EP2290223A1 - Zündungssteuerungseinheit zur Steuerung mehrerer Zündungen - Google Patents

Zündungssteuerungseinheit zur Steuerung mehrerer Zündungen Download PDF

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Publication number
EP2290223A1
EP2290223A1 EP09169020A EP09169020A EP2290223A1 EP 2290223 A1 EP2290223 A1 EP 2290223A1 EP 09169020 A EP09169020 A EP 09169020A EP 09169020 A EP09169020 A EP 09169020A EP 2290223 A1 EP2290223 A1 EP 2290223A1
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EP
European Patent Office
Prior art keywords
spark
primary
current
ecu
control unit
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Withdrawn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
EP09169020A
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English (en)
French (fr)
Inventor
Mario Maier
Bernhard Opitz
Hartwig Senftleben
Bernd Hilgenberg
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
Priority to EP09169020A priority Critical patent/EP2290223A1/de
Publication of EP2290223A1 publication Critical patent/EP2290223A1/de
Withdrawn legal-status Critical Current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
    • 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
    • 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
    • F02P15/10—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 continuous electric sparks

Definitions

  • the invention relates to the field of ignition control units for the automobiles. Generating multiple ignitions in one combustion cycle is disclosed in a patent US 6032657 .
  • the US 6032657 discloses an ignition system controlled by an engine control unit (ECU).
  • the ECU is programmed to produce a succession of charging and discharging cycles during a combustion cycle. Each of the charging cycle is separated by a time interval which is either equal to or greater than the duration of a discharge cycle.
  • the timing information to start a first spark, the information on primary and/or secondary currents to be controlled in the coils, are encoded using a simple method.
  • the gap between the two pulses delivered by the ECU is used to encode the required information to be sent to ignition control unit (ICU).
  • ICU ignition control unit
  • the timing information to start a first spark, the information on primary and/or secondary currents, are received from the ECU on the control line without needing any additional hardware support.
  • a feedback to the ECU is provided on the charging and discharging cycles.
  • the ECU can use the feedback to determine actual number of ignitions occurring in the current combustion cycle and the ECU can further determine whether to stop further ignitions in the current combustion cycle based on the engine operating conditions.
  • Shown in fig. 1 is an ignition control unit (ICU) 10 receiving inputs 12 from an ECU 13 to control a spark plug 18.
  • the ICU 10 and the ECU 13 are connected over a control line.
  • the ICU 10 comprises a receiving means 14 which receives the inputs 12 from the ECU and a control means 16 which controls the spark plug 18.
  • the receiving means 14 also provides a feedback to the ECU 13 over the same control line, by switching the current on the control line to different values.
  • the internal components of the control means 16 are shown in figure 1A .
  • the control means 16 comprises a primary coil 20, a secondary coil 22, a control circuit 24 to control charging and discharging of the coil.
  • the control means 16 also comprises two shunts A, B to measure the primary and secondary currents.
  • the spark plug 18 is directly connected to the secondary coil 22.
  • the current in the primary coil is referred as primary current and the current in the secondary coil is referred as secondary current.
  • the ECU 13 has a current measuring means 26 which
  • Fig. 1B shows some internal parts of the receiving means 14.
  • the receiving means 14 comprises the receiving circuit which is not shown and two sinks C, D, in the form of transistors.
  • the two sinks are used to send feedback to the ECU as explained in later part of the description.
  • the charging cycle refers to a state when the driver circuit connects the battery to the primary coil to supply current to the primary coil. As the current flows in the primary coil, the energy is stored in the coil in the form of magnetic field.
  • the driver circuit disconnects the primary coil from the battery, thereby causing a sudden change in the primary current. This results in a high voltage in the secondary coil.
  • the spark plug As the secondary coil is directly connected to the spark plug, when the voltage on the secondary coil exceeds a break through voltage, the spark plug generates a spark in the combustion chamber and the stored energy is discharged. This is referred as discharging cycle.
  • the charging and discharging of the coils is controlled in dependence of the inputs 12.
  • the inputs 12 received by the ICU 10 comprise a timing information to start charging of the coils; a timing information to start a first spark; information on threshold values for primary and/or secondary currents for the coils and a timing window within which the subsequent sparks are to be generated.
  • the receiving means 14 receives the inputs 12 sent by the ECU and passes on the inputs 12 to the control means 16 as and when they come.
  • the control means 16 determines the timing information to start the charging of the coils and then starts the charging of the coils. Once the control means 16 receives the timing information to start the spark, the control means 16 starts the discharge cycle. Start of the discharge cycle results in a spark.
  • the control means 16 controls the charging and discharging according to the thresholds of the primary and/or the secondary currents. The charging and the discharging of the coils repetitively will generate multiple sparks, each spark corresponding to one charging and discharging cycle.
  • Shown in fig 2 are the voltage and current waveforms.
  • the graph 2A shows the voltage on the control line between the ECU and the ICU 10, the X axis representing the time and the Y axis representing the voltage.
  • the control line is used by the ECU to provide the required inputs 12 to the ICU 10.
  • the graph 2B shows the primary current, the X axis representing the time and the Y axis representing the current.
  • the graph 2C shows the secondary current, the X axis representing the time and the Y axis representing the current in Amps.
  • the ECU sends two pulses 200, 202 to the ICU 10.
  • the rising edge of the first pulse 200 informs the ICU 10 to start the charging of the coils.
  • the driver circuit in the control means 16 closes the circuit in the primary coil so that the current in the primary coil increases from 0 to a threshold value. If a threshold value is not provided by the ECU for the primary current, the circuit is kept closed till the ECU requests for start of spark. This is charging cycle.
  • the falling edge of the first pulse 200 represents timing information to start a first spark.
  • the control means 16 disconnects the primary coil from the battery.
  • the circuit of the primary coil When the circuit of the primary coil is disconnected, it induces high electric voltage in the secondary coil because of the sudden change in the primary current.
  • the energy stored in the magnetic field is converted to electrical energy.
  • a spark is produced by the spark plug which ignites the air-fuel mixture in the combustion chamber. This is the discharging cycle.
  • the current in the secondary coil increases rapidly from 0 to a peak. As the energy stored in the magnetic field is converted into electrical energy and discharged, the secondary current starts decreasing from peak towards 0. The time taken by the secondary current to reduce from peak to zero is indicative of the duration of the spark.
  • the coil is charged and discharged multiple times. As the charging takes some time, the discharging can take place only when the coil has sufficient charge.
  • the duration of the spark can be controlled accurately.
  • the duration of the ignition can be controlled accurately.
  • the ICU 10 needs the threshold values for the primary and the secondary currents. This information is sent from the ECU as coded information using the gap 204 between the first pulse 200 and the second pulse 202. There are different cases; in one case only the threshold for the secondary current is sent by the ECU. In another case a combination of threshold values for a primary and secondary current is sent. For example, the combination may be 40 mA and 15 A, 40 mA representing the secondary current and 15 A representing the primary current. Similarly there may be other options for threshold combinations.
  • the gap 204 between the first pulse 200 and the second pulse 202 is used to encode the threshold values for the currents, i.e. the primary and/or the secondary currents.
  • a gap of 50 micro sec may represent the threshold value for secondary current as 40 mA; a gap of 100 micro sec may represent the threshold value for secondary current as 80 mA and so on.
  • the information on primary current is not encoded. So the primary current can reach a default threshold value. This is represented in fig 2A .
  • the width of the second pulse 202 provides information on a time window within which the subsequent sparks are to be generated.
  • the control means 16 decodes the gap to find out whether the threshold value is provided only for the secondary current or for both primary and secondary currents.
  • the threshold values for the secondary current and primary current are stored as Is and lp respectively. These threshold values are used to compare the actual currents for charging and discharging cycles.
  • the control means 16 keeps monitoring the currents in the primary and secondary coils using shunts A and B respectively.
  • the control means 16 starts again the charging cycle when the secondary current reaches the threshold value Is during discharging cycle, i.e., when the discharging is occurring, if the secondary current reaches the threshold value Is, then the charging cycle is started, which ends the current spark.
  • the charging cycle continues till the primary current reaches a default peak value. Then again a discharging cycle is started. This cycle of charging and discharging continues as long as the second pulse 202 is high.
  • the control means 16 starts the charging cycle when the secondary current reaches the threshold value Is during discharging cycle, i.e., when the discharging is occurring, if the secondary current reaches the threshold value Is, then the charging cycle is started, which ends the current spark. The charging cycle continues till the primary current reaches the threshold value lp. Once the primary current reaches the threshold value lp, the discharge cycle starts.
  • the charging and discharging cycles continue as long as the second pulse is high. Once the second pulse goes low, the charging and discharging cycles are stopped which in turn stop sparks for the current combustion cycle.
  • the duration of the second pulse 202 is indicative of the total duration of the subsequent sparks i.e. longer the second pulse 202, longer is the total duration of the subsequent sparks.
  • Fig. 3 shows encoding of the threshold values for both primary and secondary currents.
  • the Fig 3 is same as fig. 2 except that the thresholds for a combination of primary and secondary currents is shown.
  • a gap of 200 micro sec may represent the threshold values for secondary current as 50 mA and primary current as 15 A
  • a gap of 300 micro sec can represent the threshold values for secondary current as 50 mA and primary current as 17 A.
  • the gap is used to provide threshold values for a combination of primary and secondary currents. This is represented in graph 3A to 3C. The encoding of the threshold values of currents can vary based on the requirements of the engine.
  • the gap is used to send encoded information by the ECU for the threshold values for the secondary and/or primary currents
  • the information is used to control the sparks in the same combustion cycle in which the information is received.
  • Fig 4 Shown in Fig 4 is another way of sending the information on threshold values for primary current and or/secondary current.
  • the gap represents the ramp down of threshold values from spark to spark, in percentage, for example the sparks ramp down every time to 95% threshold of previous spark for primary and/secondary.
  • the gap may also be used to encode the constant ramp down value of the sparks or whether only the subsequent spartks need to differ from primary spark by any given value etc.
  • the gap can be used to control the sparks in many ways depending upon the requirements of the engine
  • Shown in fig. 5 is another way of supplying the inputs 12 to the ICU 10 by the ECU.
  • the graph represents the voltage on the control line and how a predefined protocol is used to send the inputs 12 from the ECU.
  • the coded information is sent using the predefined protocol during the second pulse 202.
  • the inputs 12 received during the current combustion cycle are used for the next combustion cycle.
  • the other graphs remain same as in previous figures.
  • Shown in fig. 6A is a signal supplied by the ECU to the ICU on the control line, the X axis representing the time and Y axis representing the voltage. This signal is same as shown in Fig. 2A .
  • the graph 6B shows the corresponding current waveform.
  • the current on the control line provides a feedback to the ECU on whether the current cycle is a charging cycle or a discharging cycle.
  • the invention proposes two current sinks C and D, in the receiving means 14 which are connectable to the control line and the control line can be switched between the two sinks.
  • the first transistor C sinks an I1 amount of current and the second transistor D sinks an I2 amount of current.
  • the receiving means 14 connects the first sink C to the control line during the charging cycle and the second sink D during the discharging cycle so that the current on the control line has different values for charging cycle and discharging cycle.
  • the graph 5A shows the two currents on the control line. The other graphs are same as in previous figures.
  • the ECU can monitor the current on the control line using the current measuring means 26 and count the number of charging cycles and discharging cycles. Thus the ECU can determine how many sparks have occurred in the present combustion cycle and further determine whether to stop further sparks in the current combustion cycle.

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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)
EP09169020A 2009-08-31 2009-08-31 Zündungssteuerungseinheit zur Steuerung mehrerer Zündungen Withdrawn EP2290223A1 (de)

Priority Applications (1)

Application Number Priority Date Filing Date Title
EP09169020A EP2290223A1 (de) 2009-08-31 2009-08-31 Zündungssteuerungseinheit zur Steuerung mehrerer Zündungen

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
EP09169020A EP2290223A1 (de) 2009-08-31 2009-08-31 Zündungssteuerungseinheit zur Steuerung mehrerer Zündungen

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EP2290223A1 true EP2290223A1 (de) 2011-03-02

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Cited By (10)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2013139974A1 (fr) * 2012-03-23 2013-09-26 Snecma Appareil d'allumage pour turboréacteur
EP2650530A1 (de) * 2012-04-13 2013-10-16 Delphi Automotive Systems Luxembourg SA Multiladungszündsystem
EP2873850A1 (de) * 2013-11-14 2015-05-20 Delphi Automotive Systems Luxembourg SA Verfahren und Vorrichtung zur Steuerung eines Vielfachfunkenzündsystems für eine Brennkraftmaschine
DE102011077357B4 (de) * 2010-06-25 2015-06-18 Ford Global Technologies, Llc Funkenwiederzündung/-mehrfachzündung verwendende motorsteuerung
US20150211474A1 (en) * 2014-01-24 2015-07-30 Adam Eckardt Multi-strike engine ignition techniques
DE102014109974A1 (de) * 2014-07-16 2016-01-21 Borgwarner Ludwigsburg Gmbh Verfahren zum Steuern eines Verbrennungsmotors und Zündsteuergerät für ein solches Verfahren
WO2016020087A1 (de) * 2014-08-05 2016-02-11 Robert Bosch Gmbh Zündsystem und verfahren zum steuern eines zündsystems für eine fremdgezündete brennkraftmaschine
JP2019190328A (ja) * 2018-04-23 2019-10-31 ダイハツ工業株式会社 内燃機関の制御装置
US11378051B2 (en) * 2019-04-09 2022-07-05 Denso Corporation Ignition control device
US11466657B2 (en) * 2018-10-24 2022-10-11 Hitachi Astemo, Ltd. Control device for internal combustion engine

Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US5476084A (en) * 1993-01-15 1995-12-19 Ford Motor Company Energy-on-demand ignition coil
US6032657A (en) 1997-06-02 2000-03-07 Cooper Industries Italia Spa Multi spark ignition system
US20030154954A1 (en) * 2000-06-03 2003-08-21 Manfred Vogel Method of ignition and corresponding ignition unit
WO2009012836A1 (de) * 2007-07-24 2009-01-29 Daimler Ag Verfahren zum betreiben eines zündsystems für einen fremdzündbaren verbrennungsmotor eines kraftfahrzeugs und zündsystem
WO2009053162A1 (de) * 2007-10-26 2009-04-30 Robert Bosch Gmbh Vorrichtung zur regelung eines mehrfachfunkenbetriebs einer verbrennungskraftmaschine und zugehöriges verfahren

Patent Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US5476084A (en) * 1993-01-15 1995-12-19 Ford Motor Company Energy-on-demand ignition coil
US6032657A (en) 1997-06-02 2000-03-07 Cooper Industries Italia Spa Multi spark ignition system
US20030154954A1 (en) * 2000-06-03 2003-08-21 Manfred Vogel Method of ignition and corresponding ignition unit
WO2009012836A1 (de) * 2007-07-24 2009-01-29 Daimler Ag Verfahren zum betreiben eines zündsystems für einen fremdzündbaren verbrennungsmotor eines kraftfahrzeugs und zündsystem
WO2009053162A1 (de) * 2007-10-26 2009-04-30 Robert Bosch Gmbh Vorrichtung zur regelung eines mehrfachfunkenbetriebs einer verbrennungskraftmaschine und zugehöriges verfahren

Cited By (20)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102011077357B4 (de) * 2010-06-25 2015-06-18 Ford Global Technologies, Llc Funkenwiederzündung/-mehrfachzündung verwendende motorsteuerung
RU2616726C2 (ru) * 2012-03-23 2017-04-18 Снекма Блок зажигания для турбореактивного двигателя
CN104204468A (zh) * 2012-03-23 2014-12-10 斯奈克玛 用于涡轮喷气引擎的点火单元
CN104204468B (zh) * 2012-03-23 2016-10-26 斯奈克玛 用于涡轮喷气引擎的点火单元
FR2988435A1 (fr) * 2012-03-23 2013-09-27 Snecma Boitier d'allumage pour turboreacteur a segregation d'allumage
WO2013139974A1 (fr) * 2012-03-23 2013-09-26 Snecma Appareil d'allumage pour turboréacteur
US9915207B2 (en) 2012-03-23 2018-03-13 Snecma Ignition unit for turbojet engine
EP2650530A1 (de) * 2012-04-13 2013-10-16 Delphi Automotive Systems Luxembourg SA Multiladungszündsystem
EP2873850A1 (de) * 2013-11-14 2015-05-20 Delphi Automotive Systems Luxembourg SA Verfahren und Vorrichtung zur Steuerung eines Vielfachfunkenzündsystems für eine Brennkraftmaschine
US20150211474A1 (en) * 2014-01-24 2015-07-30 Adam Eckardt Multi-strike engine ignition techniques
US9777696B2 (en) 2014-07-16 2017-10-03 Borgwarner Ludwigsburg Gmbh Method for controlling an internal combustion engine and ignition control device for such a method
DE102014109974B4 (de) * 2014-07-16 2017-10-05 Borgwarner Ludwigsburg Gmbh Verfahren zum Steuern eines Verbrennungsmotors und Zündsteuergerät für ein solches Verfahren
DE102014109974A1 (de) * 2014-07-16 2016-01-21 Borgwarner Ludwigsburg Gmbh Verfahren zum Steuern eines Verbrennungsmotors und Zündsteuergerät für ein solches Verfahren
CN106662064A (zh) * 2014-08-05 2017-05-10 罗伯特·博世有限公司 点火系统和控制用于外源点火的内燃机的点火系统的方法
WO2016020087A1 (de) * 2014-08-05 2016-02-11 Robert Bosch Gmbh Zündsystem und verfahren zum steuern eines zündsystems für eine fremdgezündete brennkraftmaschine
US10036362B2 (en) 2014-08-05 2018-07-31 Robert Bosch Gmbh Ignition system and method for controlling an ignition system for a spark-ignited internal combustion engine
CN106662064B (zh) * 2014-08-05 2019-03-08 罗伯特·博世有限公司 点火系统和控制用于外源点火的内燃机的点火系统的方法
JP2019190328A (ja) * 2018-04-23 2019-10-31 ダイハツ工業株式会社 内燃機関の制御装置
US11466657B2 (en) * 2018-10-24 2022-10-11 Hitachi Astemo, Ltd. Control device for internal combustion engine
US11378051B2 (en) * 2019-04-09 2022-07-05 Denso Corporation Ignition control device

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