EP1299630A1 - Procede d'allumage et dispositif d'allumage approprie - Google Patents

Procede d'allumage et dispositif d'allumage approprie

Info

Publication number
EP1299630A1
EP1299630A1 EP01931405A EP01931405A EP1299630A1 EP 1299630 A1 EP1299630 A1 EP 1299630A1 EP 01931405 A EP01931405 A EP 01931405A EP 01931405 A EP01931405 A EP 01931405A EP 1299630 A1 EP1299630 A1 EP 1299630A1
Authority
EP
European Patent Office
Prior art keywords
ignition
operating mode
current
pulse
ignition coil
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Granted
Application number
EP01931405A
Other languages
German (de)
English (en)
Other versions
EP1299630B1 (fr
Inventor
Manfred Vogel
Werner Herden
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
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
Application filed by Robert Bosch GmbH filed Critical Robert Bosch GmbH
Publication of EP1299630A1 publication Critical patent/EP1299630A1/fr
Application granted granted Critical
Publication of EP1299630B1 publication Critical patent/EP1299630B1/fr
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

Links

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
    • F02P3/04—Layout of circuits
    • F02P3/05—Layout of circuits for control of the magnitude of the current in the ignition coil
    • F02P3/051—Opening or closing the primary coil circuit with semiconductor devices
    • F02P3/053—Opening or closing the primary coil circuit with semiconductor devices using digital techniques
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D37/00—Non-electrical conjoint control of two or more functions of engines, not otherwise provided for
    • F02D37/02—Non-electrical conjoint control of two or more functions of engines, not otherwise provided for one of the functions being ignition
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/30—Controlling fuel injection
    • F02D41/3011—Controlling fuel injection according to or using specific or several modes of combustion
    • F02D41/3017—Controlling fuel injection according to or using specific or several modes of combustion characterised by the mode(s) being used
    • F02D41/3023—Controlling fuel injection according to or using specific or several modes of combustion characterised by the mode(s) being used a mode being the stratified charge spark-ignited mode
    • F02D41/3029—Controlling fuel injection according to or using specific or several modes of combustion characterised by the mode(s) being used a mode being the stratified charge spark-ignited mode further comprising a homogeneous charge spark-ignited mode
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02P—IGNITION, OTHER THAN COMPRESSION IGNITION, FOR INTERNAL-COMBUSTION ENGINES; TESTING OF IGNITION TIMING IN COMPRESSION-IGNITION ENGINES
    • F02P15/00—Electric spark ignition having characteristics not provided for in, or of interest apart from, groups F02P1/00 - F02P13/00 and combined with layout of ignition circuits
    • F02P15/08—Electric spark ignition having characteristics not provided for in, or of interest apart from, groups F02P1/00 - F02P13/00 and combined with layout of ignition circuits having multiple-spark ignition, i.e. ignition occurring simultaneously at different places in one engine cylinder or in two or more separate engine cylinders

Definitions

  • the present invention relates to an ignition method for an internal combustion engine, wherein an injection is alternatively carried out at least in a first operating mode or in a second operating mode and the ignition coil is charged as a function of the current operating mode, and a corresponding ignition device.
  • Homogeneous operation can also be implemented lean and / or with exhaust gas recirculation (EGR) as homogeneous operation H2.
  • EGR exhaust gas recirculation
  • a high flow level is generally required in order to achieve a sufficiently rapid burnout in the combustion chamber given the low energy densities of the mixture. This deflects the spark plasma until it breaks off and reignitions occur.
  • the spark plug may then only appear with increasing spark duration a steadily decreasing small part of the electrical energy from the ignition coil of the flame core formation is available, which is why, as is known, it has been proposed to generate a pulse train within the above KW interval, i.e. to charge and discharge the ignition coil several times.
  • An ignition coil can either be designed for long spark duration (high secondary inductance, ie high number of secondary turns) with a moderate initial current or for short spark duration (low secondary inductance, ie low number of turns). A decision for a discrete interpretation as a compromise is therefore absolutely necessary.
  • the ignition method according to the invention with the features of claim 1 and the corresponding ignition device according to claim 6 have the advantage over the known approaches that a function adapted to the problem of direct petrol injection engines provides optimum ignition both in stratified operation and in homogeneous lean operation and / or with EGR as well as in cold starts or other critical engine conditions.
  • the operating mode can be controlled as required. Only as much energy as is required for ignition is brought in. This avoids unnecessary candle burning.
  • a smaller coil space by lower number of turns on the secondary side or larger Eisenguerites is 'possible for the same B' auraum.
  • a cost advantage can thus be achieved by saving magnets for premagnetizing the iron circuit.
  • the idea on which the present invention is based is that the type of ignition suitable for the respective operating mode is provided via control pulse coding.
  • a pulse train ignition suitable for stratified operation is combined with the possibility of charging the ignition coil in homogeneous operation by increasing the primary current with significantly higher energy, so that it becomes charged but still discharges as a single spark within the desired burning time of approx. 0.3 - 0.6 ms.
  • the first operating mode is a 'homogeneous normal operation, which is divided into the sub- ' odi stoichiometric normal operation and substoichiometric normal operation, and the second operating mode is an inhomogeneous stratified operation.
  • the charging of the ignition coil is carried out in inhomogeneous stratified operation in the form of pulse train ignition with a predetermined primary current and in homogeneous operation the ignition coil is carried out in the form of single pulse ignition while increasing the primary current.
  • control pulse curves characteristic of the current operating mode have different pulse times and / or pulse numbers. In this way, virtually any number of operating states can be coded using simple means.
  • the iron circuit of the ignition coil is driven into the beginning of saturation in an operating mode that requires a high spark current.
  • FIG. 1 shows a representation of the spark current curve i F over time t according to a first embodiment of the present invention
  • - Fig. 2 is a representation of the spark current course i F over the. Time t according to a second embodiment of the present invention
  • FIG. 3 shows a schematic illustration of a control device for realizing the first one or the second one
  • FIG. 1 is a representation of the spark current profile i F over time t according to a first embodiment of the present invention.
  • curve a) the spark-current characteristic as the discharge of the ignition coil (secondary energy 30 mJ, 'circa indication primary cut-off current 10 A) is without the Pulszugeigenschaft 10.
  • the secondary-side spark current is about 110. A with a burning time of approx. 0.35 ms at a spark voltage of 1500 V.
  • Curve b) shows this ignition coil when a 15th pulse train with four pulses is implemented, in which the ignition coil is switched on again on the primary side when the spark current has dropped to approximately 50 mA. To achieve the short recharge time, a battery voltage of 42 V is assumed. ⁇ 20.
  • the short recharge time can be achieved by increasing the primary current from 10 A to 30 A.
  • Curve c shows the spark current curve for homogeneous operation H1 or H2, namely if the coil by increasing the primary-side cut-off current. (from approx. 10 A to 15 A) was charged to approx. twice the energy of 60 mJ. This results in. an initial current now increased to approx. 160 A, a spark burning time of approx. 0.5 ms.
  • This first embodiment assumes that the coil 'is in the linear range of magnetizability.
  • Fig. ⁇ 2 is a representation of the spark current course i F over time t according to a second embodiment of the present invention.
  • Curve a) represents the spark current curve as a discharge of the ignition coil (rod coil, secondary energy approx. 30 mJ, primary cut-off current approx. 10 A) without the pulse characteristic.
  • the secondary spark current is approx. 110 mA with a burning time of approx. 0.35 ms.
  • Curve b) shows this ignition coil when realizing a pulse train with four pulses as in the first example above, in which the ignition coil is switched on again on the primary side when the spark current has dropped to approximately 50 mA. To realize the short recharge time a battery voltage of 42 V is also assumed here.
  • Curve c) shows the spark current curve for homogeneous operation, namely when the coil is charged to approximately twice the energy of 60 mJ by increasing the primary-side cut-off current (from approx. 10 A to 20 A). This now results in an increased spark start current of 200 mA, which is' non-linear, i.e. - initially steeper, declines because there is initially a lower inductance due to the saturation property. Here too there is a sufficiently short spark duration of approx. 0.5 ms.
  • FIG 3 shows a schematic illustration of a control device for realizing the first or second embodiment.
  • MS denote an engine control unit, L a control logic and ES an output stage, which as essential components are a power transistor LT, a spark plug ZK and includes an ignition coil ZS. It is believed that the a 'pulse train generating electronics, that is, the control logic L and the output stage ES, is located on / in the ignition coil ZS.
  • the engine control unit MS delivers a control pulse SI which has a coding from which the control logic L can recognize on site whether a pulse train with low energy or a. Pulse train at high energy, a single pulse at low energy or a single pulse at high energy is desired.
  • Fig. 3 shows an example of suitable codes, ' ⁇
  • the invention is not limited to the illustrated pulse shapes, energies and burning times or the like, but can be generalized as desired. Further or different injection modes can also be provided.

Landscapes

  • 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)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)

Abstract

L'invention concerne un procédé d'allumage pour un moteur à combustion interne, selon lequel une injection est effectuée de manière alternée au moins dans un premier mode de fonctionnement (H1, H2) ou dans un deuxième mode de fonctionnement (S) et selon lequel la charge de la bobine d'allumage est effectuée en fonction du mode de fonctionnement courant. Une course d'impulsion de commande (SI) caractérise le mode de fonctionnement courant et la charge de la bobine d'allumage (ZS) est effectuée par une logique de commande (L), en réponse à cette course d'impulsion de commande (SI), avec différentes réponses temporelles correspondantes du courant primaire. Ladite invention concerne également un dispositif d'allumage approprié pour un moteur à combustion interne.
EP01931405A 2000-06-30 2001-04-05 Procede d'allumage Expired - Lifetime EP1299630B1 (fr)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
DE10031875 2000-06-30
DE10031875A DE10031875A1 (de) 2000-06-30 2000-06-30 Zündverfahren und entsprechende Zündvorrichtung
PCT/DE2001/001317 WO2002002923A1 (fr) 2000-06-30 2001-04-05 Procede d'allumage et dispositif d'allumage approprie

Publications (2)

Publication Number Publication Date
EP1299630A1 true EP1299630A1 (fr) 2003-04-09
EP1299630B1 EP1299630B1 (fr) 2006-03-22

Family

ID=7647339

Family Applications (1)

Application Number Title Priority Date Filing Date
EP01931405A Expired - Lifetime EP1299630B1 (fr) 2000-06-30 2001-04-05 Procede d'allumage

Country Status (5)

Country Link
US (1) US6814047B2 (fr)
EP (1) EP1299630B1 (fr)
JP (1) JP2004502084A (fr)
DE (2) DE10031875A1 (fr)
WO (1) WO2002002923A1 (fr)

Families Citing this family (17)

* Cited by examiner, † Cited by third party
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AU2002363908A1 (en) * 2002-07-22 2004-02-09 Zaza Museridze Method for ignition and combustion of fuel mixture in an internal combustion engine
DE10248216B4 (de) * 2002-10-16 2004-09-16 Siemens Ag Betriebsverfahren für eine Zündanlage
KR101250046B1 (ko) 2005-04-19 2013-04-03 나이트, 인크. 이동 불꽃 점화기를 고압에서 동작시키기 위한 방법 및장치
US7401603B1 (en) * 2007-02-02 2008-07-22 Altronic, Inc. High tension capacitive discharge ignition with reinforcing triggering pulses
DE102007051249A1 (de) * 2007-10-26 2009-04-30 Robert Bosch Gmbh Vorrichtung zur Regelung eines Mehrfachfunkenbetriebs einer Verbrennungskraftmaschine und zugehöriges Verfahren
FR2943739B1 (fr) * 2009-03-24 2015-09-04 Renault Sas Procede d'allumage d'un melange de comburant pour moteur thermique
EP2290223A1 (fr) * 2009-08-31 2011-03-02 Robert Bosch GmbH Unité de commande d'allumage pour contrôler des allumages multiples
DE102010015998A1 (de) 2010-03-17 2011-09-22 Motortech Gmbh Zündverfahren und Zündanlage dafür
US8078384B2 (en) * 2010-06-25 2011-12-13 Ford Global Technologies, Llc Engine control using spark restrike/multi-strike
WO2013016592A1 (fr) 2011-07-26 2013-01-31 Knite, Inc. Allumeur à étincelle circulante
US9404467B2 (en) * 2013-01-18 2016-08-02 Nissan Motor Co., Ltd. Ignition device for internal combustion engine and ignition method
MX343177B (es) * 2013-03-21 2016-10-27 Nissan Motor Sistema de control de encendido para motor de combustión interna y método de control de encendido.
EP3633183A4 (fr) * 2017-05-24 2020-06-17 Nissan Motor Co., Ltd Procédé et dispositif de commande de moteur à combustion interne
CN110621871B (zh) * 2017-05-24 2021-09-14 日产自动车株式会社 内燃机的控制方法以及控制装置
DE102017212630A1 (de) * 2017-07-24 2019-01-24 Bayerische Motoren Werke Aktiengesellschaft In zumindest zwei alternativen Betriebsarten betreibbares Signalkommunikationssystem für ein Kraftfahrzeug
KR20220153196A (ko) * 2021-05-11 2022-11-18 현대자동차주식회사 점화 코일 제어 시스템
DE102022207300A1 (de) 2022-07-18 2024-01-18 Robert Bosch Gesellschaft mit beschränkter Haftung Verfahren und Vorrichtung zur Steuerung einer Vorkammerzündkerze

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DE2700676C2 (de) * 1977-01-08 1985-06-27 Robert Bosch Gmbh, 7000 Stuttgart Zündanlage für Brennkraftmaschinen
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JP3683681B2 (ja) * 1997-06-30 2005-08-17 株式会社日立製作所 直噴火花点火式内燃機関の制御装置
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Also Published As

Publication number Publication date
EP1299630B1 (fr) 2006-03-22
DE10031875A1 (de) 2002-01-10
DE50109291D1 (de) 2006-05-11
JP2004502084A (ja) 2004-01-22
WO2002002923A1 (fr) 2002-01-10
US20030154954A1 (en) 2003-08-21
US6814047B2 (en) 2004-11-09

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