EP1392970B1 - Allumage, organe de commande et systeme d'allumage pour un moteur a combustion interne - Google Patents

Allumage, organe de commande et systeme d'allumage pour un moteur a combustion interne Download PDF

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Publication number
EP1392970B1
EP1392970B1 EP02737856A EP02737856A EP1392970B1 EP 1392970 B1 EP1392970 B1 EP 1392970B1 EP 02737856 A EP02737856 A EP 02737856A EP 02737856 A EP02737856 A EP 02737856A EP 1392970 B1 EP1392970 B1 EP 1392970B1
Authority
EP
European Patent Office
Prior art keywords
ignition
current
energy storage
input
controller
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
EP02737856A
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German (de)
English (en)
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EP1392970A1 (fr
Inventor
Kurt Kienbaum
Ralf Förster
Stefan Haimerl
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.)
Siemens AG
Original Assignee
Siemens 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
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Publication of EP1392970A1 publication Critical patent/EP1392970A1/fr
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Publication of EP1392970B1 publication Critical patent/EP1392970B1/fr
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
    • F02P3/04—Layout of circuits
    • F02P3/05—Layout of circuits for control of the magnitude of the current in the ignition coil
    • 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
    • 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

Definitions

  • the invention relates to an ignition device for an internal combustion engine according to the preamble of claim 1, a control device for such an ignition device according to the preamble of claim 5 and an ignition system according to claim 7.
  • the ignition of the fuel mixture in the combustion chambers of the internal combustion engine usually takes place by means of a spark plug, via which an ignition coil discharges.
  • the electrical energy stored in the ignition coil should also not be too large, since this leads to an increased thermal load of the ignition coil and ignition output and, moreover, increases the wear of the spark plug.
  • electrical energy should be within a predetermined range to allow for minimal thermal stress on ignition coil and ignition and lowest possible wear of the spark plug safe triggering of a spark.
  • the ignition output stage may be formed as a separate component separate from the electronic engine control, wherein the electronic engine control transmits the ignition signals via a control line to the ignition output stage.
  • a disadvantage of such a separate configuration of the electronic engine control unit and the ignition output stage is the fact that the electronic engine control system is not able to check the electrical energy stored in the ignition coil. Accordingly, in the energization of the ignition coil prior to the ignition significant safety reserves provided so that the stored electrical energy in the ignition coil is usually greater than necessary, resulting in increased thermal load of the ignition coil and ignition and also increases the wear of the spark plug.
  • the invention is therefore an object of the invention to provide in a separate arrangement of ignition and electronic engine control the possibility that via a single bidirectional control line feedback of several different information from the ignition power to the engine control.
  • the invention includes the general technical teaching to enable a bidirectional data transmission between the control unit and the ignition device in a separate training of Zündenda or ignition device on the one hand and electronic engine control or control unit on the other hand, so that the ignition device can report, for example, the charge state of the ignition coil to the controller ,
  • the control device instead of or in addition to the charge state of the ignition coil, it is also possible to transmit other information from the ignition device to the control device, such as the spark duration or the current threshold of the ignition coil's cut-off current.
  • the information is transmitted from the ignition device to the control unit by the ignition device impressing a current signal on the connecting line between the control device and the ignition device. This is done, for example, by the fact that the ignition device increases or decreases the electric current drawn by the control unit during normal operation by a predetermined current deviation.
  • the ignition device in this case has a controllable current sink and a controllable current source, which is connected to the control input.
  • the controllable current sink Upon activation of the controllable current sink, the electrical current drawn by the control unit is increased, whereas the electrical current drawn by the control unit is reduced upon activation of the controllable current source in the ignition device, which can be detected by the control unit.
  • control unit preferably has at least one current measuring unit, which detects the electric current drawn by the ignition device and thereby can detect the activation of the controllable current source or the controllable current sink in the ignition device.
  • a current measuring unit which measures the electric current flowing through the ignition coil and is connected on the output side to the controllable current source or the controllable current sink in order to transmit a corresponding signal to the control unit when a predetermined threshold value of the electrical current flowing through the ignition coil is reached or exceeded to give.
  • the measurement of the current flowing through the ignition coil in this case takes place by a measuring resistor connected in series with the ignition coil, which is connected to an input of a comparator, wherein the comparator measures the dropping across the measuring resistor falling voltage proportional to the current flowing through the ignition coil Electricity is.
  • the comparator compares the determined current value with a predetermined reference current value and activates the controllable Current source or the controllable current sink when the reference current value is exceeded.
  • a voltage measuring unit connected to the ignition coil which monitors the ignition voltage, the voltage measuring unit being connected on the output side to the controllable current source or the controllable current sink in order to supply the control unit with a signal dependent on the ignition voltage.
  • the voltage measuring unit is connected on the output side to a comparator, which compares the measured ignition voltage with a predetermined reference voltage value and activates the controllable current source or the controllable current sink when the predetermined reference voltage value is exceeded or undershot.
  • the evaluation of the signals transmitted by the ignition device takes place in the control device preferably by a current measuring unit which detects the electric current drawn by the ignition device via the connecting line.
  • the current measuring unit preferably has a comparator which compares the measured current value with a predetermined reference current value and accordingly generates a digital output signal.
  • the ignition system shown in Figure 1 consists of a control unit 1 and an ignition device 2 with an integrated ignition coil 3 and a likewise integrated ignition output 4, wherein the control unit 1 is connected via a bidirectional control line 5 with the ignition device 2.
  • control line 5 enables control of the charging process of the ignition coil 3 and, on the other hand, allows feedback from the ignition device 2 to the control unit 1 on the state of charge of the ignition coil 3 and the spark duration, as will be described in detail.
  • the ignition coil 3 is connected in series with the ignition output stage 4 consisting of an IGBT and a measuring resistor 6. Battery voltage U BAT and ground connected, so that the ignition coil 3 forms a RL element with the measuring resistor 6 when switching the ignition output stage 4.
  • the gate of the ignition output stage 4 is connected via a driver 7 to the control input of the ignition device 2, via which the ignition device 2 is connected by the bidirectional control line 5 to the control unit 1.
  • the control unit 1 can thus switch through the ignition output stage 4 via the bidirectional control line 5, whereupon the electrical current through the ignition coil 3 increases substantially linearly, as shown in FIG.
  • the ignition coil 3 On the output side, the ignition coil 3 is connected via a diode 8 with a spark plug 9, so that the ignition coil 3 at Lock the ignition output stage 4 can discharge via the spark plug 9, wherein a spark is generated.
  • a tap for voltage measurement is provided, which is connected to a measuring input of a comparator 10.
  • the other input of the comparator is connected to a center tap of a voltage divider, which consists of two resistors 11, 12, wherein the size of the resistor 12 defines a reference current value for the charging of the ignition coil 3.
  • the comparator 10 is connected to the base of a transistor 13, which connects the control input of the ignition device via a resistor 14 to ground and forms a controllable current sink.
  • the transistor 13 When the transistor 13 is turned on, the control input of the ignition device 2 is pulled to ground via the resistor 14, so that the ignition device 2 draws an additional current from the control unit via the bidirectional connection line, which can be detected by the latter.
  • the switching of the transistor 13 takes place when the comparator 10 detects that the electric current flowing through the ignition coil 3 exceeds the predetermined reference current value.
  • the ignition device 2 a further controllable current sink, which consists of a transistor 15 and a resistor 16 connected to ground, wherein the driving of the transistor 15 is effected by a diagnostic circuit 17 shown only schematically.
  • the ignition device 2 also allows the transmission of the spark duration.
  • the ground-side terminal of the ignition coil 3 is connected via a resistor 18 to an input of a comparator 19, wherein the other input of the comparator 19 is connected to battery voltage U BAT .
  • the comparator 19 thus compares the voltage drop across the ignition coil 3 with a predetermined reference voltage value, to be able to determine whether a spark is emitted.
  • a controllable current source which consists of a transistor 20 and a resistor 21, wherein the transistor 20 connects the control input of the ignition device 2 when switching through the resistor 21 with battery voltage U BAT , so that the current source has a current over the Bidirectional control line drives, resulting in a reduction of the drawn from the ignition device 2 via the bidirectional control line from the control unit 1 electrical current, as shown in Figure 2.
  • control unit 1 The structural design of the control unit 1 will now be described.
  • the control unit has a connection 22, which can be controlled, for example, by a microprocessor, not shown.
  • the terminal 22 is low-active and connected via a driver 23 to the base of two transistors 24, 25, wherein the driver 23 of the level adjustment between the bidirectional control line 5 and the terminal 22 is for connection to a microprocessor. With a logic low level at the terminal 22, therefore, the transistor 24 turns on, whereas the transistor 25 turns on at a logic high level.
  • the transistor 25 is in this case ground side connected via a measuring resistor 26 to ground and is used in the ignition diagnosis to determine the transmitted from the ignition device 2 via the bidirectional control line 5 spark duration.
  • the measuring resistor 26 is connected to the two inputs of a comparator 27, which thus compares the current flowing through the measuring resistor 26 with a predetermined reference value.
  • the comparator 27 On the output side, the comparator 27 is connected to the base of a transistor 28, which pulls a terminal 28 to ground when turned on.
  • the digital signal at the terminal 29 thus reflects the current through the measuring resistor and is low during the spark-burning time.
  • the transistor 24 is connected via a measuring resistor 30 with battery voltage U BAT , wherein the measuring resistor 30 is in turn connected to the two inputs of a comparator 31, which thus compares the electrical current flowing through the measuring resistor 30 with a predetermined reference value.
  • the comparator 31 is connected to the base of a transistor 32, which pulls a terminal 33 to ground when turned on, so that the terminal 33 assumes a low level when the current through the measuring resistor 30 exceeds the predetermined reference value.
  • a signal 34 which is generated by a microprocessor, not shown, wherein the signal 34 during the low phase, the transistor 24 and during the high-phase transistor 25 turns on, so that the bidirectional control line 5 assumes a predetermined waveform 35 with a certain electrical potential.
  • Turning on the transistor 24 in turn means that the ignition output stage 4 in the ignition device 2 turns on, so that by the series circuit of the ignition coil 3, the ignition output stage 4 and the measuring resistor 6, an approximately linearly increasing current with a predetermined Waveform 36 flows.
  • the linearity of the current curve 36 follows from the fact that the inductance of the ignition coil 3 is not constant.
  • the switching of the transistor 3 then causes the bidirectional control line 5 is pulled in the ignition device 2 via the resistor 14 to ground, so that a larger current flows through the bidirectional control line 5, as can be seen from the waveform 37.
  • the greater current flow through the resistor 30 and the bidirectional control line 5 causes the comparator 31, the transistor 32 turns on, so that the terminal 33 is pulled to ground, as shown by the waveform 38 is shown.
  • the low phase of the waveform 38 is evaluated by a counter in the microprocessor, not shown. After a predetermined time, the micro-processor sets the terminal 22 back to logic high, so that the transistor 24 blocks and the transistor 25 turns on, wherein the electrical potential on the bidirectional control line is pulled to logic low, as can be seen on the waveform 35. In addition, the blocking of the transistor 24 also leads to a blocking of the ignition output stage 4, whereupon the current through the ignition coil 3 abruptly breaks, as can be seen from the waveform 36.
  • the ignition coil 3 Since the current through the ignition coil 3 due to the inductance of the ignition coil 3 can not change abruptly, the ignition coil 3 discharges through the spark plug 9, so that a spark is emitted.
  • a voltage is induced in the ignition coil 3 on the primary side, as in the signal waveform 39 is recognizable.
  • the primary-side induction of the voltage in the ignition coil during the ignition process causes the comparator 19 turns on the transistor 20 of the controllable current source, so that the ignition device 2 drives a current via the bidirectional control line 5 in the direction of the control unit 1, as shown by the signal waveform 37th is recognizable.
  • the polarity of the current flowing via the bidirectional control line 5 changes.
  • the not shown microprocessor connected to the terminal 29 can detect whether the stored in the ignition coil 3 before the actual ignition electrical energy has been sufficient to trigger a spark.

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)
  • Combined Controls Of Internal Combustion Engines (AREA)
  • Combustion Methods Of Internal-Combustion Engines (AREA)

Claims (7)

  1. Dispositif d'allumage (2) pour moteur à combustion interne, comprenant
    une sortie pour l'activation électrique d'un élément d'allumage (9) pour une chambre de combustion du moteur à combustion interne,
    un accumulateur d'énergie électrique (3) pour l'accumulation de l'énergie électrique requise pour l'activation de l'élément d'allumage (9),
    une entrée de commande (5) pour la réception d'un signal de commande (35) provenant d'un appareil de commande (1) qui commande le processus de charge de l'accumulateur d'énergie électrique (3) et/ou le processus d'allumage,
    l'entrée de commande (5) permettant une transmission bidirectionnelle de données avec l'appareil de commande (1) afin de fournir à l'appareil de commande (1) une information en retour sur le processus de charge de l'accumulateur d'énergie (3) et/ou le processus d'allumage de l'élément d'allumage (9),
    tandis que l'entrée de commande (5) est reliée à une source de courant commandable (20, 21) afin d'appliquer sur l'entrée de commande (5) un signal de courant (37) pour fournir une information en retour à l'appareil de commande (1),
    l'accumulateur d'énergie (3) étant connecté à une unité de mesure de courant (6, 10-12) qui saisit le courant de charge de l'accumulateur d'énergie (3),
    caractérisé en ce que l'entrée de commande (5) est additionnellement connectée à un drainage de courant commandable (13, 14) afin d'appliquer un signal de courant (37) à l'entrée de commande (5) pour fournir une information en retour à l'appareil de commande (1), l'unité de mesure de courant (6, 10-12) étant reliée au drainage de courant commandable (13, 14) ou à la source de courant commandable (20, 21),
    et que l'accumulateur d'énergie (3) est connecté à une unité de mesure de tension (18, 19) qui surveille la tension d'allumage, la sortie de l'unité de mesure de tension (18, 19) étant raccordée à la source de courant commandable (20, 21) ou au drainage de courant commandable afin d'appliquer le signal de courant (37) à l'entrée de commande en fonction de la tension d'allumage.
  2. Dispositif d'allumage (2) selon la revendication 1, caractérisé en ce que l'unité de mesure de courant (10-12, 6) comprend une résistance de mesure (6) connectée en série à l'accumulateur d'énergie (3), la résistance de mesure (6) étant reliée à l'entrée d'un comparateur (10) qui compare la tension chutant sur la résistance de mesure (6) avec une valeur de référence de courant et active la source de courant commandable ou, respectivement, le drainage de courant commandable (13, 14) lors d'un dépassement de la valeur de référence de courant.
  3. Dispositif d'allumage (2) selon la revendication 1 ou 2, caractérisé en ce que l'unité de mesure de tension (18, 19) comprend un comparateur (19) ayant deux entrées entre lesquelles l'accumulateur d'énergie (3) est connecté, le comparateur (19) activant la source de courant commandable (20, 21) ou, respectivement, le drainage de courant commandable lors d'un dépassement de la valeur de référence de tension.
  4. Dispositif d'allumage (2) selon la revendication 3, caractérisé en ce que l'accumulateur d'énergie (3) est relié au comparateur via une résistance de protection (18).
  5. Appareil de commande (1) pour un dispositif d'allumage d'un moteur à combustion interne, comprenant
    une sortie de commande (5) pour délivrer un signal de commande pour piloter le processus de charge de l'accumulateur d'énergie disposé dans le dispositif d'allumage (2), et/ou le processus d'allumage d'un élément d'allumage (9),
    un circuit d'excitation dont la sortie est reliée à la sortie de commande (5) pour générer le signal de commande (37),
    la sortie de commande (5) permettant une transmission bidirectionnelle de données afin de pouvoir recevoir une information en retour provenant du dispositif d'allumage (2) sur le processus de charge de l'accumulateur d'énergie (3) et/ou le processus d'allumage,
    tandis que la sortie de commande (5) est connectée à une première unité de mesure de courant (30, 31, 26, 27) afin de saisir un signal de courant (37) imprimé par le dispositif d'allumage,
    caractérisé en ce que la sortie de commande (5) est en outre reliée à une deuxième unité de mesure de courant (30, 31), la première unité de mesure de courant (26, 27) saisissant un signal de courant appliqué par un drainage de courant commandable (13, 14) dans le dispositif d'allumage (2), tandis que la deuxième unité de mesure de courant (30, 31) saisit un signal de courant appliqué par une source de courant commandable (20, 21) dans le dispositif d'allumage (2), et
    que les deux unités de mesure de courant (26, 27, 30, 31) sont connectées respectivement par un élément de commutation commandable (24, 25) à la sortie de commande.
  6. Appareil de commande (1) selon la revendication 5, caractérisé en ce que la sortie de commande (5) est connectée à un pilote de tension (23, 24) pour transmettre un signal de tension au dispositif d'allumage.
  7. Installation d'allumage, comprenant un dispositif d'allumage (2) selon l'une des revendications 1 à 4 et un appareil de commande (1) selon l'une des revendications 5 à 6, l'appareil de commande (1) étant relié au dispositif d'allumage (2) par une ligne de commande et de diagnostic (5) bidirectionnelle.
EP02737856A 2001-06-06 2002-05-27 Allumage, organe de commande et systeme d'allumage pour un moteur a combustion interne Expired - Lifetime EP1392970B1 (fr)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
DE10127363A DE10127363C1 (de) 2001-06-06 2001-06-06 Zündvorrichtung, Steuergerät und Zündanlage für eine Brennkraftmaschine
DE10127363 2001-06-06
PCT/DE2002/001949 WO2002099272A1 (fr) 2001-06-06 2002-05-27 Allumage, organe de commande et systeme d'allumage pour un moteur a combustion interne

Publications (2)

Publication Number Publication Date
EP1392970A1 EP1392970A1 (fr) 2004-03-03
EP1392970B1 true EP1392970B1 (fr) 2006-11-22

Family

ID=7687324

Family Applications (1)

Application Number Title Priority Date Filing Date
EP02737856A Expired - Lifetime EP1392970B1 (fr) 2001-06-06 2002-05-27 Allumage, organe de commande et systeme d'allumage pour un moteur a combustion interne

Country Status (6)

Country Link
US (1) US6799564B2 (fr)
EP (1) EP1392970B1 (fr)
KR (1) KR100869186B1 (fr)
DE (2) DE10127363C1 (fr)
MX (1) MXPA03011165A (fr)
WO (1) WO2002099272A1 (fr)

Families Citing this family (5)

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Publication number Priority date Publication date Assignee Title
US20100179897A1 (en) * 2009-01-09 2010-07-15 Gafford Thomas E Asset tracking system
US8490598B2 (en) * 2009-08-20 2013-07-23 Ford Global Technologies, Llc Ignition coil with ionization and digital feedback for an internal combustion engine
EP2812668B1 (fr) * 2012-02-09 2020-06-17 SEM Aktiebolag Moteur avec détection des ratés d'allumage pour des véhicules utilisant des carburants alternatifs
DE102014211355A1 (de) 2013-06-26 2014-12-31 Schaeffler Technologies Gmbh & Co. Kg Steuergerät
SE546115C2 (en) * 2017-06-21 2024-05-28 Walbro Llc Magento ignition system and ignition control system

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US4736367A (en) * 1986-12-22 1988-04-05 Chrysler Motors Corporation Smart control and sensor devices single wire bus multiplex system
DE3800932A1 (de) 1988-01-15 1989-07-27 Telefunken Electronic Gmbh Schliesszeitregelung fuer brennkraftmaschinen mit ausgelagerter zuendendstufe
IT1240136B (it) * 1990-03-19 1993-11-27 Marelli Autronica Sistema di accensione per un motore a combustione interna
DE4020986C2 (de) * 1990-07-02 1998-09-03 Telefunken Microelectron Elektronisches Zündsystem für eine Brennkraftmaschine
IT1260135B (it) * 1992-02-13 1996-03-28 Weber Srl Dispositivo di controllo dell'accensione per un sistema di accensione elettronica di un motore endotermico
EP0566335A3 (fr) * 1992-04-14 1994-11-02 Motorola Inc Circuit d'attaque en commutation pour bobine d'allumage et méthode.
DE4231954C2 (de) * 1992-09-24 1994-10-20 Telefunken Microelectron Zündenergiesteuerung für Brennkraftmaschinen
JP3508258B2 (ja) * 1994-09-09 2004-03-22 株式会社デンソー 内燃機関用点火装置
DE19524539C1 (de) * 1995-07-05 1996-11-28 Telefunken Microelectron Schaltungsanordnung zur Ionenstrommessung im Verbrennungsraum einer Brennkraftmaschine
JPH1026069A (ja) 1996-07-05 1998-01-27 Diamond Electric Mfg Co Ltd 点火装置
JPH10122109A (ja) * 1996-10-17 1998-05-12 Toyota Motor Corp 内燃機関の点火時期制御装置
DE19849258A1 (de) * 1998-10-26 2000-04-27 Bosch Gmbh Robert Verfahren und Vorrichtung zur Energieregelung an Zündsystemen mit primärseitigem Kurzschlußschalter

Also Published As

Publication number Publication date
DE10127363C1 (de) 2002-10-10
MXPA03011165A (es) 2004-02-26
EP1392970A1 (fr) 2004-03-03
DE50208788D1 (de) 2007-01-04
US20040123854A1 (en) 2004-07-01
KR100869186B1 (ko) 2008-11-18
WO2002099272A1 (fr) 2002-12-12
US6799564B2 (en) 2004-10-05
KR20040008214A (ko) 2004-01-28

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