EP2020502A1 - Dispositif d'allumage électrique pour moteurs à combustion interne - Google Patents

Dispositif d'allumage électrique pour moteurs à combustion interne Download PDF

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Publication number
EP2020502A1
EP2020502A1 EP07113616A EP07113616A EP2020502A1 EP 2020502 A1 EP2020502 A1 EP 2020502A1 EP 07113616 A EP07113616 A EP 07113616A EP 07113616 A EP07113616 A EP 07113616A EP 2020502 A1 EP2020502 A1 EP 2020502A1
Authority
EP
European Patent Office
Prior art keywords
ignition
coils
ignition switch
energy storage
storage element
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Withdrawn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
EP07113616A
Other languages
German (de)
English (en)
Inventor
Leo Kiessling
Stanislaw Chicon
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.)
Pruefrex Elektro Apparatebau GmbH
Original Assignee
Pruefrex Elektro Apparatebau 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 Pruefrex Elektro Apparatebau GmbH filed Critical Pruefrex Elektro Apparatebau GmbH
Priority to EP07113616A priority Critical patent/EP2020502A1/fr
Priority to US12/183,092 priority patent/US8032292B2/en
Publication of EP2020502A1 publication Critical patent/EP2020502A1/fr
Withdrawn legal-status Critical Current

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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
    • F02P1/00—Installations having electric ignition energy generated by magneto- or dynamo- electric generators without subsequent storage
    • F02P1/08—Layout of circuits
    • F02P1/086—Layout of circuits for generating sparks by discharging a capacitor into a coil circuit
    • 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
    • F02P9/00—Electric spark ignition control, not otherwise provided for
    • F02P9/002—Control of spark intensity, intensifying, lengthening, suppression
    • F02P9/005—Control of spark intensity, intensifying, lengthening, suppression by weakening or suppression of sparks to limit the engine speed
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2400/00—Control systems adapted for specific engine types; Special features of engine control systems not otherwise provided for; Power supply, connectors or cabling for engine control systems
    • F02D2400/06—Small engines with electronic control, e.g. for hand held tools
    • 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
    • F02P11/00—Safety means for electric spark ignition, not otherwise provided for
    • F02P11/02—Preventing damage to engines or engine-driven gearing
    • F02P11/025—Shortening the ignition when the engine is stopped

Definitions

  • Magneto ignition according to the principle of capacitor discharge, for small engines, preferably hand-held small motors.
  • the invention relates to an electrical ignition method for internal combustion engines, using an arrangement of a plurality of coils and a synchronous to the machine rotating magnetic generator whose magnetic field passes through the coils temporarily and generates a sequence of magnetic flux changes per revolution. In this case, a sequence of corresponding alternating voltage half-waves is induced in the coils in or on the coils.
  • the invention relates to an ignition module, suitable for carrying out the generic ignition method, which has a magnetizable and surrounded by a plurality of induction coils yoke core.
  • This is structurally-geometrically designed with a first and a second leg.
  • the first leg is preferably surrounded by a charging coil, while the second leg is surrounded by at least the primary and secondary coils of a Zündüberitatis.
  • the invention relates to a computer program product with program code elements which are provided for execution on the programmable controller to implement said method.
  • the energy extraction for the individual areas strongly determines the energy that is ultimately available for the spark. There is a strong interaction. In this context was also in DE10232756 pointed. Thus determines the energy removal by the supply voltage part U3 (see Figure 3 the registration) of the control not insignificant the charging of the ignition capacitor.
  • the energy extraction is strongly determined by the coupling of the supply voltage part to the charging coil. For cost reasons, the coupling is kept as simple as possible, the electrolytic capacitor C30 of the supply voltage is coupled without resistance or via a fixed resistor R10 to the charging coil U1.
  • the object of the invention is to further increase the spark energy with the possibilities of circuit change, software changes and continue without cost increases.
  • invention 1 to x which can be used individually or in combination.
  • speed limitation balancing, parking.
  • a spark shutdown is used.
  • the operating mode speed limitation of the internal combustion engine starts as soon as a certain engine speed is exceeded.
  • the state of the art for this purpose is that above the speed limitation uses a spark shutdown, so no spark at the spark plug.
  • the ignition switch above the speed limit is constantly controlled to prevent charging of the ignition capacitor, the current from the charging coil is shorted to ground.
  • a mere non-trigger the ignition switch exudes, since typically the internal combustion engine in the case of low load extraction accelerated so far beyond the limiting speed that it remains several revolutions above this threshold and thus the ignition capacitor would be charged to a multiple of its allowable voltage. Although voltage limiting components would prevent this, they increase the complexity of components and thus the costs.
  • microelectronic control can be reduced by modern microprocessors far, so that values below 1mA can easily be undercut.
  • the drive current for the ignition switch gains more and more importance, this is usually several mA, this is also because circuit technology always a resistor parallel to the ignition switch control input to ground must be turned on to protect it against misadjustment, to keep insensitive.
  • the power consumption with activated ignition switch determines the design of the power supply of the controller, thus how much energy is taken from the charging coil into the power supply of the controller, thus how low impedance the coupling between charging coil and power supply can be designed Activation of the ignition switch to be ensured especially during shutdown even if by incorrect installation of the ignition module in the service of the air gap L deviating from nominal usually 0.3 mm to z. B. 2mm was set so that the stop function stops until the engine comes to a standstill. As a result of the cost pressure, the mechanical components are designed with higher tolerances, with the result that the setting clearance in the fastening bores of the ignition iron core, with unfavorable part pairing, permits the setting of such large air gaps.
  • the shutdown mode also uses spark shutdown. As in DE102004059070 shown it offers advantages of the shutdown to initiate a button. After releasing this button, it is still necessary to generate no ignition spark until the motor stops. For this purpose, the charging current is again short-circuited by the ignition switch to a charging of the ignition capacitor to be avoided.
  • Farther EP 1 496 249 15 shows that the ignition switch is actuated with the signal s4 over the full revolution in order to detect the state of stopping (h1 Fig. 15c) even after releasing the stop switch 10 Fig.12 the charge of the ignition capacitor by shorting the positive charging coil half-waves FIG. 15 e1 to prevent.
  • the coupling resistance can be increased. So that this resistor R10 can be increased to 2 kohms and more without the use of a series regulator, preferably to> 3 .... kohms. With the maximum air gap L of 1mm, which can be set by the mechanical design, the coupling resistance R10 can be increased to 10kOhm. This leads to a significant increase in the charging voltage of the ignition capacitor at high speeds, see attached diagram Fig. 4 , By increasing the Ankoppelwiderstandes in the example of 0.3kOhm to 10kOhm increases especially at higher speeds, the charging voltage of the ignition capacitor in the diagram shown as measure b.
  • invention 5 Regardless of each of these inventions or in (partial) combination with these inventions is proposed in a further invention (invention 5) below a certain speed despite spark shutdown the charging current of the ignition capacitor does not short-circuit by driving the ignition switch, but no longer to control the ignition switch.
  • the speed must be set so low that the ignition capacitor is not charged to impermissibly high voltages, risk of voltage breakdown in the ignition capacitor, despite the absence of discharging processes from the charging coil. This makes it possible to design the power supply of the controller only for normal operation, especially at low speeds, so that only the relatively short drive pulse (5 ... 100 ⁇ s) must be applied to trigger the ignition spark for triggering the ignition switch.
  • the spark shutdown is achieved in that the ignition switch is no longer activated, so no discharge of the ignition capacitor is more until the engine is stopped, the The ignition capacitor is reliably charged to a high level when the engine is at a standstill.
  • start boost ignition energy available
  • invention 3 as an alternative to or in (partial) combination with the invention 1, 2, 5, proposes to achieve the spark shutdown that outside of a motor uncritical angular range in which the engine does not accelerate further.
  • z. B. UT - the ignition switch is controlled to prevent overcharging.
  • the ignition timing of small engines is in the range of about 0 ° .... 35 ° v. OT.
  • R10 high-impedance coupling resistor of the power supply of the controller to the charging coil.
  • the trigger coil can be omitted and cost savings can be achieved. Since by means of one of the above inventions or the combination thereof, the power consumption of the control circuit could be greatly reduced, it is opposite DE 102 32 768 no longer necessary the voltage supply of the control circuit from the low-impedance trigger coil ( DE 102 32 768 Fig. 4 U2), but now from the charging coil, since a high-impedance coupling is possible, are the disadvantages of supplying the control of the charging coil, as in DE 102 32 768 named, avoided. Since the voltage signals ( DE 102 32 768 Fig.
  • the signal of the primary coil is used as an alternative, since this is arranged on the same core leg, it has the same shape with sufficient accuracy, only other amplitudes, which Sensitivity of the analog-to-digital converter can be compensated, so provides the same information.
  • the control sequence of DE1 0232768 which is based on the fact that the controller uses the signals from the trigger coil, or the signals from charging coil and trigger coil, so evaluates the signals from coils of both core legs, are accepted, although the trigger coil has been saved.
  • the primary coil By using the primary coil, or the signals also results in a simplification of the signal evaluation EP1496249 , in which the distances of the positive half-waves of the charging pulses are measured for the speed detection. Since these are short-circuited during the speed limitation, it is necessary to change to another signal in this operating mode. This is not necessary if, as described above, the rotational speed is obtained by measuring the signals of the primary coil.
  • Another invention 4 also in (partial) combination with the other inventions also allows to achieve an increase in the charging voltage of the ignition capacitor at low speeds by an extended control of the ignition switch.
  • the pre-charging of the ignition capacitor is prevented by the 2nd positive half-wave of the charging coil by this half-wave is short-circuited via the ignition switch. Since the ignition capacitor is not charged when the 1st positive half-wave of the charging coil occurs, a higher charging current sets in, whereby the resulting field of charging current through the charging coil and the magnetic field of the rotating pole wheel causes a faster flux change and thereby the amplitude of this half-wave higher values achieved as with a less loaded charging coil, as it would be in a pre-charge of the ignition capacitor.
  • This effect is speed-dependent and has an effect in the range up to approximately 3000 revolutions as an increase of the ignition capacitor charging voltage.
  • the course of the charging voltage of the ignition capacitor via the speed is shown in diagram 4.
  • the effect of measure a is shown in diagram 4, in which according to the invention 4, the precharging of the energy store (U4) by the half-wave 8 corresponds to the half-wave LS4, is prevented.
  • the measure a is activated in this case up to the speed of 2600 revolutions per minute, here is the fall in the charging voltage after the shutdown the largest. As the speed increases, the increase in voltage becomes less and less by preventing the precharge until it eventually reverses into a voltage reduction.
  • Fig. 1 are the magnetic generator M, S. N whose radial lines of symmetry in different rotational positions 30, 31, 32, 33, 34 located. These correspond to the magnetic flux changes 1, 3, 5, 7 in Fig. 2d and 9, 11, 13, 15 in Fig. 2b and with the AC half-waves 2, 4, 6, 8 in Fig. 2c and 10, 12, 14, 16 in Fig. 2a , Wherein the illustrated time courses for the individual leg magnetic fluxes Ba, Bb and the coil voltages U1, U5 or the same time scale and the same time intervals are plotted to each other according to their respective time-synchronous occurrence. The voltages on the Y-axes are shown with different scaling, depending on the different number of coil turns. To better clarify the physical relationships is in the Fig. 2a to 2d the occurrence of the rotational positions 30-34 also marked.
  • the pole wheel rotates with the magnet M integrated therein.
  • the magnetic field of this magnet M is conducted via the pole shoes S, N to the circumference of the pole wheel P.
  • the circumference is in Depending on the rotational position 30,31,32,33,34 the magnetic flux Ba penetrates the core limb Ka and the magnetic flux Bb penetrates the core limb Kb.
  • the charge coil is thus penetrated U1, the voltage signal 2c and induced in the primary coil Lp of the transmitter U5, the voltage signal 2a.
  • the positive half-waves Lsp are conducted via the rectifier D1 to the ignition capacitor U4 and charge it via the series-connected primary coils Lp.
  • Diode D2 allows this charging current to flow back to the charging coil.
  • the negative half-waves of the charging coil U1 pass through D4 and the coupling resistor R10 to the voltage supply circuit U3 and charge therein the electrolytic capacitor C30. This current can flow back to the charging coil via D3.
  • the coupling resistor R10 limits the current flow to U3. From the electrolytic capacitor C30 is provided according to the prior art via a further current limiting resistor R30 and the Zener diode ZD30 which limits the voltage, the supply voltage VDD for the control U8.
  • the controller detects via the coupling circuit by means of the inputs / outputs of the controller A1, A2, P1,2,3,4 the voltage signals LSn of the charging coil U1 and the voltage signal c of the primary coil Lp. From the sequence determines the controller U8 the state of the engine, so speed, rotational position, direction of rotation and controls the ignition switch U9. This is state of the art and eg in DE 102 32 756 , By driving the ignition switch U9, with charged ignition capacitor U4, this is discharged via the primary coil Lp of the ignition transformer U5 and thereby in the secondary coil coupled Ls which has about 100 times the number of turns, generates a high voltage pulse, which causes a sparkover on the spark plug Fu.

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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)
EP07113616A 2007-08-01 2007-08-01 Dispositif d'allumage électrique pour moteurs à combustion interne Withdrawn EP2020502A1 (fr)

Priority Applications (2)

Application Number Priority Date Filing Date Title
EP07113616A EP2020502A1 (fr) 2007-08-01 2007-08-01 Dispositif d'allumage électrique pour moteurs à combustion interne
US12/183,092 US8032292B2 (en) 2007-08-01 2008-07-31 Electrical ignition method for internal combustion engines

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
EP07113616A EP2020502A1 (fr) 2007-08-01 2007-08-01 Dispositif d'allumage électrique pour moteurs à combustion interne

Publications (1)

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EP2020502A1 true EP2020502A1 (fr) 2009-02-04

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EP07113616A Withdrawn EP2020502A1 (fr) 2007-08-01 2007-08-01 Dispositif d'allumage électrique pour moteurs à combustion interne

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US (1) US8032292B2 (fr)
EP (1) EP2020502A1 (fr)

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102013016028A1 (de) 2012-10-31 2014-04-30 Prüfrex engineering e motion gmbh & co. kg Zündverfahren für eine Brennkraftmaschine sowie danach arbeitende Zündvorrichtung
DE102013020739B3 (de) * 2013-12-10 2015-04-30 Prüfrex engineering e motion gmbh & co. kg Verfahren zum Betrieb einer Zündvorrichtung

Families Citing this family (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US8951632B2 (en) * 2007-01-03 2015-02-10 Applied Nanostructured Solutions, Llc CNT-infused carbon fiber materials and process therefor
JP6616095B2 (ja) * 2015-04-21 2019-12-04 株式会社オーディオテクニカ 可動マグネット型ピックアップカートリッジ
US9695792B2 (en) * 2015-07-24 2017-07-04 Ford Global Technologies, Llc System and method for operating an ignition system
US9890758B2 (en) * 2016-06-03 2018-02-13 Ford Global Technologies, Llc System and method for diagnosing an ignition system
CN108005832B (zh) * 2017-11-07 2019-10-22 浙江锋龙电气股份有限公司 一种小型汽油机的高精度点火系统
DE102018218238A1 (de) * 2018-10-24 2020-04-30 Rolls-Royce Deutschland Ltd & Co Kg Überwachung und Auslösung von elektrischen Sicherungen

Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE1954874A1 (de) * 1969-10-31 1971-05-06 Bosch Gmbh Robert Zum Betrieb einer Brennkraftmaschine dienende Zuendeinrichtung
DE2419776A1 (de) * 1974-04-24 1976-02-19 Bosch Gmbh Robert Elektronisch gesteuerte zuendanlage fuer brennkraftmaschinen mit einem magnetgenerator
US20020117148A1 (en) * 2000-07-20 2002-08-29 Leo Kiessling Ignition module with rotational speed limitation for an internal combustion engine

Family Cites Families (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US6691689B2 (en) * 2000-10-13 2004-02-17 Prüfrex-Elektro-Apparatebau, Inh. Helga Müller. Geb Dutschke Rotation direction detector in ignition equipment of an internal combustion engine
US6761148B2 (en) * 2001-09-03 2004-07-13 Prufrex-Electro-Apparateubau, Inh. Helga Muller, Geb Dutschke Electronic rotation speed-dependent control and/or diagnosis process for combustion engines
US6701896B2 (en) * 2001-11-13 2004-03-09 Prufrex-Elektro-Apparatebau, Inh. Helga Müller, geb. Dutschke Microelectronic ignition method and ignition module with ignition spark burn-time prolonging for an internal combustion engine
US7156075B2 (en) * 2004-08-20 2007-01-02 Prufrex-Elektro-Apparatebau, Inh. Helga Muller Geb Dutschke Ignition method with stop switch for internal-combustion engines
US7546836B2 (en) * 2007-01-26 2009-06-16 Walbro Engine Management, L.L.C. Ignition module for use with a light-duty internal combustion engine
EP2042727A1 (fr) * 2007-09-27 2009-04-01 Prüfrex-Elektro-Apparatebau Système d'allumage pour moteurs à combustion

Patent Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE1954874A1 (de) * 1969-10-31 1971-05-06 Bosch Gmbh Robert Zum Betrieb einer Brennkraftmaschine dienende Zuendeinrichtung
DE2419776A1 (de) * 1974-04-24 1976-02-19 Bosch Gmbh Robert Elektronisch gesteuerte zuendanlage fuer brennkraftmaschinen mit einem magnetgenerator
US20020117148A1 (en) * 2000-07-20 2002-08-29 Leo Kiessling Ignition module with rotational speed limitation for an internal combustion engine

Cited By (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102013016028A1 (de) 2012-10-31 2014-04-30 Prüfrex engineering e motion gmbh & co. kg Zündverfahren für eine Brennkraftmaschine sowie danach arbeitende Zündvorrichtung
US9574539B2 (en) 2012-10-31 2017-02-21 Pruefrex Engineering E Motion Gmbh & Co. Kg Ignition method for an internal combustion engine and an ignition device operated accordingly
DE102013016028B4 (de) 2012-10-31 2019-07-18 Prüfrex engineering e motion gmbh & co. kg Zündverfahren für eine Brennkraftmaschine sowie danach arbeitende Zündvorrichtung
DE102013020739B3 (de) * 2013-12-10 2015-04-30 Prüfrex engineering e motion gmbh & co. kg Verfahren zum Betrieb einer Zündvorrichtung
US9841355B2 (en) 2013-12-10 2017-12-12 Pruefrex Engineering E Motion Gmbh & Co. Kg Method for operating an ignition device

Also Published As

Publication number Publication date
US8032292B2 (en) 2011-10-04
US20090071441A1 (en) 2009-03-19

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