EP0922857A1 - Ionisation sensor in an ignition system for an internal combustion engine - Google Patents
Ionisation sensor in an ignition system for an internal combustion engine Download PDFInfo
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- EP0922857A1 EP0922857A1 EP98403127A EP98403127A EP0922857A1 EP 0922857 A1 EP0922857 A1 EP 0922857A1 EP 98403127 A EP98403127 A EP 98403127A EP 98403127 A EP98403127 A EP 98403127A EP 0922857 A1 EP0922857 A1 EP 0922857A1
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- ionization current
- module
- coil
- spark
- voltage
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- 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
Definitions
- the present invention relates to an ionization sensor, in an electronically controlled ignition system an internal combustion engine, especially for motor vehicle. Performing a current measurement ionization of combustion gases in cylinders of the motor, this sensor allows the detection of knocking, misfires and the coding of the cylinders.
- a current solution to know the quality of combustion of the air-fuel mixture in the cylinders consists in measuring the ionization current of the gases in the cylinders, by means of spark plugs, after the spark between the electrodes of each candle.
- the invention aims to solve these drawbacks by proposing a sensor for measuring the ionization current, ensuring the polarization of the candle by the use direct battery voltage or resetting conduction of the coil after the end of the spark, and amplification of the measurement current by use of a transistor at the foot of the secondary circuit of the coil.
- FIG. 1 an ionization current sensor of a spark plug 1 assigned to an engine cylinder, the ignition of which is controlled by an electronic computer.
- the ignition system comprises an ignition coil 2, the primary winding L p of which is connected on one side to the positive voltage V bat of the vehicle supply battery, equal to 12 volts, and of the on the other hand to an ignition control module 3, composed of a transistor T 1 and a Zener diode Z 1 , which delivers voltage slots.
- the high voltage part of the secondary winding L s of the coil is connected to an electrode of the spark plug 1 and the low voltage part of this winding is connected to a circuit for measuring the ionization current.
- Module 4 consists of means for polarizing the central electrode of the spark plug at the end of the spark, with a positive voltage on its central electrode, in order to measure the ionization current.
- it consists of a Zener diode Z p , with a voltage close to 100 Volts for example, and with a polarization capacity C p , of the order of 10 nanoFarads for example, in parallel on the diode.
- Z p Zener diode
- C p polarization capacity
- a module 5 for amplifying the ionization current produced from a transistor T a of PNP type and a diode D a between the base and the emitter of the transistor, supplied by the voltage of the battery V beats , and which must respond to the thermal stresses inside the coil.
- the arc current flows in the diode D a and the transistor T a is blocked.
- the ionization current being of opposite sign to the arc current, it will thus be amplified by the transistor T a and sent to a resistor R s , composing a module 6 for converting the current of ionization I s at output voltage V s .
- This module 6 constitutes the circuit for receiving the amplified ionization current I s . It is located outside the coil 1 and can be integrated into the electronic computer or any other electronic circuit exploiting the ionization current.
- Figure 2 is the dual figure of Figure 1, i.e. that the transistor is of the NPN type and that all electronic components are placed in opposite directions reverse so that all polarities and currents are reversed.
- the advantages of this first alternative embodiment are the low sensitivity to noise since the ionization current is amplified at the foot of the coil, the very high amplification factor obtained by the transistor T a and the voltage output of the signal. ionization in usual values of the signals.
- Figure 3 is a second alternative embodiment of a sensor according to the invention, the 5 amplification module 5 differs from the previous version of the module and controls the amplification factor independently of the characteristics of the transistor and temperature.
- the other modules 3, 4 and 6 are identical to those of the first variant.
- This amplification module 5 is controlled gain comprises a transistor T and a diode D a, protecting the transistor of the reverse current for the spark of the spark plug and connected in parallel with a second diode D 'is identical to D , connected to a resistor R b in the base-collector circuit of the transistor.
- the diode D has allows temperature compensation of the base-emitter voltage for a more finely adjusted gain.
- FIG. 4 represents a third alternative embodiment for which the polarization of the spark plug is no longer carried out by a conventional module 4, but it is ensured by the supply voltage V bat of the vehicle battery.
- This variant includes a module for amplifying the ionization current 5 as in FIG. 1, or preferably 5 a as in FIG. 2 when there is no polarization.
- the polarization voltage of the central electrode of the spark plug can be increased, by restoring the primary circuit L p of the coil 2.
- This method also has the advantage of reducing the coil oscillations at the end of the spark and by therefore increase the signal time range exploitable ionization.
- FIGS. 5 a to 5 d including the timing diagrams of the signals for controlling and measuring the ionization current for the polarization of the central electrode of the spark plug 1, by re-conduction of the primary winding L p of the coil 2 .
- the signal S 1 shown in FIG. 5 a , is the command signal from the coil applied at the input of the command module 3.
- the first slot C 1 is the coil loading slot which triggers the production of a spark on its falling edge f 1 .
- the second slot C 2 triggered at the end of the spark, is intended for the polarization of the spark plug with a view to measuring the ionization current I s by restoring the primary winding L p .
- the width of this second slot cannot exceed the maximum duration of charge of the coil and constitutes the duration of measurement of the ionization current.
- the signal S 2 is the voltage on the central electrode of the spark plug, measured relative to the ground, constituted for example by the base of the spark plug.
- the coil loads and the voltage S 2 reaches a positive value V pol .
- the current is suddenly interrupted in the primary winding L p of the coil, causing a large amplified overvoltage in the secondary winding L s , whose voltage S 2 has a peak P 1 negative. This peak reflects a sudden drop in its value which causes a breakdown at the spark plug electrodes and the appearance of a spark.
- the coil discharges.
- V pol i.e. the product of the voltage of the battery V beats by the transformation ratio N of the coil, and allows the creation of the ionization current.
- the second residual spark caused by a peak p 2 of the voltage S 2 , during the falling edge f 2 of the second slot, must not take place in the fuel intake phase of the cylinder, of the following cycle. This is why it is necessary to calculate the duration of this second control slot C 2 in order to prevent such an event, whatever the engine speed.
- FIG. 5 c represents the signal I s , which is the ionization current measured at the output of the sensor according to the invention.
- the current I s presents parasitic pulses I 1 , I 2 and I 3 due to the capacitive effects.
- the current I s has damping oscillations ⁇ a of the coil, followed by the really exploitable ionization signal C io .
- the second spark may cause late combustion intended for protect the catalytic converter by improving combustion unburned gases at the first spark. She permits thus increasing the life of the catalytic converter by misfires.
- FIG. 5 d is the timing diagram of an example of an ionization current detected with the sensor according to the invention, when the spark plug is dirty.
- the signal between the two instants t 1 and t 2 corresponding to the first slot C 1 for controlling the coil, has a level P instead of the two parasitic pulses I 1 and I 2 .
- This bearing is a sign of fouling of the spark plug.
- the ionization sensor according to the invention makes it possible to detect combustion anomalies, by measuring the ionization current in the cylinder in compression after the spark, and to know the type of anomalies, for example misfires corresponding to a lack of combustion which can damage the pot catalytic or rattling damage to the engine.
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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)
- Other Investigation Or Analysis Of Materials By Electrical Means (AREA)
Abstract
Description
La présente invention concerne un capteur d'ionisation, dans un système d'allumage commandé électroniquement d'un moteur à combustion interne, notamment pour véhicule automobile. Réalisant une mesure du courant d'ionisation des gaz en combustion dans les cylindres du moteur, ce capteur permet la détection du cliquetis, des ratés de combustion et le détrompage des cylindres.The present invention relates to an ionization sensor, in an electronically controlled ignition system an internal combustion engine, especially for motor vehicle. Performing a current measurement ionization of combustion gases in cylinders of the motor, this sensor allows the detection of knocking, misfires and the coding of the cylinders.
Une solution actuelle pour connaítre la qualité de la combustion du mélange air-carburant dans les cylindres consiste à mesurer le courant d'ionisation des gaz dans les cylindres, au moyen des bougies d'allumage, après l'étincelle éclatant entre les électrodes de chaque bougie. Dans certaines publications, sont décrits des circuits de mesure au pied du secondaire d'une bobine mono-sortie connectée à la bougie, dans lesquels l'amplification du signal pour augmenter l'immunité au bruit n'est pas prévue dès le pied de la bobine, mais à l'extérieur de la bobine, au moyen d'amplificateurs opérationnels.A current solution to know the quality of combustion of the air-fuel mixture in the cylinders consists in measuring the ionization current of the gases in the cylinders, by means of spark plugs, after the spark between the electrodes of each candle. Some publications describe measurement circuits at the bottom of the secondary of a coil single output connected to the spark plug, in which signal amplification to increase immunity to noise is not expected from the bottom of the coil, but at the outside of the coil, using amplifiers operational.
La demande de brevet déposée au nom de RENAULT sous le numéro 95 14936 décrit des circuits de mesure du courant d'ionisation sur la partie haute tension des bobines. Les mesures au secondaire de la bobine nécessitent des composants qui tiennent la haute tension et sont généralement coûteux.The patent application filed in the name of RENAULT under the number 95 14936 describes circuits for measuring the ionization current on the high voltage part of coils. Secondary coil measurements require components that hold the high tension and are usually expensive.
Les solutions actuelles ne résolvent donc pas les problèmes de coût, d'amplification du courant d'ionisation nécessitant une alimentation supplémentaire et d'amortissement des oscillations de la bobine, à la fin de chaque étincelle, qui masque le signal d'ionisation et réduit la plage temporelle du signal exploitable.Current solutions therefore do not resolve the cost problems, current amplification ionization requiring power additional and damping of the oscillations of the coil, at the end of each spark, which hides the ionization signal and reduces the time range of the exploitable signal.
L'invention vise à résoudre ces inconvénients en proposant un capteur de mesure du courant d'ionisation, assurant la polarisation de la bougie par l'utilisation directe de la tension de la batterie ou la remise en conduction de la bobine après la fin de l'étincelle, et l'amplification du courant de mesure par l'utilisation d'un transistor au pied du circuit secondaire de la bobine.The invention aims to solve these drawbacks by proposing a sensor for measuring the ionization current, ensuring the polarization of the candle by the use direct battery voltage or resetting conduction of the coil after the end of the spark, and amplification of the measurement current by use of a transistor at the foot of the secondary circuit of the coil.
Pour cela, l'objet de l'invention est un capteur d'ionisation dans un système d'allumage commandé électroniquement d'un moteur à combustion interne, dont le système d'allumage comprend une bobine mono-sortie dont l'enroulement primaire Lp est relié à un module 3 électronique de commande de l'allumage et dont la partie haute tension de l'enroulement secondaire Ls est reliée à l'électrode centrale d'au moins une bougie d'un cylindre qui a une seconde électrode reliée à la masse et qui émet des étincelles entre ces électrodes, caractérisé en ce que la partie basse tension de l'enroulement secondaire Ls est reliée à un circuit de mesure du courant d'ionisation, constitué :
- de moyens de polarisation de l'électrode centrale de la bougie, à la fin de chaque étincelle ;
- d'un module d'amplification du courant d'ionisation, connecté aux moyens de polarisation ;
- d'un module de réception du courant d'ionisation et de conversion de ce courant en un signal de tension Vs.
- means for polarizing the central electrode of the spark plug, at the end of each spark;
- an ionization current amplification module, connected to the polarization means;
- a module for receiving the ionization current and converting this current into a voltage signal V s .
D'autres caractéristiques et avantages de l'invention apparaítront à la lecture de la description d'exemples de réalisation, illustrée par les figures suivantes qui sont :
- les figures 1 à 4 : trois variantes de réalisation d'un capteur de courant d'ionisation selon l'invention ;
- les figures 5a à 5d : des chronogrammes des signaux de commande et de mesure du courant d'ionisation pour un capteur selon l'invention.
- Figures 1 to 4: three alternative embodiments of an ionization current sensor according to the invention;
- FIGS. 5 a to 5 d : timing diagrams of the control and measurement signals of the ionization current for a sensor according to the invention.
Sur la figure 1 est représenté un capteur de courant
d'ionisation d'une bougie 1 d'allumage affectée à un
cylindre du moteur, dont l'allumage est commandé par un
calculateur électronique. Le système d'allumage
comporte une bobine d'allumage 2, dont l'enroulement
primaire Lp est relié d'un côté à la tension positive
Vbat de la batterie d'alimentation du véhicule, égale à
12 volts, et de l'autre côté à un module 3 de commande
d'allumage, composé d'un transistor T1 et d'une diode
Zener Z1, qui délivre des créneaux de tension. La
partie haute tension de l'enroulement secondaire Ls de
la bobine est reliée à une électrode de la bougie 1 et
la partie basse tension de cet enroulement est reliée à
un circuit de mesure du courant d'ionisation. In Figure 1 is shown an ionization current sensor of a
Ce circuit de mesure est composé de trois modules 4, 5
et 6. Le module 4 est constitué de moyens de
polarisation de l'électrode centrale de la bougie à la
fin de l'étincelle, avec une tension positive sur son
électrode centrale, afin de réaliser une mesure du
courant d'ionisation. Dans cette première variante de
réalisation, il se compose d'une diode Zener Zp, de
tension voisine de 100 Volts par exemple, et d'une
capacité de polarisation Cp, de l'ordre de
10 nanoFarads par exemple, en parallèle sur la diode.
Pour obtenir une polarisation positive de l'électrode
centrale de la bougie, il faut induire une étincelle de
polarité négative sur cette électrode.This measurement circuit is composed of three
A ce précédent module 4 est connecté un module 5
d'amplification du courant d'ionisation, réalisé à
partir d'un transistor Ta de type PNP et d'une diode Da
entre la base et l'émetteur du transistor, alimentés
par la tension de la batterie Vbat, et qui doivent
répondre aux contraintes thermiques de l'intérieur de
la bobine. Pendant la phase d'étincelle, le courant
d'arc circule dans la diode Da et le transistor Ta est
bloqué. A la fin de l'étincelle, le courant
d'ionisation étant de signe opposé au courant d'arc, il
sera ainsi amplifié par le transistor Ta et envoyé sur
une résistance Rs, composant un module 6 de conversion
du courant d'ionisation Is en tension de sortie Vs. Ce
module 6 constitue le circuit de réception du courant
d'ionisation Is amplifié. Il est situé à l'extérieur de
la bobine 1 et peut être intégré au calculateur
électronique ou à tout autre circuit électronique
exploitant le courant d'ionisation. To this
La figure 2 est la figure duale de la figure 1, c'est-à-dire que le transistor est de type NPN et que tous les composants électroniques sont placés en sens inverse pour que toutes les polarités et les courants soient inversés.Figure 2 is the dual figure of Figure 1, i.e. that the transistor is of the NPN type and that all electronic components are placed in opposite directions reverse so that all polarities and currents are reversed.
Les avantages de cette première variante de réalisation sont la faible sensibilité aux bruits puisque le courant d'ionisation est amplifié au pied de la bobine, le facteur d'amplification très élevé obtenu par le transistor Ta et la sortie en tension du signal d'ionisation dans des valeurs habituelles des signaux.The advantages of this first alternative embodiment are the low sensitivity to noise since the ionization current is amplified at the foot of the coil, the very high amplification factor obtained by the transistor T a and the voltage output of the signal. ionization in usual values of the signals.
La figure 3 est une deuxième variante de réalisation
d'un capteur selon l'invention, dont le module
d'amplification 5a diffère du module 5 de la précédente
version et permet de contrôler le facteur
d'amplification indépendamment des caractéristiques du
transistor et de la température. Les autres modules 3,
4 et 6 sont identiques à ceux de la première variante.Figure 3 is a second alternative embodiment of a sensor according to the invention, the 5
Ce module d'amplification 5a à gain contrôlé comporte
un transistor Ta et une diode Da, protégeant le
transistor du courant inverse pendant l'étincelle de la
bougie et montée en parallèle avec une seconde diode
D'a, identique à Da, reliée à une résistance Rb dans le
circuit base-collecteur du transistor. Le gain Ga
d'amplification est obtenu par le rapport entre cette
résistance Rb et une autre résistance Rc sur le
collecteur du transistor :
La figure 4 représente une troisième variante de
réalisation pour laquelle la polarisation de la bougie
n'est plus réalisée par un module 4 classique, mais
elle est assurée par la tension d'alimentation Vbat de
la batterie du véhicule. Cette variante comporte un
module d'amplification du courant d'ionisation 5 comme
sur la figure 1, ou préférentiellement 5a comme sur la
figure 2 quand il n'y a pas de polarisation .FIG. 4 represents a third alternative embodiment for which the polarization of the spark plug is no longer carried out by a
Avec ce même circuit, on peut augmenter la tension de
polarisation de l'électrode centrale de la bougie, par
remise en conduction du circuit primaire Lp de la
bobine 2. Par ce moyen, l'électrode centrale est
polarisée avec une tension Vpol, égale au produit de la
tension-batterie Vbat par le rapport de transformation
N d la bobine :
Ce moyen a également pour avantage de réduire les oscillations de la bobine en fin d'étincelle et par conséquent d'augmenter la plage temporelle du signal d'ionisation exploitable.This method also has the advantage of reducing the coil oscillations at the end of the spark and by therefore increase the signal time range exploitable ionization.
Les figures 5a à 5d dont les chronogrammes des signaux
de commande et de mesure du courant d'ionisation pour
la polarisation de l'électrode centrale de la bougie 1,
par remise en conduction de l'enroulement primaire Lp
de la bobine 2.FIGS. 5 a to 5 d including the timing diagrams of the signals for controlling and measuring the ionization current for the polarization of the central electrode of the
Le signal S1, représenté sur la figure 5a, est le
signal de commande de la bobine appliqué en entrée du
module 3 de commande. Le premier créneau C1 est le
créneau de charge de la bobine qui déclenche la
production d'une étincelle sur son front descendant f1. The signal S 1 , shown in FIG. 5 a , is the command signal from the coil applied at the input of the
Le deuxième créneau C2, déclenché à la fin de l'étincelle, est destiné à la polarisation de la bougie en vue de la mesure du courant d'ionisation Is par remise en conduction de l'enroulement primaire Lp. Lors du front descendant f2 de ce deuxième créneau sera déclenchée une étincelle résiduelle sans effet sur le fonctionnement du moteur. La largeur de ce deuxième créneau ne peut pas dépasser la durée maximale de charge de la bobine et constitue la durée de mesure du courant d'ionisation.The second slot C 2 , triggered at the end of the spark, is intended for the polarization of the spark plug with a view to measuring the ionization current I s by restoring the primary winding L p . During the falling edge f 2 of this second slot will be triggered a residual spark without effect on the operation of the engine. The width of this second slot cannot exceed the maximum duration of charge of the coil and constitutes the duration of measurement of the ionization current.
Sur la figure 5b, le signal S2 est la tension sur
l'électrode centrale de la bougie, mesurée par rapport
à la masse, constituée par exemple par le culot de la
bougie.
Entre les instants t1 et t2 correspondant au premier
créneau C1 de commande de la bobine, la bobine se
charge et la tension S2 atteint une valeur positive
Vpol. Sur le front descendant f1 du créneau C1, le
courant est brusquement interrompu dans l'enroulement
primaire Lp de la bobine, provoquant une forte
surtension amplifiée dans l'enroulement secondaire Ls,
dont la tension S2 présente un pic P1 négatif. Ce pic
traduit une chute brutale de sa valeur qui provoque un
claquage au niveau des électrodes de la bougie et
l'apparition d'une étincelle.
Entre les instants t2 et t3, la bobine se décharge. A
la fin de l'étincelle, pendant la durée du deuxième
créneau C2 de commande, le potentiel de l'électrode
centrale est égal à Vpol, soit le produit de la tension
de la batterie Vbat par le rapport N de transformation
de la bobine, et permet la création du courant
d'ionisation. La deuxième étincelle résiduelle,
provoquée par un pic p2 de la tension S2, lors du front
descendant f2 du deuxième créneau, ne doit pas avoir
lieu dans la phase d'admission du carburant du
cylindre, du cycle suivant. C'est pourquoi il faut
calculer la durée de ce second créneau C2 de commande
afin d'empêcher un tel événement, quel que soit le
régime du moteur.In FIG. 5 b , the signal S 2 is the voltage on the central electrode of the spark plug, measured relative to the ground, constituted for example by the base of the spark plug.
Between the instants t 1 and t 2 corresponding to the first time slot C 1 for controlling the coil, the coil loads and the voltage S 2 reaches a positive value V pol . On the falling edge f 1 of the slot C 1 , the current is suddenly interrupted in the primary winding L p of the coil, causing a large amplified overvoltage in the secondary winding L s , whose voltage S 2 has a peak P 1 negative. This peak reflects a sudden drop in its value which causes a breakdown at the spark plug electrodes and the appearance of a spark.
Between instants t 2 and t 3 , the coil discharges. At the end of the spark, for the duration of the second control slot C 2 , the potential of the central electrode is equal to V pol , i.e. the product of the voltage of the battery V beats by the transformation ratio N of the coil, and allows the creation of the ionization current. The second residual spark, caused by a peak p 2 of the voltage S 2 , during the falling edge f 2 of the second slot, must not take place in the fuel intake phase of the cylinder, of the following cycle. This is why it is necessary to calculate the duration of this second control slot C 2 in order to prevent such an event, whatever the engine speed.
La figure 5c représente le signal Is, qui est le courant d'ionisation mesuré en sortie du capteur selon l'invention. Sur les fronts de commutation F1, f1 et f2 du signal de commande S1 de la bobine, le courant Is présente des impulsions parasites I1, I2 et I3 dues aux effets capacitifs. A la fin de la première étincelle, à l'instant t3, le courant Is présente des oscillations d'amortissement σa de la bobine, suivies du signal d'ionisation réellement exploitable Cio. La remise en conduction de l'enroulement primaire de la bobine, par le deuxième créneau de commande C2 du signal S1, met fin aux oscillations de la bobine et permet la mesure du courant d'ionisation pendant toute la durée du créneau C2, entre les instants t4 et t5.FIG. 5 c represents the signal I s , which is the ionization current measured at the output of the sensor according to the invention. On the switching edges F 1 , f 1 and f 2 of the control signal S 1 of the coil, the current I s presents parasitic pulses I 1 , I 2 and I 3 due to the capacitive effects. At the end of the first spark, at time t 3 , the current I s has damping oscillations σ a of the coil, followed by the really exploitable ionization signal C io . The re-conduction of the primary winding of the coil, by the second control slot C 2 of the signal S 1 , puts an end to the oscillations of the coil and allows the measurement of the ionization current throughout the duration of the slot C 2 , between instants t 4 and t 5 .
Il est intéressant de noter que la deuxième étincelle peut provoquer une combustion tardive destinée à protéger le pot catalytique en améliorant la combustion des gaz non brûlés à la première étincelle. Elle permet ainsi d'augmenter la durée de vie du pot catalytique en cas de ratés d'allumage.It is interesting to note that the second spark may cause late combustion intended for protect the catalytic converter by improving combustion unburned gases at the first spark. She permits thus increasing the life of the catalytic converter by misfires.
La figure 5d est le chronogramme d'un exemple de courant d'ionisation détecté avec le capteur selon l'invention, lorsque la bougie est encrassée. Dans ce cas, le signal entre les deux instants t1 et t2, correspondant au premier créneau C1 de commande de la bobine, présente un palier P au lieu des deux impulsions parasites I1 et I2. Ce palier est un signe d'encrassement de la bougie.FIG. 5 d is the timing diagram of an example of an ionization current detected with the sensor according to the invention, when the spark plug is dirty. In this case, the signal between the two instants t 1 and t 2 , corresponding to the first slot C 1 for controlling the coil, has a level P instead of the two parasitic pulses I 1 and I 2 . This bearing is a sign of fouling of the spark plug.
Le capteur d'ionisation selon l'invention permet de détecter les anomalies de combustion, par la mesure du courant d'ionisation dans le cylindre en compression après l'étincelle, et de connaítre le type d'anomalies, par exemple les ratés de combustion correspondant à une absence de combustion qui peut endommager le pot catalytique ou le cliquetis dommageable pour le moteur.The ionization sensor according to the invention makes it possible to detect combustion anomalies, by measuring the ionization current in the cylinder in compression after the spark, and to know the type of anomalies, for example misfires corresponding to a lack of combustion which can damage the pot catalytic or rattling damage to the engine.
Claims (5)
Applications Claiming Priority (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| FR9715803 | 1997-12-12 | ||
| FR9715803A FR2772434B1 (en) | 1997-12-12 | 1997-12-12 | IONIZATION SENSOR IN AN IGNITION SYSTEM OF AN INTERNAL COMBUSTION ENGINE |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| EP0922857A1 true EP0922857A1 (en) | 1999-06-16 |
| EP0922857B1 EP0922857B1 (en) | 2003-04-16 |
Family
ID=9514560
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| EP19980403127 Expired - Lifetime EP0922857B1 (en) | 1997-12-12 | 1998-12-11 | Ionisation sensor in an ignition system for an internal combustion engine |
Country Status (3)
| Country | Link |
|---|---|
| EP (1) | EP0922857B1 (en) |
| DE (1) | DE69813475T2 (en) |
| FR (1) | FR2772434B1 (en) |
Cited By (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| GB2396187A (en) * | 2002-11-01 | 2004-06-16 | Visteon Global Tech Inc | I.c. engine in-cylinder ionization detection system with ionization detection circuit and ignition coil driver circuit integrated into a single package |
| DE10028105B4 (en) * | 1999-06-09 | 2004-06-24 | Delphi Technologies, Inc., Troy | Misfire detection system using ion measurement with a closing bias |
| DE19953710B4 (en) * | 1999-11-08 | 2010-06-17 | Robert Bosch Gmbh | Method and device for measurement window positioning for ion current measurement |
| IT201900013755A1 (en) * | 2019-08-01 | 2021-02-01 | Eldor Corp Spa | METHOD OF MONITORING A SOILING CONDITION OF A SPARK PLUG FOR A COMBUSTION ENGINE, METHOD AND SYSTEM OF CONTROL OF AN IGNITION COIL IN AN INTERNAL COMBUSTION ENGINE |
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| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| FR2675206A1 (en) * | 1991-04-10 | 1992-10-16 | Siemens Automotive Sa | Method and device for detecting a misfire in an internal combustion engine, and applications thereof |
| US5457757A (en) * | 1992-07-13 | 1995-10-10 | Kidder; John S. | Optical control panel |
| JPH07286552A (en) * | 1994-04-19 | 1995-10-31 | Hitachi Ltd | Misfire detecting device of internal combustion engine |
| DE19524541C1 (en) * | 1995-07-05 | 1996-12-05 | Telefunken Microelectron | Circuit arrangement for ion current measurement in the combustion chamber of an internal combustion engine |
-
1997
- 1997-12-12 FR FR9715803A patent/FR2772434B1/en not_active Expired - Fee Related
-
1998
- 1998-12-11 DE DE69813475T patent/DE69813475T2/en not_active Expired - Lifetime
- 1998-12-11 EP EP19980403127 patent/EP0922857B1/en not_active Expired - Lifetime
Patent Citations (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| FR2675206A1 (en) * | 1991-04-10 | 1992-10-16 | Siemens Automotive Sa | Method and device for detecting a misfire in an internal combustion engine, and applications thereof |
| US5457757A (en) * | 1992-07-13 | 1995-10-10 | Kidder; John S. | Optical control panel |
| JPH07286552A (en) * | 1994-04-19 | 1995-10-31 | Hitachi Ltd | Misfire detecting device of internal combustion engine |
| DE19524541C1 (en) * | 1995-07-05 | 1996-12-05 | Telefunken Microelectron | Circuit arrangement for ion current measurement in the combustion chamber of an internal combustion engine |
Non-Patent Citations (1)
| Title |
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| PATENT ABSTRACTS OF JAPAN vol. 096, no. 002 29 February 1996 (1996-02-29) * |
Cited By (8)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE10028105B4 (en) * | 1999-06-09 | 2004-06-24 | Delphi Technologies, Inc., Troy | Misfire detection system using ion measurement with a closing bias |
| DE19953710B4 (en) * | 1999-11-08 | 2010-06-17 | Robert Bosch Gmbh | Method and device for measurement window positioning for ion current measurement |
| GB2396187A (en) * | 2002-11-01 | 2004-06-16 | Visteon Global Tech Inc | I.c. engine in-cylinder ionization detection system with ionization detection circuit and ignition coil driver circuit integrated into a single package |
| GB2396187B (en) * | 2002-11-01 | 2005-03-23 | Visteon Global Tech Inc | A device for reducing the part count and package size of an in-cylinder ionization detection system |
| US7063079B2 (en) | 2002-11-01 | 2006-06-20 | Visteon Global Technologies, Inc. | 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 |
| IT201900013755A1 (en) * | 2019-08-01 | 2021-02-01 | Eldor Corp Spa | METHOD OF MONITORING A SOILING CONDITION OF A SPARK PLUG FOR A COMBUSTION ENGINE, METHOD AND SYSTEM OF CONTROL OF AN IGNITION COIL IN AN INTERNAL COMBUSTION ENGINE |
| WO2021019484A1 (en) * | 2019-08-01 | 2021-02-04 | Eldor Corporation S.P.A. | Electronic device and control system of an ignition coil in an internal combustion engine |
| US11739722B2 (en) | 2019-08-01 | 2023-08-29 | Eldor Corporation S.P.A. | Electronic device and control system of an ignition coil in an internal combustion engine |
Also Published As
| Publication number | Publication date |
|---|---|
| DE69813475T2 (en) | 2004-02-12 |
| DE69813475D1 (en) | 2003-05-22 |
| FR2772434A1 (en) | 1999-06-18 |
| EP0922857B1 (en) | 2003-04-16 |
| FR2772434B1 (en) | 2000-02-18 |
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