EP2325476B1 - Système d'allumage couplé à charges multiples doté d'un circuit de contrôle intelligent - Google Patents

Système d'allumage couplé à charges multiples doté d'un circuit de contrôle intelligent Download PDF

Info

Publication number
EP2325476B1
EP2325476B1 EP09176699.8A EP09176699A EP2325476B1 EP 2325476 B1 EP2325476 B1 EP 2325476B1 EP 09176699 A EP09176699 A EP 09176699A EP 2325476 B1 EP2325476 B1 EP 2325476B1
Authority
EP
European Patent Office
Prior art keywords
voltage
current
switching
switched
transformer
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.)
Active
Application number
EP09176699.8A
Other languages
German (de)
English (en)
Other versions
EP2325476A1 (fr
Inventor
Frank Lorenz
Marco Loenarz
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.)
Delphi Technologies Inc
Original Assignee
Delphi Technologies Inc
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 Delphi Technologies Inc filed Critical Delphi Technologies Inc
Priority to EP09176699.8A priority Critical patent/EP2325476B1/fr
Publication of EP2325476A1 publication Critical patent/EP2325476A1/fr
Application granted granted Critical
Publication of EP2325476B1 publication Critical patent/EP2325476B1/fr
Active legal-status Critical Current
Anticipated expiration legal-status Critical

Links

Images

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
    • F02P3/0407—Opening or closing the primary coil circuit with electronic switching means
    • F02P3/0435—Opening or closing the primary coil circuit with electronic switching means with semiconductor devices
    • F02P3/0442—Opening or closing the primary coil circuit with electronic switching means 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
    • 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
    • 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
    • F02P17/12—Testing characteristics of the spark, ignition voltage or current
    • F02P2017/121—Testing characteristics of the spark, ignition voltage or current by measuring spark voltage
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02P—IGNITION, OTHER THAN COMPRESSION IGNITION, FOR INTERNAL-COMBUSTION ENGINES; TESTING OF IGNITION TIMING IN COMPRESSION-IGNITION ENGINES
    • F02P3/00—Other installations
    • F02P3/02—Other installations having inductive energy storage, e.g. arrangements of induction coils
    • F02P3/04—Layout of circuits
    • F02P3/05—Layout of circuits for control of the magnitude of the current in the ignition coil
    • F02P3/051—Opening or closing the primary coil circuit with semiconductor devices
    • F02P3/053—Opening or closing the primary coil circuit with semiconductor devices using digital techniques
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • 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
    • F02P3/055—Layout of circuits with protective means to prevent damage to the circuit, e.g. semiconductor devices or the ignition coil
    • F02P3/0552—Opening or closing the primary coil circuit with semiconductor devices
    • F02P3/0554—Opening or closing the primary coil circuit with semiconductor devices using digital techniques

Definitions

  • the present invention relates to an ignition system and particularly, to an AC ignition system which is able to create and maintain a continuous spark.
  • Multi-charge Ignition systems produce a fast sequence of individual sparks, so that the output is a long quasi-continuous spark.
  • Multi-charge ignition methods have the disadvantage that the spark is interrupted during the recharge periods, which has negative effects, particularly noticeable when high turbulences are present in the combustion chamber. For example this can lead to misfire, resulting in higher fuel consumption and higher emissions.
  • prior solutions such as simple AC ignition systems have also the disadvantage that the primary side is directly coupled to the secondary side of the transformer during the firing, so the transferred energy to the spark plug decreases with higher burn voltages.
  • an ignition system providing power and duration controlled ignition spark.
  • the system comprises a spark controller, first switching energy accumulator, storage capacitor, and second switching energy accumulator with an ignition coil.
  • the ignition system utilizes dual means of switching energy accumulation, internal energy transfer, and three means of energy release to the ignition spark, managed by means of the spark controller depending on engine operating conditions, and provides continuous bipolar ignition spark.
  • Such ignition system is based on the use of an energy accumulator coupled to a storage capacitor in order to feed energy to a single ignition coil. It does not provide any solution to the disadvantage encountered with multi-charge systems.
  • One goal of the present invention is to overcome the aforecited drawbacks by providing a multi-charge ignition system without these negative effects and, at least partly, producing a continuous ignition spark over a wide area of burn voltage, delivering an adjustable energy to the spark plug and providing with a burning time of the ignition fire that can be chosen freely.
  • the invention concerns an ignition system for a combustion engine comprising a spark plug with a pair of gapped electrodes, a first transformer including a first primary winding inductively coupled to a first secondary winding, a second transformer including a second primary winding inductively coupled to a second secondary winding, secondary windings being each coupled to the gapped electrodes of the spark plug and a control unit enabled to simultaneously energize and deenergize primary windings by simultaneously switching on and off two switches to establish an electrical arc across the gapped electrodes and to sequentially energize and deenergize primary windings by sequentially switching on and off both switches to maintain a continuous ignition fire.
  • the control unit allows the control unit to use simultaneously the energy stored in both transformers to create an ignition spark and to use alternatively the energy stored either in one transformer or in the other to maintain a continuous ignition fire while reenergizing the other transformer.
  • the alternation between energizing and deenergizing is done after comparison of the secondary current with a predetermined current threshold representative of the minimum necessary level of energy stored in the transformer that is switched off. When the secondary current falls short to the predetermined current threshold, the switching operation is executed.
  • the ignition system allows production of a continuous ignition spark with a burning time of the ignition fire that can be chosen freely.
  • the ignition system further comprises a step-down converter connected to the primary windings and including a third switch and a diode, and said control unit is enabled to switch off said third switch when a primary current exceeds a predetermined current threshold in order to limit the stored energy in the transformer that is switched on by impelling a current over the diode. Due to this step-down converter, the primary current is limited to a predetermined maximum value, so that the transformers cannot go into magnetic saturation.
  • control unit is further enabled to compare the secondary current with the predetermined current threshold representative of the minimum necessary level of energy stored in the transformer that is switched off and to adapt this predetermined current threshold to the level of energy stored.
  • predetermined current threshold representative of the minimum necessary level of energy stored in the transformer that is switched off
  • secondary windings are decoupled one from the other by high voltage diodes, and said control unit is further enabled to detect a burn voltage at the spark plug in the combustion engine, to switch off both corresponding switches when burn voltage is higher than a predetermined burn voltage threshold and switch on high-voltage diodes so as a forward current floats through.
  • said control unit detects burn voltage at the spark plug by measuring the gradient of the secondary current. Detection of the burn voltage allows stopping ignition when it exceeds a predetermined level in order to be able to use ordinary low-cost high-voltage breakdown diodes on the secondary side, i.e. with a breakdown voltage of e.g. 5kV, instead of expensive and too large high-voltage diodes with a breakdown voltage of 30kV or more.
  • the present invention concerns a method of producing electrical arcs across a pair of gapped electrodes of a spark plug with an ignition system of claim 1, comprising the steps of:
  • the method further comprises the steps of comparing the primary current with a first predetermined current threshold; switching off a third switch when the primary current exceeds the first predetermined current threshold and impelling a current over a diode from the primary winding that is switched on.
  • the method further comprises the steps of comparing the secondary current with a second predetermined current threshold representative of the minimum necessary level of energy stored in the transformer that is switched off; and switching sequentially on and off both corresponding switches when the secondary current falls short to the second predetermined current threshold.
  • the method further comprises the step of setting adaptively said second predetermined current threshold to the level of energy stored in the transformer that is switched off.
  • the method further comprises the step of detecting burn voltage at the spark plug in the combustion engine and switching off both corresponding switches when burn voltage is higher than a predetermined burn voltage threshold and switching on high-voltage diodes so as forward current floats through.
  • a multi-charge ignition system for producing a continuous ignition spark over a wide area of burn voltage servicing a single set of gapped electrodes in a spark plug 11 such as might be associated with a single combustion cylinder of an internal combustion engine (not shown).
  • the multi-charge ignition system uses fast charging ignition coils (L1-L4), including primary windings, L1, L2 to generate the required high AC voltage and wound on a common core K1 forming a first transformer and secondary windings L3, L4 wound on another common core K2 forming a second transformer.
  • the two coil ends of the first and second primary windings L1, L3 may be alternately switched to a common ground such as a chassis ground of an automobile by electrical switches Q1, Q2.
  • These switches Q1, Q2 are preferably Insulated Gate Bipolar Transistors.
  • Resistor R1 for measuring the primary current I p that flows from the primary side is connected between the switches Q1, Q2 and ground, while resistor R2 for measuring the secondary current I s that flows from the secondary side is connected between the diodes D1, D2 and ground.
  • the low-voltage ends of the secondary windings L2, L4 are coupled to a common ground or chassis ground of an automobile through high-voltages diodes D1, D2.
  • the high-voltage ends of the secondary ignition windings L2, L4 are coupled to one electrode of a gapped pair of electrodes in a spark plug 11 through conventional means.
  • the other electrode of the spark plug 11 is also coupled to a common ground, conventionally by way of threaded engagement of the spark plug to the engine block.
  • the primary windings L1, L3 are connected to a common energizing potential which in the present embodiment is assumed to correspond to conventional automotive system voltage in a nominal 12V automotive electrical system and is in the figure the positive voltage of battery 15.
  • the charge current can be supervised by an electronic control circuit 13 that controls the state of the switches Q1, Q2.
  • the control circuit 13 is for example responsive to engine spark timing (EST) signals to selectively couple the primary windings L1 and L2 to system ground through switches Q1 and Q2 respectively controlled by signals Igbt1 and Igbt2 respectively.
  • Measured primary current I p and secondary current I s are sent to control unit 13.
  • the common energizing potential of the battery 15 is coupled by way of an ignition switch M1 to the primary windings L1, L3 at the opposite end that the grounded one.
  • Switch M1 is preferably a MOSFET transistor.
  • a diode D3 is coupled to transistor M1 so as to form a step-down converter.
  • Control unit 13 is enabled to switch off switch M1 by means of a signal FET.
  • the control circuit 13 is operative to provide an extended continuous high-energy arc across the gapped electrodes.
  • switches M1, Q1 and Q2 are all switched on, so that the delivered energy of the power supply 15 is stored in the magnetic circuit of both transformers (T1, T2).
  • both primary windings are switched off at the same time by means of switches Q1 and Q2.
  • switch Q1 is switched on and switch Q2 is switched off (or vice versa).
  • the first transformer (L1, L2) stores energy into its magnetic circuit while the second transformer (L3, L4) delivers energy to spark plug (or vice versa).
  • the control unit detects it and switches transistor M1 off.
  • the stored energy in the transformer (L1, L2 or L3, L4) that is switched on (Q1, or Q2) impels a current over diode D3 (step-down topology), so that the transformer cannot go into the magnetic saturation, its energy being limited.
  • transistor M1 will be permanently switched on and off to hold the energy in the transformer on a constant level.
  • steps 3 to 5 will be iterated by sequentially switching on and off switches Q1 and Q2 as long as the control unit switches both switches Q1 and Q2 off.
  • the trace represents primary current I p along time.
  • the traces represent the secondary current I s and the secondary voltage U s at the gapped electrodes of the spark plug.
  • the different steps 1 to 5 of operation of the control circuit have been reported on Figure 2 .
  • step 1 i.e. M1, Q1 and Q2 switched on
  • the primary current I p is increasing rapidly with the energy storage in the transformers.
  • step 2 i.e. Q1 and Q2 switched off
  • the secondary current I s is increasing and a high voltage is induced so as to create an ignition spark through the gapped electrodes of the spark plug.
  • step 3 i.e.
  • step 4 comparison is made between primary current I p and a limit I pmax . When I p exceeds I pmax M1 is switched off, so that the "switched on" transformer cannot go into the magnetic saturation, by limiting its stored energy.
  • step 5 comparison is made between the secondary current I s and a secondary current threshold level I smin . If I s ⁇ I smin , Q1 is switched off and Q2 switched on (or vice versa). Then steps 3 to 5 will be iterated by sequentially switching on and off Q1 and Q2 as long as the control unit switches both Q1 and Q2 off. Because of the alternating charging and discharging of the two transformers the ignition system delivers a continuous ignition fire.
  • Figure 3 is a diagram showing in more details step by step the different control signals sent and received by the control unit of an ignition system as illustrated in Figure 1 .
  • control unit checks whether there is a high EST signal. If so, during a step S1, control signals Igbt1, Igbt2 and Fet are switched on, so both transformers are charged at the same time. The delivered energy of the power supply is stored in the magnetic circuit of the transformers.
  • control unit checks whether there is a low EST signal. Until this is the case, the transformers are charging.
  • both control signals Igbt1 and Igbt2 are switched off.
  • a high voltage is induced (up to 30-40kV).
  • a spark gap at the spark plug breaks down and the secondary voltage decreases to a burn voltage (e.g. ⁇ 0.5 kV).
  • the high voltage diodes (D1, D2) are protected from too high voltages, because both diodes are conducted in forward direction during this critical breakthrough period.
  • step S3 Igbt1 remains off and Igbt2 is switched on.
  • coil T1 is recharged and coil T2 is firing.
  • the control signal FET is switched off for a short time during a step S4.
  • the primary current I p is limited to a maximum value and cannot rise up very quickly to non-controllable values; and therefore the magnetic circuit cannot go into magnetic saturation.
  • the control circuit will advantageously switch both Igbt1 and Igbt2 off, if the secondary voltage (respectively dI s /dt) reaches a maximum limit (U s >U smax ).
  • the control circuit detects the gradient of the secondary current any more and will fall back to the normal operational mode, if the secondary voltage falls below the maximum limit (Us ⁇ Usmax), i.e. one Igbt control signal being on, the other one being off. In case the secondary voltage would remain at a very high level, the system then works in a normal multi-charge mode where both Igbt signals are on respectively off at the same time, (see figures 4 and 5 ). Another way to detect the secondary voltage is to measure the voltage at the drain connector of the transistors Q1, Q2.
  • step 5 if the secondary current I s falls short off the secondary current threshold I smin (I s ⁇ I smin ) the Igbt 2 control signal is switched off and Igbt 1 is switched on. Then during a step 6, the Igbt control signals are alternately switched on and off, steps 1.2, 4, 4.1 and 5 being iterated by the control unit.
  • the burn voltage at the spark plug in a combustion engine is variable, because of the turbulences at the ignition spark.
  • the secondary voltage U s becomes higher, the firing transformer has to deliver more energy to the ignition spark. Then, the transformer, which is recharging, cannot safe enough energy until the secondary current I s falls short to the secondary current threshold I smin . Consequently, the average energy level in the transformers decreases.
  • the burn voltage U s is advantageously detected and the secondary current threshold I smin set adaptively to a level that depends on the stored energy in the charging coil. This situation has been shown in Figure 4 .
  • Figure 4 illustrates three traces which represent primary current I p , secondary current I s and the secondary voltage U s along time.
  • the secondary voltage or burn voltage is around 2kV, i.e. twice greater than in the example of Figure 2 .
  • the steps for creating and maintaining an ignition spark are mainly the same as for the example of Figure 2 .
  • the secondary current threshold I s is set dependent on the primary current I p (see step S1.2 explained above). This function is useful to prevent the system to get to an oscillating system.
  • the secondary current threshold I smin reaches a minimum set value, the system switches into a normal multi-charge mode to deliver a higher power level to the spark plug until the burn voltage decreases.
  • the burn voltage U s becomes too high (e.g. the ignition spark is blown out), the high-voltage diodes on the secondary side can breakdown.
  • One possible solution is to increase the breakdown voltage of the diodes, e.g. to 30kV or more. But these diodes are expensive and/or not available for automotive applications. Therefore, to minimize the breakdown voltage of the high-voltage diodes on the secondary side, the burn voltage U s has to be detected by the control unit.
  • a convenient way to do so is to detect the gradient of the secondary current (dl s /dt). If the gradient is too high, the control unit switches both transistors Q1 and Q2 off. Thus, the diodes are safe, because both are switched on and through the diodes float a forward current. This situation has been shown in Figure 5 .
  • Figure 5 illustrates the same traces as Figure 4 , namely the primary current I p , the secondary current I s and the secondary voltage U s along time.
  • the secondary voltage or burn voltage is around 4.8kV, i.e. five greater than in the example of Figure 2 .
  • the controlling unit detects the detects the gradient of the secondary current (dl s /dt). Over a predetermined value, e.g. 4kV, since the gradient is to high, the ignition system switches both transistors Q1 and Q2 off, so as to deliver a higher power level to the spark plug until the burn voltage decreases called normal multi-charge mode. If the burn voltage does not decrease the system remains in this normal multi-charge mode.
  • such intelligent control unit saves the high-voltage diodes on the secondary side for too large burn voltages, allowing using safely high-voltage diodes with only a breakdown voltage of 5kV which are easily available and at low price on the market.

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)

Claims (10)

  1. Système d'allumage pour un moteur à combustion interne, comprenant :
    - une bougie avec une paire d'électrodes écartées ;
    - un premier transformateur (T1) incluant un premier enroulement primaire (L1) couplé de manière inductive à un premier enroulement secondaire (L2) ;
    - un second transformateur (T2) incluant un second enroulement primaire (L3) couplé de manière inductive à un second enroulement secondaire (L4) ;
    - les enroulements secondaires (L2, L4) étant couplés chacun aux électrodes écartées de la bougie et étant découplés l'un de l'autre par des diodes à haut voltage (D1, D2) ;
    - une unité de commande activée pour exciter et désexciter simultanément les deux enroulements primaires (L1, L3) en commutant simultanément en marche et à l'arrêt deux commutateurs correspondants (Q1, Q2) pour établir un arc électrique entre les électrodes écartées et pour exciter et désexciter séquentiellement les deux enroulements primaires (L1, L3) en commutant séquentiellement en marche et à l'arrêt les deux commutateurs correspondants (Q1, Q2) pour maintenir une étincelle d'allumage continue,
    caractérisé en ce que ladite unité de commande est en outre activée pour détecter un voltage actif de l'étincelle dans le moteur à combustion interne, pour commuter à l'arrêt les deux commutateurs correspondants (Q1, Q2) quand le voltage actif est plus élevé qu'un seuil de voltage actif prédéterminé et ainsi commuter en marche les deux diodes à haut voltage (D1, D2) de telle sorte qu'un courant s'écoule à travers celles-ci.
  2. Système d'allumage selon la revendication 1, qui comprend en outre un convertisseur réducteur incluant un commutateur (M1) et une diode (D3), ladite unité de commande étant activée pour commuter à l'arrêt ledit commutateur (M1) quand un courant primaire (Ip) excède un premier seuil de courant prédéterminé (Ipmax) afin de limiter l'énergie stockée dans le transformateur (T1 ou T2) qui est commuté en marche en imposant un courant via ladite diode (D3).
  3. Système d'allumage selon la revendication 1 ou 2, dans lequel l'unité de commande est activée pour comparer un courant secondaire (Is) avec un second seuil de courant prédéterminé (Ismin) représentatif du niveau d'énergie minimum nécessaire stocké dans le transformateur qui est commuté à l'arrêt et pour commuter en séquence en marche et à l'arrêt les deux commutateurs correspondants (Q1, Q2) quand le courant secondaire (Is) s'approche du second seuil de courant prédéterminé (Ismin).
  4. Système d'allumage selon l'une quelconque des revendications 1 à 3, dans lequel l'unité de commande est en outre activée pour comparer le courant secondaire (Is) avec un second seuil de courant prédéterminé (Ismin) représentatif du niveau d'énergie minimum nécessaire stocké dans le transformateur (T1 ou T2) qui est commuté à l'arrêt et pour adapter ledit second seuil de courant prédéterminé (Ismin) au niveau d'énergie stocké dans ledit transformateur commuté à l'arrêt (T1 ou T2).
  5. Système d'allumage selon la revendication 1, dans lequel ladite unité de commande détecte le voltage actif au niveau de la bougie en mesurant le gradient d'un courant secondaire Is ou en détectant le voltage de drain au niveau des commutateurs (Q1, Q2).
  6. Procédé pour produire des arcs électriques entre une paire d'électrodes écartées d'une bougie avec un système d'allumage selon la revendication 1, comprenant les étapes consistant à :
    - exciter simultanément les deux enroulements primaires (L1, L3) en commutant en marche des commutateurs correspondants (Q1, Q2) ;
    - désexciter simultanément les deux enroulements primaires (L1, L3) en commutant à l'arrêt des commutateurs correspondants (Q1, Q2) pour établir un arc électrique entre la paire d'électrodes écartées ;
    - exciter et désexciter en séquence lesdits enroulements primaires (L1, L3) en commutant séquentiellement en marche et à l'arrêt les deux commutateurs correspondants (Q1, Q2) ;
    caractérisé en ce qu'il comprend en outre une étape consistant à :
    - détecter un voltage actif au niveau de la bougie dans le moteur à combustion interne et commuter à l'arrêt les deux commutateurs correspondants (Q1, Q2) quand le voltage actif est plus élevé qu'un seuil de voltage actif prédéterminé et ainsi commuter en marche les deux diodes à haut voltage (D1, D2) de telle sorte qu'un courant s'écoule à travers celles-ci.
  7. Procédé selon la revendication 6, qui comprend en outre les étapes consistant à :
    - comparer le courant primaire (Ip) avec un premier seuil de courant prédéterminé (Ipmax) ;
    - commuter à l'arrêt un commutateur (M1) quand le courant primaire (Ip) excède le premier seuil de courant prédéterminé (Ipmax) et imposer un courant via une diode (D3) depuis l'enroulement primaire qui est commuté en marche.
  8. Procédé selon la revendication 6 ou 7, qui comprend en outre les étapes consistant à :
    - comparer le courant secondaire (Is) avec un second seuil de courant prédéterminé (Ismin) représentatif du niveau d'énergie minimum nécessaire stocké dans le transformateur qui est commuté à l'arrêt ;
    - commuter séquentiellement en marche et à l'arrêt les deux commutateurs correspondants (Q1, Q2) quand le courant secondaire (Is) s'approche du second seuil de courant prédéterminé (Ismin).
  9. Procédé selon la revendication 8, qui comprend en outre l'étape consistant à :
    - fixer de manière adaptative ledit second seuil de courant prédéterminé (Ismin) au niveau d'énergie stocké dans le transformateur qui est commuté à l'arrêt.
  10. Procédé selon la revendication 6, dans lequel ladite unité de commande détecte le voltage actif au niveau de la bougie en mesurant le gradient du courant secondaire (Is) ou en détectant le voltage de drain au niveau des commutateurs (Q1, Q2).
EP09176699.8A 2009-11-20 2009-11-20 Système d'allumage couplé à charges multiples doté d'un circuit de contrôle intelligent Active EP2325476B1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
EP09176699.8A EP2325476B1 (fr) 2009-11-20 2009-11-20 Système d'allumage couplé à charges multiples doté d'un circuit de contrôle intelligent

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
EP09176699.8A EP2325476B1 (fr) 2009-11-20 2009-11-20 Système d'allumage couplé à charges multiples doté d'un circuit de contrôle intelligent

Publications (2)

Publication Number Publication Date
EP2325476A1 EP2325476A1 (fr) 2011-05-25
EP2325476B1 true EP2325476B1 (fr) 2016-04-13

Family

ID=42105893

Family Applications (1)

Application Number Title Priority Date Filing Date
EP09176699.8A Active EP2325476B1 (fr) 2009-11-20 2009-11-20 Système d'allumage couplé à charges multiples doté d'un circuit de contrôle intelligent

Country Status (1)

Country Link
EP (1) EP2325476B1 (fr)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN105790076A (zh) * 2014-12-19 2016-07-20 陈廷 一种放电装置和一种开关

Families Citing this family (32)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP5685025B2 (ja) 2010-07-22 2015-03-18 ダイヤモンド電機株式会社 内燃機関用制御システム
JP5783258B2 (ja) * 2011-09-14 2015-09-24 トヨタ自動車株式会社 内燃機関の点火制御装置
JP5340431B2 (ja) * 2012-01-27 2013-11-13 三菱電機株式会社 点火装置
DE102012106207B3 (de) 2012-03-14 2013-05-23 Borgwarner Beru Systems Gmbh Verfahren zum Ansteuern einer Funkenstrecke, insbesondere einer Zündkerze
EP2639446A1 (fr) * 2012-03-16 2013-09-18 Delphi Automotive Systems Luxembourg SA Système d'ignition
DE102012106158A1 (de) 2012-07-09 2014-01-09 Borgwarner Beru Systems Gmbh Induktive Zündanlage für einen Otto-Motor
WO2014041050A1 (fr) 2012-09-12 2014-03-20 Robert Bosch Gmbh Système d'allumage conçu pour un moteur à combustion interne
DE102013218227A1 (de) * 2012-09-12 2014-05-28 Robert Bosch Gmbh Zündsystem für eine Verbrennungskraftmaschine
EP2930348A4 (fr) * 2012-12-05 2016-07-13 Toyota Motor Co Ltd Dispositif de commande de moteur à combustion interne
EP3022437A4 (fr) * 2013-07-17 2018-03-14 Delphi Technologies, Inc. Système d'allumage pour moteurs à allumage par étincelles et son procédé de fonctionnement
DE102014216044A1 (de) * 2013-11-14 2015-05-21 Robert Bosch Gmbh Zündsystem und Verfahren zum Betreiben eines Zündsystems
DE102014216035A1 (de) * 2013-11-14 2015-05-21 Robert Bosch Gmbh Zündsystem und Verfahren zum Betreiben eines Zündsystems
DE102014216013A1 (de) * 2013-11-14 2015-05-21 Robert Bosch Gmbh Zündsystem und Verfahren zum Betreiben eines Zündsystems
DE102014216040A1 (de) * 2013-11-14 2015-05-21 Robert Bosch Gmbh Zündsystem und Verfahren zum Betreiben eines Zündsystems
DE102014216030A1 (de) * 2013-11-14 2015-05-21 Robert Bosch Gmbh Zündsystem und Verfahren zum Betreiben eines Zündsystems
EP2873850A1 (fr) * 2013-11-14 2015-05-20 Delphi Automotive Systems Luxembourg SA Procédé et appareil pour commander un système d'allumage par étincelles multiples pour un moteur à combustion interne
EP2876298A1 (fr) 2013-11-21 2015-05-27 Delphi Automotive Systems Luxembourg SA Procédé et appareil pour commander un système d'allumage avec deux bobines pour une bougie
JP6002697B2 (ja) * 2014-01-08 2016-10-05 本田技研工業株式会社 内燃機関の点火装置
JP6398601B2 (ja) * 2014-10-22 2018-10-03 株式会社デンソー 内燃機関用点火装置
CN104457416A (zh) * 2014-12-19 2015-03-25 王振环 基于自感原理的电击警棍
CN105742962A (zh) * 2014-12-19 2016-07-06 陈廷 一种放电装置和一种开关
CN105870783A (zh) * 2014-12-19 2016-08-17 曾飞 一种放电装置和一种开关
CN104612878A (zh) * 2014-12-19 2015-05-13 陈廷 汽缸点火装置
CN104500306A (zh) * 2014-12-19 2015-04-08 陈廷 汽缸点火装置
CN104436434A (zh) * 2014-12-19 2015-03-25 曾飞 基于双自感线圈的脑部电刺激装置
CN104436433A (zh) * 2014-12-19 2015-03-25 曾飞 基于双自感线圈的脑部电刺激装置
GB201519699D0 (en) * 2015-11-09 2015-12-23 Delphi Automotive Systems Lux Method and apparatus to control an ignition system
GB201519702D0 (en) * 2015-11-09 2015-12-23 Delphi Automotive Systems Lux Method and apparatus to control an ignition system
GB2549251B (en) * 2016-04-13 2019-11-13 Delphi Automotive Systems Lux Method and apparatus to control an ignition system
JP2018178997A (ja) * 2017-04-20 2018-11-15 株式会社デンソー 内燃機関用点火システム
DE102017216227B3 (de) 2017-09-13 2019-03-07 Audi Ag Steuerschaltung zur Ansteuerung einer Zündspule einer Brennkraftmaschine sowie Verfahren zum Betreiben einer solchen Steuerschaltung
GB2599420B (en) * 2020-10-01 2023-03-29 Delphi Automotive Systems Lux Method and apparatus to control an ignition system

Family Cites Families (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS5417433A (en) * 1977-07-11 1979-02-08 Fuji Electric Co Ltd Igniter for internal combustion engine
DE2747819A1 (de) * 1977-10-25 1979-04-26 Siemens Aag Verfahren und schaltungsanordnung zum steuern des primaerstromes in spulenzuendanlagen von kraftfahrzeugen
JPH04284167A (ja) * 1991-03-12 1992-10-08 Aisin Seiki Co Ltd 内燃機関の点火装置
FR2792373A1 (fr) * 1999-04-19 2000-10-20 Peugeot Citroen Automobiles Sa Systeme d'allumage pour moteur de vehicule automobile
DE10231511A1 (de) * 2002-07-12 2004-01-15 Audi Ag Zündspulensystem mit wenigstens zwei induktiven Spulen
US7121270B1 (en) 2005-08-29 2006-10-17 Vimx Technologies Inc. Spark generation method and ignition system using same
US7404396B2 (en) * 2006-02-08 2008-07-29 Denso Corporation Multiple discharge ignition control apparatus and method for internal combustion engines

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN105790076A (zh) * 2014-12-19 2016-07-20 陈廷 一种放电装置和一种开关

Also Published As

Publication number Publication date
EP2325476A1 (fr) 2011-05-25

Similar Documents

Publication Publication Date Title
EP2325476B1 (fr) Système d'allumage couplé à charges multiples doté d'un circuit de contrôle intelligent
US9897062B2 (en) Ignition device
CN105705774B (zh) 用于控制内燃机的多火花点火系统的方法和设备
JP5901718B1 (ja) 内燃機関制御装置
EP2825767A1 (fr) Système d'allumage
JP5979068B2 (ja) 点火装置
JP2008522066A (ja) 高速マルチスパーク点火
US10422310B2 (en) Ignition device
GB2549251B (en) Method and apparatus to control an ignition system
EP3374626B1 (fr) Procédé et appareil de commande d'un système d'allumage
US20160146176A1 (en) Ignition control device
EP3374627B1 (fr) Procédé et appareil de commande d'un système d'allumage
EP2876298A1 (fr) Procédé et appareil pour commander un système d'allumage avec deux bobines pour une bougie
US9546637B2 (en) Ignition apparatus
JP6627644B2 (ja) 点火制御装置
US9212645B2 (en) Internal combustion engine ignition device
JP2008106723A (ja) 内燃機関の点火制御装置
CN112483296B (zh) 点火装置
CN116324158A (zh) 用于控制每火花塞具有至少两个线圈的多电荷点火系统的方法和装置

Legal Events

Date Code Title Description
PUAI Public reference made under article 153(3) epc to a published international application that has entered the european phase

Free format text: ORIGINAL CODE: 0009012

AK Designated contracting states

Kind code of ref document: A1

Designated state(s): AT BE BG CH CY CZ DE DK EE ES FI FR GB GR HR HU IE IS IT LI LT LU LV MC MK MT NL NO PL PT RO SE SI SK SM TR

AX Request for extension of the european patent

Extension state: AL BA RS

17P Request for examination filed

Effective date: 20110728

17Q First examination report despatched

Effective date: 20130321

GRAP Despatch of communication of intention to grant a patent

Free format text: ORIGINAL CODE: EPIDOSNIGR1

INTG Intention to grant announced

Effective date: 20151106

GRAS Grant fee paid

Free format text: ORIGINAL CODE: EPIDOSNIGR3

GRAA (expected) grant

Free format text: ORIGINAL CODE: 0009210

AK Designated contracting states

Kind code of ref document: B1

Designated state(s): AT BE BG CH CY CZ DE DK EE ES FI FR GB GR HR HU IE IS IT LI LT LU LV MC MK MT NL NO PL PT RO SE SI SK SM TR

REG Reference to a national code

Ref country code: GB

Ref legal event code: FG4D

REG Reference to a national code

Ref country code: AT

Ref legal event code: REF

Ref document number: 790437

Country of ref document: AT

Kind code of ref document: T

Effective date: 20160415

Ref country code: CH

Ref legal event code: EP

REG Reference to a national code

Ref country code: IE

Ref legal event code: FG4D

REG Reference to a national code

Ref country code: DE

Ref legal event code: R096

Ref document number: 602009037695

Country of ref document: DE

REG Reference to a national code

Ref country code: LT

Ref legal event code: MG4D

REG Reference to a national code

Ref country code: AT

Ref legal event code: MK05

Ref document number: 790437

Country of ref document: AT

Kind code of ref document: T

Effective date: 20160413

REG Reference to a national code

Ref country code: NL

Ref legal event code: MP

Effective date: 20160413

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: NO

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20160713

Ref country code: PL

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20160413

Ref country code: NL

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20160413

Ref country code: FI

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20160413

Ref country code: LT

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20160413

REG Reference to a national code

Ref country code: FR

Ref legal event code: PLFP

Year of fee payment: 8

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: LV

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20160413

Ref country code: GR

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20160714

Ref country code: PT

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20160816

Ref country code: AT

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20160413

Ref country code: SE

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20160413

Ref country code: ES

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20160413

Ref country code: HR

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20160413

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: BE

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20160413

Ref country code: IT

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20160413

REG Reference to a national code

Ref country code: DE

Ref legal event code: R097

Ref document number: 602009037695

Country of ref document: DE

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: RO

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20160413

Ref country code: SK

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20160413

Ref country code: CZ

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20160413

Ref country code: EE

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20160413

Ref country code: DK

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20160413

PLBE No opposition filed within time limit

Free format text: ORIGINAL CODE: 0009261

STAA Information on the status of an ep patent application or granted ep patent

Free format text: STATUS: NO OPPOSITION FILED WITHIN TIME LIMIT

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: SM

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20160413

26N No opposition filed

Effective date: 20170116

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: SI

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20160413

REG Reference to a national code

Ref country code: CH

Ref legal event code: PL

GBPC Gb: european patent ceased through non-payment of renewal fee

Effective date: 20161120

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: LI

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20161130

Ref country code: CH

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20161130

REG Reference to a national code

Ref country code: IE

Ref legal event code: MM4A

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: LU

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20161130

REG Reference to a national code

Ref country code: FR

Ref legal event code: PLFP

Year of fee payment: 9

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: IE

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20161120

Ref country code: GB

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20161120

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: HU

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT; INVALID AB INITIO

Effective date: 20091120

Ref country code: CY

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20160413

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: MK

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20160413

Ref country code: IS

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20160413

Ref country code: MC

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20160413

Ref country code: TR

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20160413

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: BG

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20160413

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: MT

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20161120

REG Reference to a national code

Ref country code: DE

Ref legal event code: R081

Ref document number: 602009037695

Country of ref document: DE

Owner name: DELPHI AUTOMOTIVE SYSTEMS LUXEMBOURG S.A., LU

Free format text: FORMER OWNER: DELPHI TECHNOLOGIES, INC., TROY, MICH., US

P01 Opt-out of the competence of the unified patent court (upc) registered

Effective date: 20230327

PGFP Annual fee paid to national office [announced via postgrant information from national office to epo]

Ref country code: FR

Payment date: 20231010

Year of fee payment: 15

Ref country code: DE

Payment date: 20231010

Year of fee payment: 15