided with catalytic silencers
US4491110A (en) Internal combustion engine combustion chamber pressure sensing apparatus
JP3971737B2 (en) Device for obtaining a stabilized power supply for in-cylinder ionization detection by using ignition coil flyback energy and two-stage regulation
EP0879355B1 (en) Ignition system with ionization detection
US5563332A (en) Apparatus for detecting misfire in internal combustion engine
US7063079B2 (en) Device for reducing the part count and package size of an in-cylinder ionization detection system by integrating the ionization detection circuit and ignition coil driver into a single package
US6922057B2 (en) Device to provide a regulated power supply for in-cylinder ionization detection by using a charge pump
JP2602075B2 (en) Method and apparatus for detecting ionizing current in an ignition system for an internal combustion engine
US5778855A (en) Combustion stability control for lean burn engines
US5801534A (en) Circuit for ion current measurement in combustion space of an internal combustion engine
EP0188180B1 (en) Method and arrangement for detecting ionising current in an internal combustion engine ignition system
US6883509B2 (en) Ignition coil with integrated coil driver and ionization detection circuitry
US6328016B1 (en) Knock suppression control apparatus for internal combustion engine
US6951201B2 (en) Method for reducing pin count of an integrated coil with driver and ionization detection circuit by multiplexing ionization and coil charge current feedback signals
US5365910A (en) Misfire detector for use in internal combustion engine
US4263578A (en) Belt drive connection malfunction sensor
US5781012A (en) Ion current detecting apparatus for internal combustion engines

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

RAP1 Transfer of rights of an ep published application

Owner name: VOLKSWAGEN AKTIENGESELLSCHAFT

Owner name: CONTI TEMIC MICROELECTRONIC GMBH

RAP1 Transfer of rights of an ep published application

Owner name: VOLKSWAGEN AKTIENGESELLSCHAFT

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

Ref country code: GB

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20030820

Ref country code: IT

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20030820

AK Designated contracting states:

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

REG Reference to a national code

Ref country code: GB

Ref legal event code: FG4D

Free format text: NOT ENGLISH

REF Corresponds to:

Ref document number: 59710592

Country of ref document: DE

Date of ref document: 20030925

Kind code of ref document: P

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 FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20031120

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 FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20031201

GBV Gb: ep patent (uk) treated as always having been void in accordance with gb section 77(7)/1977

Effective date: 20030820

ET Fr: translation filed
26N No opposition filed

Effective date: 20040524

PGFP Postgrant: annual fees paid to national office

Ref country code: FR

Payment date: 20090206

Year of fee payment: 13

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

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: 59710592

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