EP3069009A1 - Système d'allumage et procédé pour faire fonctionner un système d'allumage - Google Patents

Système d'allumage et procédé pour faire fonctionner un système d'allumage

Info

Publication number
EP3069009A1
EP3069009A1 EP14786493.8A EP14786493A EP3069009A1 EP 3069009 A1 EP3069009 A1 EP 3069009A1 EP 14786493 A EP14786493 A EP 14786493A EP 3069009 A1 EP3069009 A1 EP 3069009A1
Authority
EP
European Patent Office
Prior art keywords
switch
time
spark
boost converter
ignition
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Withdrawn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
EP14786493.8A
Other languages
German (de)
English (en)
Inventor
Tim Skowronek
Thomas Pawlak
Wolfgang Sinz
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
Publication of EP3069009A1 publication Critical patent/EP3069009A1/fr
Withdrawn legal-status Critical Current

Links

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
    • F02P5/00—Advancing or retarding ignition; Control therefor
    • F02P5/04—Advancing or retarding ignition; Control therefor automatically, as a function of the working conditions of the engine or vehicle or of the atmospheric conditions
    • F02P5/145—Advancing or retarding ignition; Control therefor automatically, as a function of the working conditions of the engine or vehicle or of the atmospheric conditions using electrical means
    • F02P5/15—Digital data processing
    • F02P5/1502—Digital data processing using one central computing unit
    • 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
    • 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
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02P—IGNITION, OTHER THAN COMPRESSION IGNITION, FOR INTERNAL-COMBUSTION ENGINES; TESTING OF IGNITION TIMING IN COMPRESSION-IGNITION ENGINES
    • F02P9/00—Electric spark ignition control, not otherwise provided for
    • F02P9/002—Control of spark intensity, intensifying, lengthening, suppression
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02P—IGNITION, OTHER THAN COMPRESSION IGNITION, FOR INTERNAL-COMBUSTION ENGINES; TESTING OF IGNITION TIMING IN COMPRESSION-IGNITION ENGINES
    • F02P9/00—Electric spark ignition control, not otherwise provided for
    • F02P9/002—Control of spark intensity, intensifying, lengthening, suppression
    • F02P9/007—Control of spark intensity, intensifying, lengthening, suppression by supplementary electrical discharge in the pre-ionised electrode interspace of the sparking plug, e.g. plasma jet ignition
    • 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
    • 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
    • F02P5/00—Advancing or retarding ignition; Control therefor
    • F02P5/04—Advancing or retarding ignition; Control therefor automatically, as a function of the working conditions of the engine or vehicle or of the atmospheric conditions
    • F02P5/145—Advancing or retarding ignition; Control therefor automatically, as a function of the working conditions of the engine or vehicle or of the atmospheric conditions using electrical means
    • F02P5/15—Digital data processing
    • F02P5/1502—Digital data processing using one central computing unit
    • F02P5/1516—Digital data processing using one central computing unit with means relating to exhaust gas recirculation, e.g. turbo
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/40—Engine management systems

Definitions

  • the present invention relates to a method for operating a
  • Ignition system for an internal combustion engine comprising a first
  • the present invention relates to avoiding unwanted sparking during operation.
  • Ignition systems are used in the prior art to ignite an ignitable mixture in a combustion chamber of a spark-ignition internal combustion engine.
  • a spark gap with electrical energy or electrical voltage is applied, in response to what the forming spark ignited the combustible mixture in the combustion chamber.
  • Exhaust gas recirculation (EGR) rates are derived from requirements for the ignition systems.
  • EGR exhaust gas recirculation
  • Ignition coil are cached.
  • the high requirements regarding the spark energy results in a large design of the ignition coil. This is consistent with the requirements for small space today
  • a high voltage generator generates the voltage required for the high voltage breakdown at the spark plug High voltage.
  • a bypass eg in the form of a boost converter, provides energy to maintain the spark for continued mixture ignition. In this way, high spark energies can be optimized
  • Funkenstromverlauf be provided despite a reduced design of the ignition system.
  • Spark plug electrodes In contrast, small spark currents can lead to a spark break in turbulent flow in the combustion chamber, if the
  • the aforementioned need is satisfied according to the invention by a method for operating an ignition system.
  • the method is characterized by a need-based provision of spark energy, so that the
  • Spark current can be set to a desired value.
  • the inventive method for operating an ignition system is particularly suitable for a gasoline-fueled internal combustion engine, with particular advantages in spray-guided direct injection and turbocharged high-load EGR
  • the ignition system with which the method according to the invention is carried out comprises a primary voltage generator and a boost converter, wherein the boost converter is set up to maintain a spark generated by means of the primary voltage generator.
  • the boost converter on-board power can be brought to a suitable voltage level and the spark gap supplied.
  • the method according to the invention is characterized by determining a changed energy requirement for a spark to be kept upright by means of the boost converter. In other words, depending on a current operating state, the energy requirement for the spark can vary and such a variation can be determined according to the invention. In response, the
  • Switch-on time of the boost converter ie the time at which the Up converter is turned on, changed to meter the spark energy or Zündfunkenstrom- and voltage as needed.
  • the spark plug wear is reduced by avoiding high spark currents.
  • a particularly strong electrode wear on commercially available spark plugs arises, for example, with spark currents greater than 100 mA.
  • a spark break is avoided by an increase in the output of the boost converter by the turn-on of the boost converter is preferred and the transient of the boost converter in the direction "earlier", in particular before the ignition is moved below a lower spark current threshold If the voltage increases after switching on over several operating cycles of the boost converter, the boost converter can thus provide a higher electrical energy when the mixture ignites, and the reduction of heat loss in the boost converter by a demand-based selection of its switch-on time is an advantage
  • the load on the electrical components is reduced. Therefore, the electrical components can be chosen cheaper in the design of the ignition system according to the invention. Also in the electrical (control) circuit of the boost converter is in the
  • the present invention allows a lower energy consumption and the reliable ignition of the mixture in demanding combustion of the
  • Ignition system from the electrical system (such as a motor vehicle (KFZ) or a
  • Ignition system a reduction in electromagnetic emissions.
  • EMC electromagnetic compatibility
  • Determining the changed energy requirement preferably comprises measuring a spark current or a spark voltage. This can be done for example by a shunt, over which a current through the
  • Spark gap of the ignition system is determined.
  • the voltage detection can, for example, by means of an electrical circuit, an analog Circuit or a microcontroller, or carried out by an ASIC within the ignition system. In this way, a low or no additional hardware effort for implementing the method according to the invention is required.
  • determining the changed energy requirement comprises comparing a measured electrical characteristic of a spark or a signal received from an electronic controller with an associated reference.
  • the reference can for example be taken from a storage means. This marks, for example, thresholds when
  • threshold values in the form of spark currents and / or ignition spark voltages can be stored as electrical parameters and compared with determined parameters.
  • the electronic control unit for example, an engine control unit or an ignition control device can be used, the transmitter determines signals for the control of the operation of the internal combustion engine and provides. The comparison of measured values or control signals with individual references or threshold values represents a simple mathematical operation which is cost-effective and space-saving to implement in terms of circuitry.
  • the method comprises the step of classifying the electrical characteristic by providing a measurement of the electrical characteristic to a predefined characteristic interval, e.g. is assigned within a storage means of the ignition system.
  • a predefined characteristic interval e.g. is assigned within a storage means of the ignition system.
  • the switch-on can be specified by the control unit by the requirements of
  • Engine operating conditions are determined and taken into account.
  • An example of such is an exhaust gas recirculation in part-load operation, which leads to a relatively homogeneous mixture state within the combustion chamber. In such a case, it is not necessary that the boost converter before the
  • Off time (ignition timing) of the primary voltage generator recommended. In an operating state in which the catalyst is to be heated, in turn, an overlap between the operation of the boost converter and the switch-off (ignition) of the
  • the ignition system can be set up, respectively
  • Characteristic classes allocate suitable switch-on times for the step-up converter.
  • the switch-on times for example, within a
  • the determination of the parameter takes place within an FPGA and / or an ASIC of the ignition system.
  • the aforementioned electronic components are e.g. within the ignition system, in particular in the region of each spark plug for controlling the ignition arranged, wherein the contact with the spark plug, the control of the ignition and
  • Ignition process can take place. Therefore, an implementation of the present invention is possible in this way without additional hardware.
  • the change of the switch-on takes place in response to a reduced power requirement of the ignition system for a successful ignition. If the on-time of the boost converter is delayed from the time of turning off the primary voltage generator (eg, coincident with the time of turning off the primary voltage generator), the output current and / or the output voltage and / or the output power of the boost converter is reduced at the turn-off time of the primary voltage generator leads to a reduction of the corresponding electrical variable at the spark gap. In the reverse
  • the switch-on time is predetermined in a first ignition process as a function of the operating state and determined for the subsequent ignition processes as a function of the determined energy requirement.
  • Characteristic includes, wherein the electrical characteristic in particular a current of the spark and / or a voltage of the spark
  • a comparison quantity is a predetermined upper one
  • Threshold exceeds and / or falls below a predetermined lower threshold.
  • the comparison variable is, for example, the determined parameter or the change of this determined characteristic or the
  • the changing of the switch-on time takes place by shifting the switch-on time to a later point in time relative to the switch-off time of the primary voltage generator, if the exceeding condition is satisfied, or by switching the switch-on time to a relative to the switch-off time of the
  • the ignition system designed for an internal combustion engine by means of which the method according to the invention is carried out, has a step-up converter for maintaining a spark generated by means of a primary voltage generator.
  • the ignition system is characterized by means for determining a change in energy demand for an upright to be maintained by means of the boost converter spark.
  • the means may determine an operating state change of the ignition system or the internal combustion engine, in response to which the spark plug is to be supplied with a changed electrical energy or a changed electrical power, on the one hand a spark break and on the other hand excessive wear of the ignition system avoid.
  • the manipulated variable can be specified via the control unit as a function of the combustion process.
  • the ignition system comprises means for changing a switch-on time of the boost converter in response to a determined energy demand change.
  • These means are set up, according to the changed energy requirement, the switch-on time of the boost converter, for example, with respect to the crank angle of the internal combustion engine of a speed-dependent variable or the switch-off time of the engine
  • the ignition system comprises a shunt, by means of which it is set up to carry out a spark current measurement in order to determine a changed energy requirement.
  • a shunt by means of which it is set up to carry out a spark current measurement in order to determine a changed energy requirement.
  • the ignition system additionally has, for example, storage means by means of which it is set up to classify the current energy requirement. In other words, the measured in the current operating state
  • the storage means can also hold predefined switch-on times for the boost converter, which have proven to be suitable for the respective energy demand classes. In this way, a simple and circuitry cost-effective implementation of the ignition system is possible.
  • FIG. 1 is a circuit diagram of an embodiment of an ignition system in which the inventive method can be used;
  • Figures 3a, 3b are timing diagrams of electrical characteristics as in the
  • Figure 4 is a flow chart illustrating steps of a
  • FIG. 1 shows a circuit of an ignition system 1, which has a
  • Step-up transformer 2 comprises as a high voltage generator whose
  • Primary side 3 can be supplied from an electrical energy source 5 via a first switch 30 with electrical energy.
  • the step-up transformer 2 consisting of a primary coil 8 and a secondary coil 9 may also be referred to as the first voltage generator or primary voltage generator.
  • a fuse 26 is provided at the entrance of the circuit, in other words at the connection to the electrical energy source 5, a fuse 26 is provided.
  • a capacitance 17 is provided parallel to the input of the circuit or parallel to the electrical energy source 5.
  • the secondary side 4 of the step-up transformer 2 is powered by an inductive coupling of the primary coil 8 and the secondary coil 9 with electrical energy and has a known from the prior art diode 23 for Einschaltfunkenunterd Wegung, which diode may alternatively be replaced by the diode 21.
  • a spark gap 6 is provided against an electrical ground 14, via which the ignition current i 2 should ignite the combustible gas mixture.
  • a boost converter 7 is provided between the electric power source 5 and the secondary side 4 of the step-up transformer 2.
  • the boost converter 7 comprises an inductor 1 5, a switch 27, a capacitor 10 and a diode 16.
  • the inductance 1 5 in the form of a
  • the inductor 1 5 serves as an energy storage to a
  • Transformer is connected without switch directly to the diode 1 6, which in turn is connected via a node to a terminal of a capacitor 10.
  • This connection of the capacity 1 0 is for example via a
  • Step-up converter is fed via the node on the diode 16 in the ignition system and the spark gap 6 is provided.
  • the diode 1 6 is oriented in the direction of the capacitance 10 conductive. Due to the transmission ratio, a switching operation by the switch 27 in the branch of the primary side 1 5_1 also acts on the secondary side 1 5_2. However, since current and voltage according to the gear ratio on one side are higher or lower than on the other side of the transformer, can be for
  • the switch 27 is controlled via a drive 24, which is connected via a driver 25 to the switch 27.
  • a shunt 19 as current measuring means or
  • the measuring signal is supplied to the switch 27.
  • the switch 27 is configured to respond to a defined range of the current i 2 through the secondary coil 9.
  • a Zener diode 21 is connected in the reverse direction parallel to the capacitor 10.
  • the control 24 receives a control signal S H ss- About this, the supply of energy via the boost converter 7 in the secondary side and are turned off.
  • the power of the electrical variable introduced by the step-up converter or into the spark gap for example via the frequency and / or the pulse-pause ratio, can also be controlled via a suitable control signal S H ss.
  • a switch-on time can be shifted via the control signal S H ss when the energy requirement of the spark gap changes.
  • a switching signal 32 is indicated, by means of which the switch 27 can be controlled via the driver 25.
  • the switch 27 When the switch 27 is closed, the inductance 15 is supplied via the electrical energy source 5 with a current which flows directly into the electrical ground 14 when the switch 27 is closed. With open switch 27, the current is conducted through the inductance 15 via the diode 16 to the capacitor 10. The voltage in response to the current in the capacitor 10 adjusting voltage adds to the voltage across the secondary coil 9 of the step-up transformer 2 voltage, whereby the arc is supported at the spark gap 6.
  • the capacitor 10 discharges, so that energy 27 can be brought into the magnetic field of the inductor 15 by closing the switch 27 to recharge this energy to the capacitor 10 at a reopening of the switch 27.
  • Recognizable is the control 31 of the primary side in the third
  • Switching signal 32 for the switch 27 is the case.
  • Upverter 7 supplied energy is passed directly to the spark gap 6, without being guided by the secondary coil 9 of the high voltage generator 2 become. Thus, no losses on the secondary coil 9 and the efficiency increases.
  • a determination according to the invention of a changed energy requirement for the spark is possible through an information technology connection of the engine control unit (MSG) 40, which receives a first signal S 40 for setting an operating point of an internal combustion engine and outputs a corresponding second signal S 40 'to an ASIC 42.
  • the ASIC 42 is further connected to a memory 41, from which references in the form of limits for classes of energy for the current or future required electrical energy to maintain the spark can be read.
  • the ASIC 42 is to influence the
  • the boost converter 7 may be turned on sooner or later in response to receiving the changed switching signal 32, so that the voltage across the diode 10 at the turn-off time of the boost converter 7
  • FIG. 2 shows timing diagrams for a) the ignition coil current i zs , b) the associated one
  • Diagram b also illustrates the current consumption of the boost converter 7, which is achieved by pulsed or clocked driving of the switch 27.
  • clock rates in the range of several tens of kHz have proven to be suitable for realizing appropriate voltages on the one hand and acceptable efficiencies on the other hand.
  • Diagram d) shows the characteristics of the secondary coil current i 2 .
  • Switch 27 is now also the secondary coil current i 2 against 0 A from. Out
  • FIG. 3 a shows highly simplified timing diagrams for illustrating electrical quantities from which the influence of an altered one can be seen
  • the upper partial diagram a) shows the case that the switch-off time t a of the primary voltage generator 2 is identical to the switch-on time t e of the
  • Spark gap depends.
  • the voltage at the spark gap 6 depends in particular on the processes within the combustion chamber of
  • Figure 3b shows the influence of an inventively preferred control 32 7. for the boost converter to switch-off time t a of
  • the boost converter 7 has now reached a significantly increased performance, so that the current l 2 after the turn-off time t a increases significantly until it reaches due to declining energy reserves within the primary voltage generator 2, the horizontal level seen in Figure 3a. Due to the increased efficiency of the boost converter 7, the current l 2 does not fall below the threshold value required for a corresponding minimum power, so that a sufficiently long-lasting
  • FIG. 4 shows a flowchart illustrating steps of a
  • An associated operating parameter is read out for the reference, which can be stored, for example, as an operating parameter class assigned to the measured values, and the starting time of the boost converter is changed accordingly in step 300.
  • the switch-on time may be earlier or later than before and with respect to a crankshaft angle of the internal combustion engine or with respect to
  • Off time of the primary voltage generator can be defined. Due to the changed switch-on time, a high voltage adapted by the step-up converter is supplied to the spark gap, so that tearing off of the spark or unnecessarily high electrode erosion can be avoided.
  • the switch-on time t e is changed in step 300 as a function of the determined operating state and / or depending on the determined energy requirement.
  • the switch-on time t e can be predetermined in a first ignition process as a function of the operating state and dependent on the determined ignition processes for the subsequent ignition processes
  • the determination of the changed energy requirement comprises three steps, wherein in step 100 the determination of an electrical parameter and / or a change of this parameter and / or a rate of change of this characteristic takes place.
  • the electrical parameter may, in particular, be a current of the spark and / or a voltage characterizing a voltage of the spark.
  • step 200 it is checked whether an overflow condition and / or a
  • Underride condition is satisfied by determining whether a
  • Comparison size exceeds a predetermined upper threshold and / or falls below a predetermined lower threshold.
  • the comparison variable is, for example, the determined parameter or the change of this determined parameter or the rate of change of this determined parameter.
  • the switching on of the switch-on time t e in step 300 takes place, for example, by shifting the switch-on time t e to a later point in time relative to the switch-off time t a of the primary voltage generator 2, if the Exceeding condition is met, or by the on-time t e is shifted to a relative to the turn-off time t a of the primary voltage generator 2 earlier time when the underrun condition is met. In this way, the spark current is regulated to a value so that neither sparking threatens nor a strong erosion of the spark plug electrode occurs.
  • the shifting of the switch-on time t e according to the invention in step 300 can take place in predefinable stages or continuously.
  • a computer program may be provided which is set up to carry out all described steps of the method according to the invention.
  • the computer program is stored on a storage medium.
  • the method according to the invention can be provided by an electrical circuit provided in the ignition system, an analogous one
  • Circuit, an ASIC or a microcontroller are controlled, which is configured to perform all the steps described in the inventive method.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Theoretical Computer Science (AREA)
  • Signal Processing (AREA)
  • Physics & Mathematics (AREA)
  • Plasma & Fusion (AREA)
  • Ignition Installations For Internal Combustion Engines (AREA)

Abstract

L'invention concerne un procédé pour faire fonctionner un système d'allumage (1) pour un moteur à combustion interne, comprenant un générateur de tension primaire (2) et un convertisseur-élévateur (7), pour le maintien d'une étincelle d'allumage produite au moyen du générateur de tension primaire (2). Selon l'invention, suite à une détermination (100) d'une demande en énergie modifiée pour une étincelle d'allumage à maintenir au moyen du convertisseur-élévateur (7), modification (300) d'un instant d'enclenchement du convertisseur-élévateur (7) par rapport à un instant de coupure du générateur de tension primaire (2).
EP14786493.8A 2013-11-14 2014-10-16 Système d'allumage et procédé pour faire fonctionner un système d'allumage Withdrawn EP3069009A1 (fr)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
DE102013223195 2013-11-14
DE102014216040.5A DE102014216040A1 (de) 2013-11-14 2014-08-13 Zündsystem und Verfahren zum Betreiben eines Zündsystems
PCT/EP2014/072216 WO2015071047A1 (fr) 2013-11-14 2014-10-16 Système d'allumage et procédé pour faire fonctionner un système d'allumage

Publications (1)

Publication Number Publication Date
EP3069009A1 true EP3069009A1 (fr) 2016-09-21

Family

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Family Applications (1)

Application Number Title Priority Date Filing Date
EP14786493.8A Withdrawn EP3069009A1 (fr) 2013-11-14 2014-10-16 Système d'allumage et procédé pour faire fonctionner un système d'allumage

Country Status (5)

Country Link
US (1) US20160281673A1 (fr)
EP (1) EP3069009A1 (fr)
CN (1) CN105705776A (fr)
DE (1) DE102014216040A1 (fr)
WO (1) WO2015071047A1 (fr)

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EP2639446A1 (fr) * 2012-03-16 2013-09-18 Delphi Automotive Systems Luxembourg SA Système d'ignition
DE102014216013A1 (de) * 2013-11-14 2015-05-21 Robert Bosch Gmbh Zündsystem und Verfahren zum Betreiben eines Zündsystems
DE102014215369A1 (de) * 2014-08-05 2016-02-11 Robert Bosch Gmbh Zündsystem und Verfahren zum Steuern eines Zündsystems für eine fremdgezündete Brennkraftmaschine

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US20160281673A1 (en) 2016-09-29
CN105705776A (zh) 2016-06-22
WO2015071047A1 (fr) 2015-05-21

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