EP1835172A2 - Appareil et méthode de détermination de l'usure d'une bougie dans un moteur thermique - Google Patents

Appareil et méthode de détermination de l'usure d'une bougie dans un moteur thermique Download PDF

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Publication number
EP1835172A2
EP1835172A2 EP07102061A EP07102061A EP1835172A2 EP 1835172 A2 EP1835172 A2 EP 1835172A2 EP 07102061 A EP07102061 A EP 07102061A EP 07102061 A EP07102061 A EP 07102061A EP 1835172 A2 EP1835172 A2 EP 1835172A2
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EP
European Patent Office
Prior art keywords
wear
spark plug
combustion engine
internal combustion
determining
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.)
Withdrawn
Application number
EP07102061A
Other languages
German (de)
English (en)
Other versions
EP1835172A3 (fr
Inventor
Klaus-Peter Gansert
Lars Menken
Josef Holzmann
Thomas Kaiser
Alexander Moebius
Gerhard Bengs
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.)
Bayerische Motoren Werke AG
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 EP1835172A2 publication Critical patent/EP1835172A2/fr
Publication of EP1835172A3 publication Critical patent/EP1835172A3/fr
Withdrawn legal-status Critical Current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
    • 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
    • F02P17/10—Measuring dwell or antidwell time
    • 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
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01T—SPARK GAPS; OVERVOLTAGE ARRESTERS USING SPARK GAPS; SPARKING PLUGS; CORONA DEVICES; GENERATING IONS TO BE INTRODUCED INTO NON-ENCLOSED GASES
    • H01T13/00—Sparking plugs
    • H01T13/58—Testing

Definitions

  • the invention relates to a device and a method for determining the wear of a spark plug of an internal combustion engine according to the preamble of the independent claims.
  • the inventive device and the method according to the invention with the features of the independent claims have the advantage that the determination of the wear of the spark plug is not based on a faulty measurement directly on the spark plug, but on the operating conditions of the internal combustion engine.
  • the operating conditions of the internal combustion engine are usually very well measurable or known. It can be determined with great reliability current wear of the spark plug, which is summed up in the course of a total wear condition of the spark plug. In this way, a particularly accurate determination of the wear based on easily accessible measured values is realized.
  • the total wear determined in this way can be compared, in particular in the form of a removed volume, with a possible maximum wear or maximum volume of the spark plug, and thus a remaining service life of the spark plug can be specified.
  • This remaining service life is indicated in a meaningful way as still possible kilometers or even possible operating time or as residual volume of a spark plug electrode still available.
  • a spark plug 2 is shown schematically, which is installed in a combustion chamber 3 of an internal combustion engine.
  • the spark plug 2 is over a High voltage line 8 is connected to an ignition coil 4.
  • the ignition coil 4 is connected by means of a control line 7 to a control unit 1.
  • the control unit 1 is connected to a plurality of input lines 5, at which sensor signals L, N, V are provided.
  • the spark plug 2 has first and second electrodes 6, which are arranged in the combustion chamber 3 of the internal combustion engine.
  • the control unit 1 is informed about the voltage applied to the input lines 5 sensor signals on the respective operating condition of the internal combustion engine and calculates a time to trigger a spark on the spark plug 2.
  • sensor signals are here as examples the load L, the speed N and the speed V of one Motor vehicle in which the internal combustion engine is installed is shown.
  • this list is not exhaustive because a variety of other input variables are known to those skilled in the are used to control an internal combustion engine in a motor vehicle.
  • the control unit 1 controls according to the ignition coil 4, which then generates a high voltage pulse and passes on the high voltage line 8 to the spark plug 2. Because of this high voltage pulse, he then generates the spark plug 2 between the electrodes 6 a spark, which serves to ignite a introduced in the combustion chamber 3 air-gasoline mixture.
  • FIG. 1 The construction shown in FIG. 1 is of a normal construction as it is commonly used today in motor vehicles.
  • the individual components have been shown greatly simplified, since the details of the structure of the control unit 1, the ignition coil 4, the spark plug 2 or the combustion chamber 3 of the internal combustion engine are not important here.
  • the distance between the two electrodes 6 of the spark plug 2 is of great importance. Even small changes in the distance or the geometric configuration of the electrodes 6 lead to a significantly changed behavior of the spark plug 2. Due to the high temperatures prevailing in the spark each skipping spark is associated with a certain removal of material of the electrodes. With increasing operating time and spark number of the spark plug therefore change the electrodes 6 by a part of the material is removed by the sparks. This erosion process of the electrodes 6 of the spark plug 2 thus represents a wear of the spark plug 2 which is dependent on the operating time and the operating intensity. When this wear reaches a certain extent, the behavior of the spark plug 2 changes markedly. In particular, a state can be achieved in which then skipping a spark is no longer possible.
  • the aim of the present invention is to make a statement about the state of wear of the spark plug. It can then be made a wear-dependent replacement of the spark plug.
  • the erosion per spark ie the removal of electrode material of the spark plug 2 per spark
  • the temperature of the electrodes and of the ignition energy with which the ignition spark is triggered The hotter the electrodes 6 are, the greater the volume of the spark plug electrodes 6 removed by the ignition spark. The higher the ignition energy, the higher the removal per spark.
  • the removal per spark naturally also depends on the material of the electrode.
  • the determination of the temperature of the electrodes 6 of the spark plug can essentially be derived from the load and the rotational speed of the internal combustion engine.
  • the ignition energy is derived from the closing time, ie the time from which the ignition coil current flows through before the spark is triggered.
  • the other properties of the ignition system such as characteristics of the ignition coil, available voltage and current of the charging current, etc. are taken into account, but here are assumed to be constant.
  • the ignition energy can be approximately determined from the load and the rotational speed, since these two parameters have a significant influence on the ignition energy. It can thus be determined from the operating conditions of the internal combustion engine in particular the load, the speed and the ignition energy, a load of the spark plug 2 and thus a specific material consumption of the electrode material per spark.
  • an actual wear rate of the spark plug 2 can be determined. Summed over time or integrated, this current wear of the spark plug can be summed up to a total wear state of the spark plug, for example in the form of an already eroded volume of the spark plug electrodes.
  • the volume of the spark plug electrodes is known, it can be determined from which total wear or consumed volume of the spark plug electrodes 6 a total wear of the spark plugs is achieved, in which sufficient safety for the triggering of a spark can no longer be guaranteed. If an average speed of the vehicle in which the internal combustion engine is installed is still known, this state of wear can also be expressed as still possible remaining kilometers or as a possible remaining operating time. All of these calculations may, for example, take place in the control unit 1, which contains all the information required for the calculation of the overall wear condition of the spark plug 2.
  • FIG. 2 schematically shows the necessary calculation steps for determining a total wear of the spark plug 2.
  • a first calculation step 101 the wear rate of the spark plug electrodes 6 is determined for this purpose.
  • the calculation block 101 is supplied with the load L, the rotational speed N and the ignition energy E as input signals.
  • the ignition energy E is present as an internal variable in the control unit 1, since the control unit 1 yes generates the corresponding control commands for charging the ignition coil and triggering the spark.
  • the calculation step 101 Knowing the load L, the rotational speed N and the ignition energy E, the calculation step 101 thus enables the calculation of a specific material removal per spark, which is referred to below as the wear rate 201.
  • This wear rate 201 adjusts the result of the calculation step 101 and is supplied to another calculation block 103.
  • step 101 the temperature of the electrodes and then a removal per spark as a function of the electrode temperature and the ignition energy can be calculated first on the basis of the load and the rotational speed. Since the ignition energy also depends on the load L and the speed N, is also alternative a direct map of the wear rate 201 from L and N without a separate signal for E conceivable, if one takes the deteriorated quality of wear determination into account.
  • the rotational speed N and a time signal dt are supplied to a calculation step 102.
  • the instantaneous number of sparks 202 ie the number of sparks per unit time is formed.
  • This number of sparks per time unit 202 is fed as an additional value to the calculation step 103.
  • a current wear 203 is formed depending on the wear rate 201 and the number of sparks per unit time 202.
  • This instantaneous wear 203 represents the volume removal or volume loss of the electrodes 6 of the spark plugs 2 per unit time.
  • This actual wear 203 of the spark plug is then summed up in the calculation block 104 to then determine as output the overall wear state 204 of the spark plug electrodes.
  • the integration in block 104 is also illustrated by feeding back the output of block 104 as an input signal, ie, to account for the new overall wear condition, the previous overall wear condition 204 and current wear 203 of spark plug 2 are considered. Further, the actual wear 203 is added to a calculation block 105 together with a time signal dt and the speed V of the motor vehicle in which the engine is installed. In the calculation block 105, an average wear per kilometer is formed from these three input values. For this purpose, an average speed of the motor vehicle is formed from the speed signal and the time signal and then compared with the wear rate. As a result of this calculation, an average wear per kilometer 205 is then formed. This average wear per kilometer 205 and the total wear state 204 is fed to another calculation block 106.
  • further output signals 206, 207 and 208 are formed from these two signals.
  • a residual kilometer statement 206 can be formed.
  • the total wear state 204 is subtracted from a maximum wear volume of the spark plugs and it is calculated how many kilometers can still be covered until the remaining volume is used up.
  • the output signal 206 thus represents the remaining remaining kilometers.
  • the possible remaining service life of the spark plug can also be output as the remaining volume 207 as a result of the calculation 106.
  • an indicator 208 which indicates whether the spark plug is still ready for operation or not. This may in particular be a single bit by which a diagnostic system of a motor vehicle is signaled that a workshop should be started in order to make an exchange spark plugs.

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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)
  • Length Measuring Devices With Unspecified Measuring Means (AREA)
  • Spark Plugs (AREA)
EP07102061.4A 2006-03-15 2007-02-09 Appareil et méthode de détermination de l'usure d'une bougie dans un moteur thermique Withdrawn EP1835172A3 (fr)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
DE200610011886 DE102006011886A1 (de) 2006-03-15 2006-03-15 Vorrichtung und Verfahren zur Bestimmung des Verschleiß einer Zündkerze einer Brennkraftmaschine

Publications (2)

Publication Number Publication Date
EP1835172A2 true EP1835172A2 (fr) 2007-09-19
EP1835172A3 EP1835172A3 (fr) 2014-12-17

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EP07102061.4A Withdrawn EP1835172A3 (fr) 2006-03-15 2007-02-09 Appareil et méthode de détermination de l'usure d'une bougie dans un moteur thermique

Country Status (2)

Country Link
EP (1) EP1835172A3 (fr)
DE (1) DE102006011886A1 (fr)

Cited By (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2016050388A1 (fr) * 2014-09-29 2016-04-07 Robert Bosch Gmbh Système d'allumage et procédé permettant de contrôler les électrodes d'une bougie d'allumage d'un moteur à combustion interne
EP3578804A1 (fr) 2018-06-07 2019-12-11 Caterpillar Energy Solutions GmbH Détermination du taux d'usure d'une électrode de bougie d'allumage pour un moteur à allumage commandé
US10641232B2 (en) 2017-09-25 2020-05-05 Ford Global Technologies, Llc Ignition coil dwell control
US11015568B2 (en) 2018-06-27 2021-05-25 Caterpillar Energy Solutions Gmbh Dynamic ignition energy control

Families Citing this family (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102012010177A1 (de) 2012-05-23 2012-11-29 Daimler Ag Diagnoseeinrichtung zur Verschleißbestimmung einer Zündkerze
DE102015208388B4 (de) * 2015-05-06 2017-05-24 Mtu Friedrichshafen Gmbh Zündkerzenanordnung sowie Verfahren zur Bestimmung eines Verschleißgrades einer Zündkerze
DE102015120266A1 (de) 2015-11-23 2017-05-24 Volkswagen Ag Verfahren zur Verschleißabschätzung einer Zündkerze
DE102021102967A1 (de) 2021-02-09 2022-08-11 Karlsruher Institut für Technologie Verschleißanalyse an Zündsystemen

Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0142817A2 (fr) * 1983-11-19 1985-05-29 Bayerische Motoren Werke Aktiengesellschaft, Patentabteilung AJ-3 Méthode de test pour système d'allumage de moteur à combustion interne
EP0268684A1 (fr) * 1986-04-21 1988-06-01 Kabushiki Kaisha Komatsu Seisakusho Systeme de surveillance pour l'entretien d'une voiture
FR2687255A1 (fr) * 1992-02-07 1993-08-13 Renault Procede d'estimation de l'etat d'usure d'une bougie.
DE19608526A1 (de) * 1996-03-06 1997-09-11 Bremicker Auto Elektrik Verfahren zur Regelung der Mindestzündenergie
DE19860452A1 (de) * 1998-12-28 2000-06-29 Bosch Gmbh Robert Zündanlage und Zündsteuerverfahren

Patent Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0142817A2 (fr) * 1983-11-19 1985-05-29 Bayerische Motoren Werke Aktiengesellschaft, Patentabteilung AJ-3 Méthode de test pour système d'allumage de moteur à combustion interne
EP0268684A1 (fr) * 1986-04-21 1988-06-01 Kabushiki Kaisha Komatsu Seisakusho Systeme de surveillance pour l'entretien d'une voiture
FR2687255A1 (fr) * 1992-02-07 1993-08-13 Renault Procede d'estimation de l'etat d'usure d'une bougie.
DE19608526A1 (de) * 1996-03-06 1997-09-11 Bremicker Auto Elektrik Verfahren zur Regelung der Mindestzündenergie
DE19860452A1 (de) * 1998-12-28 2000-06-29 Bosch Gmbh Robert Zündanlage und Zündsteuerverfahren

Cited By (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2016050388A1 (fr) * 2014-09-29 2016-04-07 Robert Bosch Gmbh Système d'allumage et procédé permettant de contrôler les électrodes d'une bougie d'allumage d'un moteur à combustion interne
CN107076099A (zh) * 2014-09-29 2017-08-18 罗伯特·博世有限公司 点火系统和用于检查内燃机的火花塞的电极的方法
US10156221B2 (en) 2014-09-29 2018-12-18 Robert Bosch Gmbh Ignition system and method for checking electrodes of a spark plug of an internal combustion engine
US10641232B2 (en) 2017-09-25 2020-05-05 Ford Global Technologies, Llc Ignition coil dwell control
EP3578804A1 (fr) 2018-06-07 2019-12-11 Caterpillar Energy Solutions GmbH Détermination du taux d'usure d'une électrode de bougie d'allumage pour un moteur à allumage commandé
US10961973B2 (en) 2018-06-07 2021-03-30 Caterpillar Energy Solutions Gmbh Spark plug electrode wear rate determination for a spark-ignited engine
US11015568B2 (en) 2018-06-27 2021-05-25 Caterpillar Energy Solutions Gmbh Dynamic ignition energy control

Also Published As

Publication number Publication date
DE102006011886A1 (de) 2007-09-20
EP1835172A3 (fr) 2014-12-17

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