EP0827569B1 - Induktive zündeinrichtung - Google Patents

Induktive zündeinrichtung Download PDF

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Publication number
EP0827569B1
EP0827569B1 EP96945739A EP96945739A EP0827569B1 EP 0827569 B1 EP0827569 B1 EP 0827569B1 EP 96945739 A EP96945739 A EP 96945739A EP 96945739 A EP96945739 A EP 96945739A EP 0827569 B1 EP0827569 B1 EP 0827569B1
Authority
EP
European Patent Office
Prior art keywords
voltage
ignition device
current
spark
drive signal
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
EP96945739A
Other languages
German (de)
English (en)
French (fr)
Other versions
EP0827569A1 (de
Inventor
Manfred Vogel
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Robert Bosch GmbH
Original Assignee
Robert Bosch GmbH
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Filing date
Publication date
Application filed by Robert Bosch GmbH filed Critical Robert Bosch GmbH
Publication of EP0827569A1 publication Critical patent/EP0827569A1/de
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Publication of EP0827569B1 publication Critical patent/EP0827569B1/de
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

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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
    • F02P3/00—Other installations
    • F02P3/02—Other installations having inductive energy storage, e.g. arrangements of induction coils
    • 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
    • F02P7/00—Arrangements of distributors, circuit-makers or -breakers, e.g. of distributor and circuit-breaker combinations or pick-up devices
    • F02P7/02—Arrangements of distributors, circuit-makers or -breakers, e.g. of distributor and circuit-breaker combinations or pick-up devices of distributors
    • F02P7/03—Arrangements of distributors, circuit-makers or -breakers, e.g. of distributor and circuit-breaker combinations or pick-up devices of distributors with electrical means
    • F02P7/035—Arrangements of distributors, circuit-makers or -breakers, e.g. of distributor and circuit-breaker combinations or pick-up devices of distributors with electrical means without mechanical switching means
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02P—IGNITION, OTHER THAN COMPRESSION IGNITION, FOR INTERNAL-COMBUSTION ENGINES; TESTING OF IGNITION TIMING IN COMPRESSION-IGNITION ENGINES
    • F02P17/00—Testing of ignition installations, e.g. in combination with adjusting; Testing of ignition timing in compression-ignition engines
    • F02P17/12—Testing characteristics of the spark, ignition voltage or current
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02P—IGNITION, OTHER THAN COMPRESSION IGNITION, FOR INTERNAL-COMBUSTION ENGINES; TESTING OF IGNITION TIMING IN COMPRESSION-IGNITION ENGINES
    • F02P17/00—Testing of ignition installations, e.g. in combination with adjusting; Testing of ignition timing in compression-ignition engines
    • F02P17/12—Testing characteristics of the spark, ignition voltage or current
    • F02P2017/125—Measuring ionisation of combustion gas, e.g. by using ignition circuits
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02P—IGNITION, OTHER THAN COMPRESSION IGNITION, FOR INTERNAL-COMBUSTION ENGINES; TESTING OF IGNITION TIMING IN COMPRESSION-IGNITION ENGINES
    • F02P3/00—Other installations
    • F02P3/02—Other installations having inductive energy storage, e.g. arrangements of induction coils
    • F02P3/04—Layout of circuits
    • F02P3/045—Layout of circuits for control of the dwell or anti dwell time
    • F02P3/0453—Opening or closing the primary coil circuit with semiconductor devices
    • F02P3/0456—Opening or closing the primary coil circuit with semiconductor devices using digital techniques

Definitions

  • the invention is based on an inductive ignition device for spark plugs of an internal combustion engine according to the preamble of claim 1, also by one Method for controlling a spark plug Internal combustion engine according to the preamble of the claim 10th
  • Inductive ignition devices of those mentioned here Kind are known. You can use single spark coils have or with an electronic high-voltage distribution be equipped. Also are Methods of the type mentioned above are known. In particular at high engine speeds it is often problematic to measure ion current perform the combustion behavior the internal combustion engine can be monitored. It has also been shown that in this operating state the one intended for a discharge process Energy not completely dissipated via a spark plug can be, but rather that residual energy after Termination of the ignition process is due to the power loss in the ignition device can rise sharply. It has already been tried a current limitation in the ignition output stage of the ignition device to provide or a current limit to perform over primary resistors. In both However, cases result in high power losses in the ignition stage or in the ignition coil. It was also tries to run the energy through the ignition coil Reduce the withdrawal of the closing time at high speeds. However, the problem has arisen here that not in all operating conditions sufficient voltage and energy supply ensured can be.
  • the inductive ignition device according to the invention with the features mentioned in claim 1 and the method with the features listed in claim 10 are characterized by the fact that the mentioned here Disadvantages are avoided. It's sure, that performed an ion current measurement can be without the tension and the secondary initial current supplied to the spark plug will have to be reduced. In addition, a so-called residual energy operation in multi-cylinder engines even at high speed, even when activated with only one power amplifier, avoided. It can triggering of the spark plugs at a given energy with a low initial current, so that there is less candle wear.
  • FIG. 1 shows a schematic diagram of a inductive ignition device 1, in which each spark plug 3 of an internal combustion engine also as a single spark coil designated ignition coil 5 assigned which can be controlled via an ignition output stage, from which only the control signal 7 via the time is indicated that on a switching device, here a transistor 9 is given.
  • a transistor 9 is given.
  • a high-voltage switch 13 is provided, which in the connection path 15 between the high voltage output 11 and spark plug 3 is arranged.
  • the Measuring circuit 19 comprises a in parallel connection Zener diode 21 with its cathode at a connection point 23 and is connected to ground with its anode. Is parallel between the connection point 23 and ground a series connection to the Zener diode 21 a capacitor 25 and a diode 27, the cathode to ground and its anode with the capacitor 25 is connected. At the anode of the diode 27 respectively the capacitor 25 is a resistor 29 connected, which is on the other hand to ground. The resistor 29 is therefore parallel to the diode 27. At the junction between diode 27 and the capacitor 25, on which the resistor 29 is connected, there is a measuring voltage output 31, to which a proportional ion current Voltage can be measured.
  • each spark plug 3 of the internal combustion engine an ignition coil 5 and preferably also a measuring circuit 19 provided.
  • the core of the inductive ignition device 1 is the high-voltage switch 13, which is provided on the secondary side of the ignition coil 5 and is designed here as a high-voltage breakover diode, the cathode of which is at the high-voltage output 11 and the anode of which is at the spark plug 3.
  • the high-voltage switch 13 is designed to conduct backwards.
  • the diode 33 allows a positive potential to reach the high-voltage output 11 and the connection path 15 to the spark gap 35 of the spark plug 3 even when the high-voltage switch is switched off.
  • the positive potential U is applied to the spark gap 35 via the capacitor 25 in order to be able to measure an ionization current I ION in a known manner.
  • This ionization current provides information about the combustion process, in particular about knocking of the cylinder assigned to the spark plug 3 and about the combustion taking place in the combustion chamber.
  • the current flowing on the primary side of the ignition coil 5 through the transistor 9 is designated I 1 , the current flowing on the secondary side I 1 .
  • the control signal applied to the base of the transistor 9, which comes from an output stage control, not shown here, is referred to as U ES .
  • the ignition timing is indicated by a lightning symbol.
  • the inductive ignition device 1 ' which is shown in FIG is shown schematically, points in principle same components as the ignition device in Figure 1. Matching parts were the same Provide reference numbers.
  • inductive ignition device 1 In the inductive ignition device 1 'according to FIG. 2 is a control signal 7 of a not shown here Power stage control on a turn here switch indicated as transistor 9, which drives a single ignition coil 5 the plurality of spark plugs 3a to 3n lying in parallel can be connected. Between the high voltage output 11 on the secondary side of the ignition coil 5 are the spark plugs via a connection path 15 3a to 3n each via high voltage switch 13a connected up to 13n. Every spark plug is there a separate high-voltage switch is assigned. Through a parallel to the high voltage switches 13a to 13n, dashed lines Diode 33a to 33n is indicated that the high voltage switch are designed to conduct backwards.
  • Figure 2 thus shows an ignition device electronic high voltage distribution.
  • a measuring circuit 19 is provided, whose structure is identical to that in Figure 1 illustrated and explained. It will therefore referred to what has been said for FIG. 1.
  • a current I 1 On the primary side of the ignition coil 5, a current I 1, on the secondary side of a current I 2 which is forwarded via the high voltage switches 13a to 13n to the respective spark plug 3a to 3n.
  • the ignition coil 5 is in turn driven by a drive signal 7, referred to as U ES , of an output stage drive, not shown here, which is connected to the base of the transistor 9.
  • U ES drive signal 7, referred to as U ES , of an output stage drive, not shown here, which is connected to the base of the transistor 9.
  • the ignition point is again indicated by a lightning symbol.
  • the high-voltage switch 13a to 13n is designed here purely by way of example as a light-triggered breakover diode (LKD), which comprises an overhead high-voltage diode 13'a or 13'n and a light-controllable switch 13''a or 13 "n.
  • LLD light-triggered breakover diode
  • the light-controllable switch can be via a light signal
  • the light required for switching through is indicated by two wavy arrows, and the current required to generate the light is identified by I EHV .
  • the two diodes i.e. the light-controllable switch and the switch which can be switched overhead, are connected in series, the anode of the switch 13'a / 13'n which can be switched overhead being connected to the spark plug 3a / 3n and the cathode thereof the anode of the light-controllable switch 13''a / 13''n.
  • the cathodes of the light-controllable switches are connected to the high-voltage output 11 of the ignition coil 5 via the connection path 15.
  • the spark plugs 3a to 3n are driven with a negative potential.
  • the light-triggered breakover diodes 13a to 13n are designed to be reverse conducting, that is to say they are conductive at a certain positive measuring potential, the charge on the capacitor 25, so that the ion current I ION given over the spark gap of the spark plugs 3a to 3n can be detected.
  • the measuring voltage used for the ion current measurement is 100 V to 500 V, preferably 200 V to 300 V. This applies to all circuit variations.
  • FIG. 3 shows an embodiment variant of the one in FIG 2 shown inductive ignition device 1 ' electronic high voltage distribution.
  • the ignition device 1 "in Figure 3 differs only in that the spark plugs 3a to 3n driven with a positive potential via the high voltage output 11 and the connection path 15 via the high voltage switch 13a to 13n is placed on the spark plugs 3a to 3n.
  • the high voltage switches 13a to 13n are again designed as light-triggered breakover diodes (LKD) and each have a light controllable switch 13''a to 13 "n and a high voltage breakover diode, which have an overhead switch 13'a to 13'n.
  • LDD light-triggered breakover diodes
  • the polarity of the diodes of the high voltage switch 13a to 13n is the reverse of that shown in FIG Embodiment.
  • the anodes of the light controllable Switches 13''a to 13 "n are therefore located via the connection path 15 at the high voltage output 11, while the cathodes of the overhead switchable Switches 13'a to 13'n on the spark plugs 3a to 3n lie.
  • the measuring circuit 19 includes, for example, a series circuit comprising a resistor 37, a diode 39 and a resistor 41.
  • the resistor 37 is connected to the primary side of the ignition coil 5, specifically here to the Collector of transistor 9.
  • On the other side of resistor 37 is the anode of diode 39, the cathode of which is connected to resistor 41 and capacitor 42.
  • connection point 23 to which the high-voltage switches associated with the spark plugs 3a to 3n, here high-voltage diodes 43a to 43n, are connected, the anodes of which are connected to the connection point 23 and the cathodes of which are connected to the spark gap 3a to 3n are connected, to which the high-voltage switches 13a to 13n are also located.
  • the opposite end of the spark gap of the spark plugs 3a to 3n is grounded.
  • a positive voltage signal is applied to the spark plugs 3a to 3n via the measuring circuit 19 'in order to detect the ion current I ION .
  • the polarization of the high-voltage diodes 43a to 43n prevents the high voltage applied to the spark plugs 3a to 3n from reaching the measuring circuit 19 '.
  • FIG. 4 schematically shows the course of the drive voltage U ES applied to the base of the transistor 9 over time t, including the primary current I 1 in the ignition coil 5 over time, and also the secondary current I 2 in the ignition coil 5, which feeds the controlled spark plugs and in a fourth partial diagram the secondary voltage U 2 applied to the spark plugs over time t.
  • the last, lowest partial diagram in FIG. 1 indicates the current I EHV , which is used to control the light-controllable switches 13''a to 13''n mentioned in FIGS. 2 and 3 and thus the electronic high-voltage distribution.
  • control voltage U ES is present during the so-called closing time up to the time t 1 and is switched off at the ignition time, which is indicated by a lightning symbol.
  • the primary current I 1 increases linearly up to the time t 1 and then drops suddenly.
  • the secondary current I 2 remains at zero until the time t 1 and rises to its maximum value at the time t 1 .
  • the peak for the ignition voltage U 2 results at the time t 1 .
  • the desired spark duration extends over the period t 1 to time t 2 . It can be seen from FIG. 4 that the secondary current I 2 drops essentially linearly during the period t 1 t t t t 2 .
  • the high-voltage switches of the inductive ignition devices in FIGS. 1 to 3 can be selected such that the switches switch off at the current value of I 2 given at time t2, because the so-called holding current of these high-voltage switches is not reached.
  • the voltage peak of U 2 causes the high-voltage switch 13 of the inductive ignition device 1 according to FIG. 1, which is designed as an overhead switchable high-voltage breakover diode, to be switched through at time t 1 , so that the secondary current I 2 flows across the spark gap 35 of the spark plug 3, the ignition spark burning.
  • the spark goes out as soon as the high-voltage switch switches off. This can be done by the secondary current falling below the holding current value.
  • the special design of the high-voltage switch can thus ensure that the spark duration is limited. However, the spark duration can also be limited by forcibly switching off the secondary current I 2 and thereby falling below the holding current value of the high-voltage switch.
  • the secondary current is switched off in that a second control signal A is emitted via the control circuit at time t 2 , on the basis of which the current I 1 flows again.
  • the second control signal of the output stage control is maintained for a period of 10 ⁇ s to 500 ⁇ s.
  • a control signal with a duration of 100 ⁇ s has proven particularly useful.
  • the current I 1 rises and falls back to zero.
  • the current flow I 2 is forcibly ended.
  • the current I 2 thus drops in a defined and inevitable manner to a value which is below the holding current of the high-voltage switch.
  • a voltage can again be applied to the high-voltage switch in the forward direction.
  • the high-voltage switches 13a to 13n which are designed as light-triggered breakover diodes, are switched on by activating the light-controllable switches 13''a to 13 "n. In the activated state, the light-triggered switches therefore release the connection between the switches which can be switched overhead and the high-voltage output 11, so that the overhead switches switchable switches 13'a to 13'n can be switched on by the overvoltage U 2.
  • the switch which can be switched overhead is released by a current signal I EHV which is transmitted to the light-controllable switch 13 '' immediately before the ignition voltage U 2 occurs at time t 1 .
  • a to 13 "n of the spark plug 3a to 3n is applied to which the energy of the ignition coil 5 is to be supplied.
  • the switching signal I EHV is present for 100 ⁇ s before and after the time t 1 at one of the light-switchable switches 13 ′′ a to 13 ′′ n. It can be seen that for the defined termination of the spark duration no further signal I EHV has to be applied to the light switchable switch.
  • the light-triggerable switches 13a to 13n, or the high-voltage breakover diodes 13'a to 13'n assigned to these switches, are switched off exclusively by the second control signal A applied at time t 2 , which is shown in the uppermost partial diagram of FIG.
  • the primary current I 1 is also in the ignition means, which are shown in Figures 2 and 3, at time t 2 to rise again, so that there too the secondary current I 2 is forcibly terminated and -As from Figure 4 evident - drops by approximately 20 mA / 50 ⁇ s, so that the spark duration is forcibly ended.
  • the secondary voltage U 2 will rise again at time t 3 when the second control signal U ES is switched off, but without reaching the blocking voltage of the switches 13'a to 13'n which can be switched overhead, and then against Fall off zero. The residual energy in the spark plug is thus rapidly reduced without the spark plugs igniting again.
  • the circuits shown in FIGS. 1 to 3 are characterized in that the spark duration can be shortened in a targeted manner. On the one hand, this is possible by using high-voltage switches, such as those shown in FIG. 1 or those that have been explained with reference to FIGS. 2 and 3, whose holding current is selected such that the secondary current I 2 at time t 2 is switched on because the holding current of the high-voltage switch is undershot.
  • a significantly reliable function of the circuits is obtained if the secondary current I 2 is specifically switched off by a second control signal A, which is generated at time t 2 and is delivered to the ignition coil.
  • the second control signal at time t 2 leads the secondary current I 2 down to zero in a defined manner, so that the high-voltage switches are definitely switched off and remain switched off after a certain period of time (recovery time / release time).
  • the spark plugs Due to the high-voltage switch being switched off, the spark plugs are decoupled from the ignition coil, so that the spark plugs cannot be re-ignited even after the secondary voltage U 2 rises after time t 3 .
  • the function of the inductive ignition devices according to FIGS. 1 to 3 results, on the other hand the method for controlling a spark plug of an internal combustion engine with the aid of an inductive ignition device, which is characterized in that two control signals are generated to implement a defined spark duration of a spark plug become.
  • the first control signal is used to trigger the ignition process at time t 1 ;
  • the second control signal A emitted at time t 2 has the purpose of switching off the secondary current in the spark plug in a defined manner and thus limiting the spark duration.
  • the second control signal must be provided for a period of preferably 100 microseconds so that, on the one hand, the recovery time / release time for the high-voltage switch used is observed.
  • the short duration of the second control signal ensures that when the primary current I 1 is switched off, the secondary current I 2 does not rise again at time t 3 .
  • the spark plugs can be moved with a measuring current are applied, with measuring circuits 19 and 19 'can be used in the Figures 1 and 2 and 3 shown and have been explained.
  • the measuring current over the spark gap the spark plug flows is evaluated, while the ignition spark is no longer burning. He flows due to the in the combustion chamber during combustion existing ions. With this also as ion current measurement designated method can be the combustion process be monitored.
  • the measuring current lies in a range from 20 ⁇ A to 200 ⁇ A. Preferably becomes a measuring current of 50 ⁇ A to 100 ⁇ A chosen.

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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)
EP96945739A 1996-03-20 1996-11-20 Induktive zündeinrichtung Expired - Lifetime EP0827569B1 (de)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
DE19610862 1996-03-20
DE19610862A DE19610862A1 (de) 1996-03-20 1996-03-20 Induktive Zündeinrichtung
PCT/DE1996/002209 WO1997035109A1 (de) 1996-03-20 1996-11-20 Induktive zündeinrichtung

Publications (2)

Publication Number Publication Date
EP0827569A1 EP0827569A1 (de) 1998-03-11
EP0827569B1 true EP0827569B1 (de) 2000-02-23

Family

ID=7788798

Family Applications (1)

Application Number Title Priority Date Filing Date
EP96945739A Expired - Lifetime EP0827569B1 (de) 1996-03-20 1996-11-20 Induktive zündeinrichtung

Country Status (8)

Country Link
US (1) US6116226A (ja)
EP (1) EP0827569B1 (ja)
JP (1) JPH11505588A (ja)
KR (1) KR19990014943A (ja)
DE (2) DE19610862A1 (ja)
ES (1) ES2143804T3 (ja)
RU (1) RU2169856C2 (ja)
WO (1) WO1997035109A1 (ja)

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DE19849258A1 (de) * 1998-10-26 2000-04-27 Bosch Gmbh Robert Verfahren und Vorrichtung zur Energieregelung an Zündsystemen mit primärseitigem Kurzschlußschalter
JP2000205034A (ja) * 1999-01-18 2000-07-25 Mitsubishi Electric Corp 内燃機関の燃焼状態検出装置
AT409406B (de) 2000-10-16 2002-08-26 Jenbacher Ag Zündsystem mit einer zündspule
JP4528469B2 (ja) * 2000-12-21 2010-08-18 日本特殊陶業株式会社 内燃機関用点火装置
US6779517B2 (en) * 2001-11-29 2004-08-24 Ngk Spark Plug Co., Ltd. Ignition device for internal combustion engine
US6666196B2 (en) * 2002-01-10 2003-12-23 Delphi Technologies, Inc. Ignition system having improved spark-on-make blocking diode implementation
DE10250736A1 (de) * 2002-10-31 2004-05-13 Daimlerchrysler Ag Verfahren zur Unterdrückung von Frühzündungen
DE102005044030B4 (de) * 2005-09-14 2011-02-17 Stiebel Eltron Gmbh & Co. Kg Verfahren und Einrichtung zur Ionisationsmessung bei Verbrennungskraftmaschinen mit Unterdrückung der Zündrestspannung
DE102007029953A1 (de) * 2007-06-28 2009-01-02 Bayerische Motoren Werke Aktiengesellschaft Verfahren zur Regelung der Zündenergie
US8286617B2 (en) 2010-12-23 2012-10-16 Grady John K Dual coil ignition
CN107636300B (zh) * 2015-05-14 2019-05-10 艾尔多股份有限公司 用于内燃机的电子点火系统
DE102020215994A1 (de) * 2020-12-16 2022-06-23 Robert Bosch Gesellschaft mit beschränkter Haftung Zündeinrichtung für eine Brennkraftmaschine

Family Cites Families (10)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE3411845A1 (de) * 1984-03-30 1985-10-10 Robert Bosch Gmbh, 7000 Stuttgart Mehrkerzige und verteilerlose zuendanlage fuer brennkraftmaschinen
DE4020103A1 (de) * 1990-06-23 1992-01-02 Bosch Gmbh Robert Hochspannungsschalter bei doppelfunkenspulen-zuendanllagen
GB2245649A (en) * 1990-06-29 1992-01-08 Champion Spark Plug Europ Semi-conductor control of i.c.engine ignition distribution
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
DE4117808C2 (de) * 1991-05-31 1994-09-22 Bosch Gmbh Robert Zündanlagen für Brennkraftmaschinen mit Hochspannungsschalter
JP2951780B2 (ja) * 1991-12-09 1999-09-20 三菱電機株式会社 内燃機関の燃焼検出装置
EP0627554B1 (de) * 1993-05-28 1997-05-28 Bayerische Motoren Werke Aktiengesellschaft, Patentabteilung AJ-3 Verteilerloses Zündsystem mit lichtgesteuerten Hochspannungsschaltern
KR950704611A (ko) * 1993-09-29 1995-11-20 랄프 베렌스·위르겐 프리드만 내연기관의 점화시스템용 고전압 스위치(High voltage switch for ignition systems of internal combustion engines)
DE4417164C1 (de) * 1994-05-17 1995-06-22 Bosch Gmbh Robert Hochspannungskippdiode insb. geeignet als Zündspannungsverteiler eines Verbrennungsmotors
DE19502304A1 (de) * 1995-01-26 1996-08-01 Bosch Gmbh Robert Zündanlage für Brennkraftmaschinen

Also Published As

Publication number Publication date
DE19610862A1 (de) 1997-09-25
RU2169856C2 (ru) 2001-06-27
WO1997035109A1 (de) 1997-09-25
EP0827569A1 (de) 1998-03-11
JPH11505588A (ja) 1999-05-21
ES2143804T3 (es) 2000-05-16
DE59604497D1 (de) 2000-03-30
KR19990014943A (ko) 1999-02-25
US6116226A (en) 2000-09-12

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