EP3022436B1 - Elektronisches zündsystem für einen endothermen motor - Google Patents

Elektronisches zündsystem für einen endothermen motor Download PDF

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Publication number
EP3022436B1
EP3022436B1 EP14744183.6A EP14744183A EP3022436B1 EP 3022436 B1 EP3022436 B1 EP 3022436B1 EP 14744183 A EP14744183 A EP 14744183A EP 3022436 B1 EP3022436 B1 EP 3022436B1
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EP
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Prior art keywords
terminal
voltage
voltage switch
switch
value
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EP14744183.6A
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English (en)
French (fr)
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EP3022436A1 (de
Inventor
Pasquale Forte
Stefano SILVA
Eugenio CARUGATI
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Eldor Corporation SpA
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Eldor Corporation SpA
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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
    • 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
    • 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
    • F02P13/00—Sparking plugs structurally combined with other parts of internal-combustion engines

Definitions

  • the present invention refers to an electronic ignition system for an endothermic engine, such as for example the engine of a motor vehicle.
  • electronic ignition systems 100 for example, the engine of a motor vehicle, are known, which comprise:
  • an external micro-processor 133 By means of one of said suitable electrical connections, an external micro-processor 133 generates (by means of a buffer 134) the command signal required for starting the charge of the primary winding 121.1 of the ignition coil 121, by means of a suitable command of closing the high voltage electronic switch 124 implemented with an IGBT.
  • the micro-processor 133 provides a command to open the high voltage electronic switch 124 implemented with an IGBT, thus allowing the transfer of energy from the primary winding 121.1 of the ignition coil 121 to its secondary winding 121.2, thus causing a spark across a spark plug 106.
  • the micro-processor 133 and the buffer 134 are included inside an electronic control unit 130.
  • the coil control electronic circuit 132 performs different tasks such as, for example, adjusting the voltage values for the control circuits by eliminating the voltage variability of the current supplied by the battery, commanding the high voltage electronic switch 124 implemented with an IGBT, adjusting the maximum current for charging the primary winding 121.1, possible management of information related to the spark at the electrodes of spark plug 106, coming from the ignition coil 121 and addressed to the micro-processor 133.
  • the coil control electronic circuit 132 is mounted in the proximity of the ignition coil 121 and, due to its structural characteristic, it is not capable of withstanding high working temperatures. However, the position wherein the ignition coil 121 operates, that is in contact with the head of the engine, forces working temperatures which, sometimes, are higher than the temperatures tolerated by the electrical/electronic components equipping the ignition coil 121.
  • Another drawback of what is known in the state of the art is the necessity of using electric/electronic arrangements for managing possible diagnostics of the operation of the ignition coil 121 and/or of the monitoring of the spark at the electrodes of the spark plug 106 inside the cylinder of the endothermic engine, if required, in order to prevent said diagnostic signals from being disturbed by electromagnetic emissions.
  • a high voltage switch 224 implemented with an IGBT is installed inside a electronic control unit 230, together with the coil control electronic circuit 232. Therefore, as it is shown in Figure 2 , this further prior art provides that in the proximity of the engine head there are placed only the ignition coil 221, possible components for filtering out electromagnetic interferences (which are not shown in Figure 2 for the sake of simplicity) and possible diodes (which are not shown in Figure 2 for the sake of simplicity) for preventing the presence of high voltage values at the electrodes of the spark plug 206 during the charging phase of energy in the primary winding 221.1.
  • each ignition coil 221 is usually responsible for only one spark plug 206 and since each cylinder present in the endothermic engine requires at least one spark plug 206, it is clearly evident that one or more high voltage switches analogous to 224 implemented with an IGBT and one or more coil control circuits analogous to 232 are placed inside the electronic control unit 230, as a function of the number of spark plugs 206 and of the number of the cylinders of the considered endothermic engine.
  • the high voltage switch 224 implemented with an IGBT is also responsible for the heat generation of heat and thus for the working temperature increase of the ignition coil 221.
  • the electronic control unit 230 By moving said one or more high voltage electronic switches 224 implemented with an IGBT in the electronic control unit 230, together with the one or more coil control circuits 232, it will be thus obtained a working temperature increase in the electronic control unit 230 due to the presence of the high voltage electronic switches 224 implemented with an IGBT.
  • Said temperature increase of the electronic control unit 230 is hardly compatible with a correct operation of the same, because it requires to upgrade its cooling means. Consequently, the temperature increase of the electronic control unit 230 due to the placement of one or more high voltage electronic switches 224 implemented with an IGBT moved inside the unit, results to a drawback of what is known in the state of the art.
  • the present invention aims to finda solution.
  • FR 2982647 discloses a continuous ignition device for an internal combustion engine, such as for example the engine of a motor vehicle.
  • the device comprises (see Figure 1 ) a coil having a primary winding 11 and a secondary winding 12, a first control stage HV having a first switch 1 and a second switch 2 serially connected for generating a supply current for the primary winding, a second control stage LS comprising a third switch 3 and a capacitor 4.
  • the first control stage HS is such to inject an oscillating current into the primary winding for maintaining continuous ignition during a continuous ignition phase during which the third switch is in a blocked state.
  • US 4998526 discloses (see Figure 1 ) an ignition system for an internal combustion engine comprising a transformer 14 having a primary winding 16 and a secondary winding 12.
  • the primary winding 16 is divided into a first portion 16A and in a second portion 16B by means of a center tap 18.
  • a terminal of the first portion 16A is connected to a switch S1 and a terminal of the second portion 16B is connected to a switch S2.
  • the center tap 18 is connected to an inductor 31, which is connected to a switch S3.
  • the set of the transformer 14 and of the switches S1, S2 forms a DC-AC current generator.
  • the system further comprises a controller 30 of the opening and closing of the switch S3.
  • EP 1387084 discloses (see Figure 2 ) an ignition system for internal combustion engines with digital control.
  • the system comprises a voltage generator 10 having a magnetic circuit 16 linked with an ignition coil having a primary winding 17 and a secondary winding 18.
  • the system further comprises two MOS-type electronic switches to control the current flowing through the primary winding 17.
  • the voltage generator 10 periodically generates alternating voltage signals.
  • An object of the present invention is to provide an electronic ignition system for endothermic engines which is capable, in a configuration of use and during its operation, to ensure power dissipations such to limit the value of the temperature inside it.
  • Another object of the present invention is to provide an electronic ignition system which is capable to ensure the integrity of the command signal coming from the micro-processor.
  • a further object of the present object is to provide an electronic ignition system capable of reducing or eliminating the diagnostic information flow between the electronic ignition system and the micro-processor, said information flow being sensitive to electromagnetic interferences and requiring the use of additional arrangements and wirings.
  • an object of the present invention to provide an electronic ignition system which is capable of increasing the power transferred from the coil to the spark plug without increasing the size and/or capacity of heat dissipation.
  • a further object of the present invention is of not having electronic components critical from the thermal point of view inside the ignition coil.
  • the present invention provides an electronic ignition system as defined in the attached claim 1 and by its preferred embodiments described in the dependent claims from 2 to 7.
  • the electronic ignition system 10 comprises:
  • the control and driving unit 35 comprises a micro-processor 33 and a driving unit 32.
  • the micro-processor 33 and the driving circuit 32 are supplied by a supply voltage VCC (for example, comprised between 3.3 V and 5 V).
  • VCC for example, comprised between 3.3 V and 5 V.
  • the micro-processor 33, the driving circuit 32 and the low voltage switch 31 are positioned into a electronic control unit 30, which is for example an integrated circuit.
  • the electronic control unit 30 is placed sufficiently far from the head of the endothermic engine: in this way the driving circuit 32 is not affected by the working temperature of the ignition coil 21 and of the high voltage switch 24, which can in this way operate also at high temperatures.
  • the ignition coil 21, the high voltage switch 24 and the bias circuit 23 are placed into a coil unit 20 located in proximity to the head of the endothermic engine: these components are capable of withstanding the high temperatures at which the endothermic engine head operates and thus it is not necessary to use particular arrangements for cooling down them.
  • the ignition coil 21 comprises a primary winding 21.1, a secondary winding 21.2 and magnetic coupling means 21.3 (a magnetic core, for example) between the primary winding 21.1 and secondary winding 21.2.
  • the primary winding 21.1 has a first terminal connected to a battery voltage Vbatt and it has a second terminal connected to the high voltage switch 24 and such to generate a primary voltage signal Vpr.
  • the secondary winding 21.2 is connected to a spark plug 6.
  • the secondary winding 21.2 has a first terminal connected to a first electrode of the spark plug 6 and such to generate a secondary voltage signal Vsec and it has a second terminal connected to the ground reference voltage, wherein the voltage drop across the secondary winding 21.2 is greater than the voltage drop across the primary winding 21.1 and wherein the spark plug 6 has a second electrode connected to the ground reference voltage.
  • the secondary winding 21.2 has a first terminal connected to the battery voltage Vbatt and it has a second terminal connected to the first electrode of the spark plug 6.
  • the high voltage switch 24 is serially connected to the primary winding 21.1.
  • the high voltage switch 24 comprises a first terminal C connected to the second terminal of the primary winding 21.1, comprises a second terminal E connected to the electronic control unit 30 and comprises a third bias terminal G1 for receiving a bias voltage value Vpol.
  • a primary current flows between the first terminal C and the second terminal E when the high voltage switch 24 is closed.
  • high voltage means that the switch 24 is such to operate at voltage values greater than 200 V.
  • the high voltage switch 24 is implemented with an IGBT-type transistor (Insulated Gate Bipolar Transistor) 24-1 having a collector terminal C (which is the same as the first terminal C of the high voltage switch 24) connected to the second terminal of the primary winding 21.1, having an emitter terminal E (which is the same as the second terminal E of the high voltage switch 24) and having a gate terminal G1 (which is the same as the third bias terminal G1 of the high voltage switch 24) for receiving the bias voltage value Vpol.
  • the IGBT transistor 24-1 has a first threshold voltage Vth1 and it is such to operate in the saturation region when it is closed and in the cut-off region when it is open, as it will be explained more in detail afterwards. Therefore the primary voltage signal Vpr is equal to the voltage of the collector terminal C of the IGBT transistor 24-1.
  • the IGBT transistor 24-1 is such to operate at voltage values greater than 200 V.
  • the high voltage switch 24 can be implemented with a field effect transistor (MOSFET, JFET) or with a bipolar junction transistor (BJT).
  • MOSFET field effect transistor
  • JFET bipolar junction transistor
  • the spark plug 6 is connected to the secondary winding 21.2 of the ignition coil 21.
  • the spark plug 6 comprises a first electrode connected to the first terminal of the secondary winding 21.2 and comprises a second electrode connected to the ground reference voltage (see Figure 3 ).
  • the spark plug 6 comprises a first electrode connected to the second terminal of the secondary winding 21.2 and it comprises a second electrode connected to the ground reference voltage.
  • the ignition plug 6 has the function of generating a spark across its electrodes and the spark allows to burn the mixture contained in a cylinder of an endothermic engine.
  • the bias circuit 23 is supplied by the battery voltage Vbatt and it has the function of generating a suitable value of the bias voltage Vpol, as it will be explained more in detail afterwards.
  • the bias circuit 23 is implemented with a resistor 23-1, as shown in Figure 4 .
  • the resistor 23-1 has a first terminal connected to the first terminal of the primary winding (and thus connected to the terminal generating the battery voltage Vbatt) and a second terminal connected to the bias terminal G1 of the high voltage switch 24.
  • the second terminal of resistor 23-1 is connected to the gate terminal G1 the IGBT 24-1.
  • the IGBT transistor 24-1 is in the conduction state; viceversa, if the difference between the constant value of the bias voltage Vpol and the value of the voltage of the emitter terminal E is smaller than the first threshold voltage Vth1, the IGBT transistor 24-1 is in the cut-off state.
  • the resistor 23-1 has a resistance of 1.500 Ohm which is such to generate a Vpol value comprised between 10 V and 12 V (typically equal to 11.9 V), which is greater than the first threshold voltage Vth1 equal for example to 2.5 V.
  • the low voltage switch 31 is serially connected to the high voltage switch 24.
  • the low voltage switch 31 comprises a first terminal D connected to the second terminal E of the high voltage switch 24, comprises a second terminal S connected to a ground reference voltage and comprises a third control terminal G2 for receiving a control voltage signal Vctrl which drives the opening or closure of the low voltage switch 31.
  • the low voltage 31 allows to control the opening or closure of the high voltage switch 24, by controlling the voltage value of the first terminal D of the low voltage switch 31, since this is in turn is connected to the second terminal E of the high voltage switch 24.
  • low voltage means that the switch 31 is such to operate at voltage values smaller than 60 V.
  • connection of the second terminal S of the low voltage switch 31 to the ground reference voltage is not essential, that is another electronic component can be interposed between the second terminal S and ground, such as for example a resistor for measuring the current flowing towards the ground reference voltage.
  • the low voltage switch 31 is implemented with a MOSFET transistor 31-1 having a drain terminal D (coinciding with the first terminal D of the low voltage switch 31) connected to the second terminal E of the high voltage switch 24, having a source terminal S (coinciding with the second terminal S of the low voltage switch 31) connected to a ground reference voltage and having a gate terminal G2 (coinciding with the third control terminal G2 of the low voltage switch 31) for receiving the control voltage signal Vctrl.
  • the MOSFET transistor 31-1 has a second threshold voltage Vth2 and it is such to operate in the saturation region when it is closed and in the cut-off region when it is open, as it will be explained more in detail afterwards.
  • the MOSFET transistor 31-1 When the MOSFET transistor 31-1 is such to operate in the cut-off region, the voltage drop Vds between the drain terminal D and the source terminal S is a very small value (that is, it is almost zero) which will be indicated in the following with Vds_on.
  • the MOSFET transistor 31-3 can be for example n-channel enhancement transistor (as shown in Figure 3 ); alternatively, the MOSFET transistor 31-3 can be n-channel depletion transistor or it can be p-channel enhancement or depletion transistor.
  • the MOSFET transistor 31-1 is such to operate at voltage values smaller than 60 V.
  • the low voltage switch 31 is implemented with a bipolar junction transistor (BJT) or with a field effect transistor (JFET).
  • BJT bipolar junction transistor
  • JFET field effect transistor
  • the set of the IGBT transistor 24-1 and of the n-channel MOSFET transistor 31-1 forms a circuit configuration similar to a "cascode" configuration.
  • the driving circuit 32 has the function of interfacing the micro-processor 33 with the low voltage switch 31, generating suitable values of the control voltage signal Vctrl driving the opening and closure of the low voltage switch 31.
  • the driving circuit 32 comprises:
  • the driving circuit 32 is a voltage amplifier having the function of generating at the output, as a function of the ignition signal Sac, the control voltage signal Vctrl having voltage values greater than the ones at the input and which are compatible with the voltage value of the gate terminal G2 of MOSFET 31-1.
  • the driving circuit 32 can be a resistor or a network of passive components.
  • the electronic ignition system 10 is such to have a switch-on phase and a switch-off phase.
  • the switch-on phase energy is charged into the primary winding 21.1 of the ignition coil 21 and in the switch-off phase the energy, previously charged into the primary winding 21.1, is transferred to the secondary winding 21.2 and thus the spark between the electrodes of spark plug 6 is generated.
  • the spark allows to burn the air/fuel mixture contained in the motor vehicle engine.
  • the micro-processor 33 controls the operation of the ignition coil 21, by generating the ignition signal Sac for driving the electronic ignition system 10 in the switch-on phase and in the switch-off phase.
  • the driving circuit 32 receives the ignition signal Sac having a first value (for example, a high logic value) and generates the control voltage signal Vctrl having a high voltage value (for example, equal to the supply voltage VCC) driving the closure of the low voltage switch 31.
  • the high voltage switch 24 also closes and thus a primary current Ipr with an increasing trend is such to flow from the battery voltage Vbatt towards the ground voltage reference, through the primary winding 21.1, the high voltage switch 24 and low voltage switch 31: in this way it occurs the energy charge into the primary winding 21.1.
  • the driving circuit 32 receives the ignition signal Sac having a second value (for example, a low logic value) and generates the control voltage signal Vctrl having a low voltage value (for example, equal to the ground reference voltage) driving the opening of the low voltage switch 31, which abruptly interrupts the flow of the primary current Ipr through the primary winding 21.1: this causes a voltage pulse on the primary winding 21.1 of short duration (see in Figure 5A the primary voltage signal Vpr at the instants comprised between t2 and t4), typically with peak values of 200-400 V and a time interval of few micro-seconds.
  • a second value for example, a low logic value
  • Vctrl having a low voltage value (for example, equal to the ground reference voltage) driving the opening of the low voltage switch 31, which abruptly interrupts the flow of the primary current Ipr through the primary winding 21.1: this causes a voltage pulse on the primary winding 21.1 of short duration (see in Figure 5A the primary voltage signal Vpr at the instants comprised
  • the spark generation across the spark plug 6 is driven by opening and closing the low voltage switch 31.
  • the positioning of the low voltage switch 31 and of the driving circuit 32 in the electronic control unit 30 allows to advantageously reach the above mentioned objects.
  • the proposed configuration of the present invention does not require any technical arrangement in order to reduce the working temperatures in the ignition coil 21 below the values tolerated by the control circuit components.
  • the size of the ignition coil 21 is consequently reduced with a considerable advantage with reference to the assembly and to the manufacturing and design costs.
  • the wirings necessary to the operation of the electronic ignition system 10 are reduced, the electronic circuits are simplified and heat dissipating means outside and/or inside the electronic ignition system 10 are not necessary.
  • Figure 5A shows a possible trend over time t of some voltage and current signals of the electronic ignition system 10 according to the second embodiment of the invention, during the switch-on phase wherein the primary winding 21.1 is charged and during the switch-off phase wherein the primary winding 21.1 is discharged.
  • Figure 5A shows the trend of the voltage and current signals in case the primary winding 21.1 is wound in the same direction as the secondary winding 21.2.
  • the switch-on phase is comprised between instants t1 and t2 and the switch-off phase is comprised between instants t2 and t6. It is observed that the signal values in Figure 5A are not drawn to scale because they are a schematic representation which has the purpose to explain the invention.
  • the time interval comprised between t1 and t2 is much greater than the time interval comprised between t2 and t4: this means that the slope of the primary current Ipr at instants comprised between t2 and t4 is much greater than the slope of the primary current Ipr at the instants comprised between t1 and t2.
  • the primary voltage signal Vpr has an increasing trend as the value of the primary current Ipr increases and also the value of the voltage Vd of the drain terminal D has an increasing trend as the value of the primary current Ipr increases; on the contrary, in the switch-off phase the primary current Ipr has an abruptly decreasing trend towards a zero value, the primary voltage signal Vpr has a voltage pulse comprised between instants t2 and t4 and also the value of voltage Vd at the drain terminal D has a voltage pulse with a peak value Vbd_dss greater than the battery voltage Vbatt.
  • Figure 5B shows the trend of the voltage and current signals in case wherein the primary winding 21.1 is wound in a direction opposite to the one of the secondary winding 21.2.
  • Figure 5B differs from Figure 5A in that the secondary voltage signal Vsec of Figure 5B has a negative pulse between instants t3 and t4, while the secondary voltage signal Vsec of Figure 5A has a positive pulse between instants t3 and t4.
  • the switch-on phase is comprised between instants t1 and t2, while the switch-off phase is comprised between instants t2 and t6.
  • the micro-processor 33 At the instants comprised between t0 and t1 (t1 excluded) the micro-processor 33 generates the ignition signal Sac having a low logic value indicating that the spark at spark plug 6 can't be generated.
  • the driving circuit 32 receives the ignition signal Sac having the low logic value and generates, at the gate terminal G2 of the MOSFET transistor 31-1, the control voltage signal Vctrl having a voltage value equal to 0 V which maintains open the MOSFET transistor 31-1. Since the MOSFET transistor 31-1 is open, no current flows between the drain terminal D and the source terminal S of the MOSFET 31-1 and thus no current flows through the collector terminal C and the emitter terminal E of IGBT transistor 24-1, which is also open.
  • the primary current Ipr has a zero value
  • the secondary voltage signal Vsec has a zero value.
  • the value of the voltage Vd at the drain terminal D is equal to the battery voltage Vbatt.
  • the micro-processor 33 At instant t1 the micro-processor 33 generates the ignition signal Sac having a transition from the low to the high logic value indicating the start of the switch-on phase.
  • the driving circuit 32 receives the ignition signal Sac having the high logic value and generates at the gate terminal G2 of MOSFET transistor 31-1 the control voltage signal Vctrl having a voltage value equal to the supply voltage VCC. Since the source terminal S of MOSFET transistor 31-1 is connected to the ground reference voltage, the potential difference Vg2-s between the gate terminal G2 and the source terminal S is equal to the supply voltage VCC, which is greater than the second threshold voltage Vth2 of MOSFET transistor 31-1: therefore the MOSFET transistor 31-1 closes and it is biased in the saturation region.
  • Vds_on The voltage drop Vds between the drain terminal D and the source terminal S of the MOSFET transistor 31-1 is equal to Vds_on, which is a value slightly greater than 0 V; therefore the voltage Vd at the drain terminal D of the MOSFET transistor 31-1 has a transition from the battery voltage Vbatt to the value Vds_on which is approximable to 0 V (and thus also the voltage of the emitter terminal E of IGBT transistor 24-1 has a transition from the battery voltage Vbatt to the value Vds_on which is approximable to 0 V).
  • the value of the bias voltage Vpol at the gate terminal G1 of the IGBT transistor 24-1 is equal to 11.9 V and thus the potential difference Vg1-e between the gate terminal G1 and the emitter terminal E of the IGBT transistor 24-1 is equal to 11.9 V, which is greater than the first threshold voltage Vth1 of the IGBT transistor 24-1: therefore the IGBT transistor 24-1 also closes and it is biased in the saturation region.
  • the voltage drop between the collector terminal C and the emitter terminal E of the IGBT transistor 24-1 is equal to Vce_sat, equal for example to 0.1 V.
  • the micro-processor 33 At instant t2 the micro-processor 33 generates the ignition signal Sac having a transition from the high to the low logic value indicating the end of the switch-on phase and the start of the switch-off phase.
  • the driving circuit 32 receives the ignition signal Sac having the low logic value and generates at the gate terminal G2 of MOSFET transistor 31-1 the control voltage signal Vctrl having a voltage value equal to zero. Since the source terminal S of MOSFET transistor 31-1 is connected to the ground reference voltage, the potential difference Vg2-s between the gate terminal G2 and the source terminal S is equal to zero, which is smaller than the second threshold voltage Vth2 of MOSFET transistor 31-1: therefore the MOSFET transistor 31-1 opens and enters the cut-off state.
  • the primary voltage signal Vpr reaches a maximum value Vpr,max (for example, 300 V) due to the overvoltage caused by the leakage inductance of the primary winding 21.1.
  • Vpr,max for example, 300 V
  • the primary current Ipr continues to have the decreasing trend and the primary voltage signal Vpr has a decreasing trend, depending on the discharge of the parasitic capacitance Cds; moreover, the secondary voltage signal Vsec has an increasing trend with a steep slope generating a positive pulse having a value much greater than the pulse of the primary voltage signal Vpr.
  • the primary current Ipr reaches the zero value and the secondary voltage signal Vsec reaches its maximum value Vsec_max (for example, 30 kV), which triggers the spark at the plug 6.
  • the secondary voltage signal Vsec has an abrupt transitionstowards a smaller value (for example, equal to 800 V).
  • the energy stored into the ignition coil 21 dissipates and thus the spark is extinguished.
  • FIG.6 an electronic ignition system 50 according to a first variant of the second embodiment of the invention is shown.
  • the electronic ignition system 50 of Fig.6 differs from the electronic ignition system 10 of Figure 4 in the presence of a monitoring circuit 25 parallel connected to the high voltage switch 24.
  • the monitoring circuit 25 is positioned inside the coil unit 20.
  • the monitoring circuit 25 has the function of allowing to measure, inside the electronic control unit 30, the time length ⁇ t of the energy transfer phase between the primary winding 21.1 and secondary winding 21.2 of the ignition coil (said time period ⁇ t is known as "flyback" phase).
  • time period ⁇ t is known as "flyback" phase.
  • the time length ⁇ t of the energy transfer phase between the primary winding 21.1 and secondary winding 21.2 of ignition coil 21 is comprised between the instants wherein the voltage value of the collector terminal C of the IGBT transistor 24-1 is greater than the battery voltage Vbatt.
  • the time length ⁇ t of the energy transfer phase is comprised between the instants t2' and t6, wherein the value of the primary voltage signal Vpr (which is equal to the voltage at the collector terminal C of IGBT transistor 24-1) is equal to the battery voltage Vbatt.
  • the monitoring circuit 25 allows to electrically connect the collector terminal C of the IGBT transistor 24-1 to the drain terminal D of the MOSFET transistor 31-1 and thus to the electronic control unit 30. Therefore the electronic control unit 30 is capable of measuring the value of the voltage at the collector terminal C of IGBT transistor 24-1 by measuring the value of the voltage Vd at the drain terminal D of the MOSFET transistor 31-1. In this way the electronic control unit 30 can measure the time length ⁇ T of the energy transfer phase between the primary winding 21.1 and the secondary winding 21.2 of the ignition coil 21, by means of measuring the time interval wherein the voltage value Vd at the drain terminal D of MOSFET 31-1 is greater than the battery voltage Vbatt.
  • the monitoring circuit 25 is implemented with a resistor 25-1 parallel connected to the high voltage switch 24, as shown in Fig.6 : in this case the electronic control unit 30 is capable of detecting that the primary voltage signal Vpr is greater than the battery voltage, up to the voltage drop ⁇ VR25-1 across the resistor 25-1.
  • the monitoring circuit 25 is implemented with a circuit which is such to transport a leakage current also under the conditions wherein the IGBT transistor 24-1 is turned off: in this case, the time length ⁇ T of the energy transfer phase between the primary winding 21.1 and secondary winding 21.2 is measured by means ofmeasuring the leakage current.
  • FIG.7 an electronic ignition system 60 according to a second variant of the second embodiment of the invention is shown.
  • the electronic ignition system 60 of Fig.6 differs from the electronic ignition system 10 of Fig.4 for the presence of a diode 26 having the anode terminal 26-a connected to the second terminal E of the high voltage switch 24 and connected to the first terminal D of the low voltage switch 31 and having the cathode terminal 26-c connected to a voltage value Vcl greater than or equal to the battery voltage Vbatt.
  • the diode 26 can be positioned inside the coil unit 20, inside the electronic control unit 30 or in another place of the vehicle wherein the electronic ignition system 60 is located.
  • Diode 26 has the function of reducing the energy dissipation in the MOSFET transistor 31-1 (and thus in the electronic control unit 30) during the switch-off phase. In fact, it takes a certain time interval for the IGBT transistor 24-1 to switch off during the switch-off phase, in particular at the time instants comprised between t2 and t4 (see again Fig.5A ). During this time interval a transient current flows through the IGBT transistor 24-1, which causes an power dissipation in the MOSFET transistor 31-1 and thus in the electronic control unit 30.

Claims (7)

  1. Elektronisches Zündsystem (10) für einen Verbrennungsmotor, wobei das System umfasst:
    - eine Spule (21) aufweisend:
    • eine Primärwicklung (21.1) mit einem ersten Anschluss, der mit einer Batteriespannung (Vbatt) verbunden ist, und mit einem zweiten Anschluss;
    • eine Sekundärwicklung (21.2), die mit einer Zündkerze (6) verbunden ist;
    - einen Hochspannungsschalter (24), der seriell mit dem zweiten Anschluss der Primärwicklung verbunden ist und einen Vorspannungsanschluss (G1) aufweist;
    - einen Niederspannungsschalter (31), der seriell mit dem Hochspannungsschalter verbunden ist und einen Steueranschluss (G2) aufweist, der ein Spannungssignal (Vctrl) führt, um das Öffnen oder Schließen des Niederspannungsschalters zu steuern;
    - eine Vorspannungsschaltung (23) zum Vorspannen des Vorspannungsanschlusses des Hochspannungsschalters;
    - eine Steuer- und Antriebseinheit (35), die mit dem Steueranschluss des Niederspannungsschalters verbunden und konfiguriert ist, um das Spannungssignal zur Steuerung des Niederspannungsschalters zu erzeugen, um:
    • den Niederspannungsschalter während einer Ladephase der Energie in die Primärwicklung zu schließen;
    • den Niederspannungsschalter während einer Übertragungsphase der Energie von der Primärwicklung zur Sekundärwicklung zu öffnen;
    wobei der Hochspannungsschalter so konfiguriert ist, dass er geschlossen wird, wenn der Niederspannungsschalter geschlossen ist, und offen ist, wenn der Niederspannungsschalter offen ist, dadurch gekennzeichnet, dass die Vorspannungsschaltung ein Widerstand (23-1) ist, der zwischen einem Referenzspannungswert, der kleiner als oder gleich der Batteriespannung ist und dem Vorspannungsanschluss des Hochspannungsschalters verbunden ist.
  2. Elektronisches Zündsystem nach Anspruch 1, wobei der Widerstand zwischen dem ersten Anschluss der Primärwicklung und dem Vorspannungsanschluss des Hochspannungsschalters verbunden ist.
  3. Elektronisches Zündsystem nach Anspruch 1 oder 2, wobei der Niederspannungsschalter ein MOSFET-Transistor (31-1) ist und der Steueranschluss (G2) der Gate-Anschluss des MOSFETs ist.
  4. Elektronisches Zündsystem nach mindestens einem der vorhergehenden Ansprüche, wobei der Hochspannungsschalter ein IGBT-Transistor (24-1) ist, wobei der Vorspannungsanschluss (G1) der Gate-Anschluss des IGBT-Transistors ist
    und wobei die Vorspannungsschaltung konfiguriert ist, um am Gate-Anschluss des IGBT-Transistors einen Spannungswert (Vpol) zu erzeugen, der größer als die Schwellenspannung des IGBT-Transistors ist.
  5. Elektronisches Zündsystem nach mindestens einem der vorhergehenden Ansprüche, wobei die Steuer- und Antriebseinheit einen Mikroprozessor (33) und eine Antriebsschaltung (32) umfasst,
    wobei der Mikroprozessor konfiguriert ist, um ein Zündsignal (Sac) zu erzeugen, das einen ersten Wert zum Anzeigen des Beginns der Ladephase der Spule und einen zweiten Wert zum Anzeigen des Beginns der Entladephase der Spule aufweist,
    wobei die Antriebsschaltung konfiguriert ist, um das Zündsignal zu empfangen und daraus das Spannungssignal zur Steuerung des Niederspannungsschalters zu erzeugen.
  6. Elektronisches Zündsystem nach mindestens einem der vorhergehenden Ansprüche, ferner umfassend eine Überwachungsschaltung (25), die parallel mit dem Hochspannungsschalter verbunden ist, um die Zeitdauer (ΔT) zu messen, wobei der Spannungswert des zweiten Anschlusses der Primärwicklung größer als die Batteriespannung ist.
  7. Elektronisches Zündsystem nach mindestens einem der vorhergehenden Ansprüche, ferner umfassend eine Diode (26) mit dem Anodenanschluss (26-a), der mit dem Anschluss gemeinsam mit dem Hochspannungsschalter und dem Niederspannungsschalter verbunden ist, und mit dem Kathodenanschluss (26-c), der mit einer Spannung, die größer oder gleich der Batteriespannung ist, verbunden ist.
EP14744183.6A 2013-07-16 2014-06-26 Elektronisches zündsystem für einen endothermen motor Active EP3022436B1 (de)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
IT001189A ITMI20131189A1 (it) 2013-07-16 2013-07-16 Sistema di accensione elettronica per un motore endotermico
PCT/IB2014/062613 WO2015008179A1 (en) 2013-07-16 2014-06-26 Electronic ignition system for an endothermic engine

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EP3022436A1 EP3022436A1 (de) 2016-05-25
EP3022436B1 true EP3022436B1 (de) 2021-03-17

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US3260891A (en) * 1964-04-01 1966-07-12 Judson And Judson Integrated transistorized ignition control system
EP0012784A1 (de) * 1978-12-27 1980-07-09 SORECO Holding S.A. Hochfrequenz-Zündeinrichtung für Brennkraftmaschine
US4998526A (en) * 1990-05-14 1991-03-12 General Motors Corporation Alternating current ignition system
DE19840765C2 (de) * 1998-09-07 2003-03-06 Daimler Chrysler Ag Verfahren und integrierte Zündeinheit für die Zündung einer Brennkraftmaschine
ITMI20021757A1 (it) * 2002-08-02 2004-02-03 Ducati Energia Spa Sistema di accensione induttiva con controllo digitale
JP4957183B2 (ja) * 2006-10-30 2012-06-20 三菱電機株式会社 裏面高耐圧集積回路を用いた半導体装置
FR2982647B1 (fr) * 2011-11-16 2014-01-03 Continental Automotive France Dispositif et procede d'allumage continu

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Publication number Priority date Publication date Assignee Title
US20210293216A1 (en) * 2018-08-02 2021-09-23 Eldor Corporation S.P.A. Method and device for detecting the breakdown voltage between the electrodes of a spark plug connected to an ignition coil for a cylinder ignition system in an internal combustion engine

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