GB2269020A - Ignition monitoring system - Google Patents
Ignition monitoring system Download PDFInfo
- Publication number
- GB2269020A GB2269020A GB9215850A GB9215850A GB2269020A GB 2269020 A GB2269020 A GB 2269020A GB 9215850 A GB9215850 A GB 9215850A GB 9215850 A GB9215850 A GB 9215850A GB 2269020 A GB2269020 A GB 2269020A
- Authority
- GB
- United Kingdom
- Prior art keywords
- engine
- monitoring system
- signals
- engine monitoring
- cylinder
- 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- Withdrawn
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
- F02P17/00—Testing of ignition installations, e.g. in combination with adjusting; Testing of ignition timing in compression-ignition engines
- F02P17/02—Checking or adjusting ignition timing
- F02P17/04—Checking or adjusting ignition timing dynamically
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02P—IGNITION, OTHER THAN COMPRESSION IGNITION, FOR INTERNAL-COMBUSTION ENGINES; TESTING OF IGNITION TIMING IN COMPRESSION-IGNITION ENGINES
- F02P11/00—Safety means for electric spark ignition, not otherwise provided for
- F02P11/06—Indicating unsafe conditions
-
- 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
- F02P17/02—Checking or adjusting ignition timing
-
- 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
- F02P17/02—Checking or adjusting ignition timing
- F02P17/04—Checking or adjusting ignition timing dynamically
- F02P17/08—Checking or adjusting ignition timing dynamically using a cathode-ray oscilloscope
-
- 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
- F02P2017/003—Testing of ignition installations, e.g. in combination with adjusting; Testing of ignition timing in compression-ignition engines using an inductive sensor, e.g. trigger tongs
Landscapes
- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Combined Controls Of Internal Combustion Engines (AREA)
Abstract
An on-board ignition monitoring system for an internal combustion engine includes couplings (22) to pick up signals from the spark plug leads and means to process those signals for display in the vehicle in view of the driver to indicate a comparison of operating conditions in the engine cylinders while the vehicle is in normal driving use. As shown, signals are rectified (23), filtered and smoothed (24, 25), and then compared (30) with other signals. A memory circuit (31) and multiflexer (32) then allow maximum and minimum signals to be selected for transmission (33) to a bargraph display (Figure 7, not shown). <IMAGE>
Description
This invention relates to visual engine monitoring systems particularly but not exclusively to display to the driver of the vehicle that the engine is functioning satisfactorily under driving conditions. The visual engine monitoring system is intended for spark ignition internal combustion engines. Crypton (Registered Trade Mark) engine tuning is a known diagnostic apparatus for indicating engine faults. However, such apparatus produces an output or reading that has to be interpreted by a trained specialist. Moreover, such equipment could not be fitted into a vehicle and used under normal driving conditions. Such conditions may affect engine performance for example high speed monitoring on motorways, low speed inner city driving, varying weather conditions or driving at altitude.Moreover the present invention relates to the facility of being able to monitor engine performance and highlight defects at all times the vehicle is in use to give a guide to the untrained driver of changes in performance which may persuade the driver that he needs to take the vehicle to a specialist or check with his garage perhaps to request a tune, services or repair.
The engine monitoring system can be assembled into a hand held case for quick connection to an engine.
A hand held version of the engine monitoring system can be connected simply and easily to almost any engine. Potential car buyers would have a portable means to quickly assess the engine cylinder balance, for example, on the purchase of a used car.
The engine monitoring system cannot locate specific engine faults, but if there are engine problems highlighted by the system, then commonsense would suggest a more thorough investigation into the integrity of the engine.
It may only be a faulty spark plug that is causing the system to display a cylinder imbalance, if so it can be corrected quickly and cheaply by the seller ready for re-inspection. If the problem is more serious, e.g. a leaky valve, worn distributor, the buyer of a second hand car has saved an ultimate expensive repair bill.
A particular advantage of the visual engine monitoring system according to the invention is that monitoring is carried out under real driving conditions while the vehicle is being used and readily checked in the vision of the driver as compared with "on the day tuning" under non-representative driving conditions requiring specialists. Although the indication is primarily intended to provide continuous visual monitoring of the engine of a vehicle which is in use with no feed back control for making corrections while the vehicle is in use, the processed electrical output signal may be fed to an engine management system ECU in order to control fuel mixture and hence improve exhaust emissions.
According to the invention in one aspect there is provided an engine monitoring system for spark ignition internal combustion engines. In a vehicle, said monitoring system (including spark analyzers which include means to pick up electrical signals indicative of the secondary voltage from spark plugs) input means feeding said signals to a signal processor and outputting the signals from the processor to a display unit adapted to receive an output from the signal processor whereby operating conditions in the cylinders of the engine are compared within view of the driver of the vehicle while in normal use on the road.
Preferably the pick ups are inductive couplings arranged around high tension ignition leads connected to the spark plugs.
There may be an inductive coupling for each spark plug or a single spark plug and a pack up between distributor and processing unit. Alternatively, capacitive coupling may be used.
The visual display unit preferably includes closely spaced L.E.D.
bargraphs which are provided in a unit visible to the driver of the vehicle, one bargraph being provided for each cylinder.
Conveniently, the bargraph units are grouped together in a horizontal arrangement so that a comparison of the height of each graph for each cylinder may be readily compared with the height of the adjacent bar graph of another of the cylinders against a standard cylinder operating marker for all the engine cylinders set by the engine manufacturer. Such an arrangement provides in effect a graph of engine cylinder performance.
The L.E.D. bargraphs are not considered merely as an indication of the changing conditions in one cylinder but as a comparison of the performance of all cylinders during driving.
The engine monitoring system according to the invention may also include a dynamic auto-ranging circuit to improve the resolution of the L.E.D. bargraph units to indicate small but significant changes in engine cylinder conditions when the difference between maximum height of graph and minimum height of graph for a number of cylinders is small under the engine conditions at the time such as speed, load, hill climbing and prevailing weather conditions.
The dynamic autoranging circuit may include a comparator connected to receive signal input from the signal processor with the output of the comparator being fed to a pre-programmed memory device such as a programmable logic array PAL (EPROM, EEPROM,
Battery backed RAM) operable to select the difference between the highest and the lowest level of the signals received by the LED bargraph from the pickup coils at any one instance in time and engine conditions operating at that time in order to indicate visually small differences between max and min levels shown on the bargraph unit as well as large differences. Thus the LED bargraph will automatically adjust for changing differences between max and min cylinder conditions from large differences to small differences.
Small variations in output reading will thus be visible on the bargraph to indicate the onset of engine malfunction under a particular engine condition start up or cold conditions as well as large variations which may occur under other driving conditions and are readily visible at a glance by the driver indicating a more serious problem that needs urgent attention.
Preferably the signal waveform input to the unit are of the order of 20 volts and the time peak of the analysis of the waveform is of the order of 400 microseconds. Further small waveform variations being cut out by the signal processor since the continuing decay waveform is not significant to indicating cylinder malfunctions and all the necessary information is thought to be contained in the peak signal onset plus 2400 microseconds.
The bargraph LED is intended to show the operating conditions for a group of cylinders where different "heights" indicators for each cylinder may be readily compared against a standard or calibration for each cylinder or for all the cylinders in the engine. However, variations in height on the bargraph unit for any one cylinder may well be used as a guide to fuel economy and thus calibrated for this additional purpose.
It has been found that 10 segment bargraph for each cylinder is acceptable. For higher definitions, LED bargraph units with more than 10 segments per bargraph would provide more resolution over the full range of operation, especially if resolution is improved by the incorporation of dynamic autoranging circuits.
An additional circuit including a microprocessor may be included in the engine monitoring system so that the signal processing, autoranging and display driving functions are performed by it.
Further, the microprocessor may blank off the display until a selected level of malfunction is exceeded.
The engine performance as indicated by the visual display unit may be recorded on a recording medium for reference purposes by a garage to check and review the history of cylinder performance.
This may also be done within the unit with a microprocessor.
The invention will now be described by the way of example with the autoranging diagrammatic drawings in which Figure 1 shows in schematic form the electrical circuit for a four cylinder engine.
Figure 2 shows a modification of the circuit shown in Figure 1 with only one pickup coil from the H.T. spark plug leads.
Figure 3 shows a block diagram of a cylinder monitoring system.
Figure 4 shows a complete cylinder monitoring system with a dynamic autoranging circuit to improve sensitivity.
Figure 5 indicates a typical secondary voltage waveform introduced with the pickup coil and a time base.
Figure 6 shows a typical bargraph display with each stack of segments representing a "continuous" digital record of performance-comparing all cylinders.
Figure 7 shows the performance of one cylinder as excellent as compared with a poor performance and time average performances in a four cylinder engine.
Referring to Figure 1 a distributor (lJ has four H.T. leads [2-5J connected to four spark plugs (6-9J. Four inductive pickup coils [10-13] are fitted to the H.T. leads 2-5J so as to be firmly located for use in the engine and not just for test purposes.
The pick up coil must be mounted in such a way as not to affect engine performance or introduce stray effects into the monitoring unit. The pickup coils E10-14J are each connected to a signal processing unit (l5J and an ignition coil (16) is connected by a lead (17) to the distributor [11].
Figure 2 shows a similar circuit to Figure 1 showing the same references where appropriate. There is only one pickup coil [19] connected to the signal processor unit [15] from spark plug [9].
A further coil [20] picks up a signal from the ignition coil [16] lead [17].
Figure 3 shows a block diagram of the cylinder monitoring system incorporating a power supply [21] bypassing the vehicle battery, for example 12V, and a display unit [22] comprising a number of
LED bargraph displays shown more closely in Figure 6.
Figure 4 shows a preferred total monitoring system where elements [22] are pickup coils attached to H.T. leads of a typical 4 cylinder engine. The incoming signal is connected through a rectifier [23] and elements [24] and [25] filter and smooth this signal. The circuit for the other three spark plugs is the same and will not be described. The signal is then fed to comparators [30] where it is compared with signals from the other pickup coils to establish priorities. The comparator output is fed to (31] which is a memory device such as a programmable logic array or an EPROM or EEPROM or even a battery backed RAM. Output of (31) is fed to circuit [32] which is a selection device such as an analogue multiplexer and allows the maximum and minimum signal to be selected.Finally, [34] is a display module which displays the visual signal and indicates engine performance to the vehicle driver. The display module [34] is connected via connections [33] to the selection device 32. Feed forward connections 26-29 connect the input side of the comparators to the selections circuit [32].
Figure 5 shows a typical waveform or signal picked up by the pickup coils [10-14]. This is an exponentially decaying sinusoid signal. The significant portion of this signal is from the onset to approximately three times the period. Any signal remaining after this does not contain information relevant to this invention.
Figure 6 represents the display unit 2 in a housing (34]. The display as shown indicates the display or illuminated graph expected from a good engine whereby all cylinders are performing equally well.
Figure 7a shows a typical display from an engine with 4 unbalanced cylinders. There is a comparative difference between cylinders 'A' and 'B'. 'C' and 'D' are performing equally relative to the other two cylinders.
Figure 7b depicts the way in which the autoranging circuit works.
Cylinders one to four being represented by bargraph displays (35], 36], (37] and (38] respectively. The maximum signal is present at 35] and the minimum at 38]. The dynamic autoranging circuit takes the levels shown by [39] and (40] and ensures that the display uses its maximum field to display these signals. A typical example is given in Figure 7d where a normal display would show 6 bars lit in [41], 4 in [42] and [43], and 1 in [44].
If the dynamic autoranging circuit is added, the situation would be as shown in 7c with the resolution increased with ten bars lit at 31] instead of 6 and five bars lit at [42] and (43] instead of four.
Claims (13)
1. An on the road engine monitoring system for the spark
ignition internal combustion engines in a vehicle including
spark analyzers comprising means to pick up electrical
signals indicative of the secondary voltage from spark plug
leads, input means feeding said signals to a signal
processor and outputting the signals from the processor to
a display unit adapted to receive an output from the signal
processor said display unit being placed within sight of
the engine driver to enable operating conditions in the
cylinder of the engine to be compared one with the other
under driving conditions.
2. An engine monitoring system as claimed in Claim 1 wherein
the electrical signals indicators of the secondary voltage
of the spark plug is only processed during peak signal
onset plus a time constant of the order of twenty four
hundred microseconds.
3. An engine monitoring system as claimed in Claim 1 wherein
the pick up means comprise inductive couplings arranged
around the spark plug leads.
4. An engine monitoring system as claimed in Claim 1 wherein
each spark plug lead has an associated inductive coupling.
5. An engine monitoring system as claimed in Claim 1 wherein
an inductive or a capacitive coupling is associated with a
spark plug lead. A further coupling is connected to the
output of the distributor and both signals inputted to the
signal processor.
6. An engine monitoring system as claimed in my proceeding
claim in which the display unit comprises a number of
closely spaced L.E.D. bargraphs, one bargraph for each
cylinder of the engine and each bargraph including a
vertical stack of segments arranged to be lit.
7. An engine monitoring system as claimed in Claim 6 in which
the bargraphs are arranged horizontally whereby the height
of the uppermost lit segment in one stack may be compared
with the height of the uppermost lit segment in the
remaining stacks to create a graph of engine cylinder
functions under driving conditions.
8. An engine monitoring system as claimed in my preceding
claim in which the visual display is blanked off until a
selected level of malfunction is reached.
9. An engine monitoring system as claimed in preceding claim
in which a visual display of cylinder function is recorded
to provide a running record of engine cylinder performance.
10. An engine monitoring system for spark ignition internal
combustion engine including spark analyzers which comprise
means to pick up electrical signals indicative of secondary
voltage around spark plug leads means to feed said
electrical signal to a signal processor, said processor
o
including a rectifier for incoming signals and comparators
for incoming signals from the pick up coils, said
comparators establishing a priority for feeding signals to
a memory unit, said unit being connected to a selection
device which chooses the maximum and minimum signals to be
passed to a display unit.
11. An engine monitoring system as claimed in Claim 10 in which
the memory device is a programmable logic array.
12. An engine monitoring system as claimed in Claim 10 in which
the memory device is an EPROM (ERASABLE PROGRAMMABLE READ
ONLY MEMORY).
13. An engine monitoring system as claimed in Claim 10 in which
the selection device is an analogue multiplexer.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| GB9215850A GB2269020A (en) | 1992-07-25 | 1992-07-25 | Ignition monitoring system |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| GB9215850A GB2269020A (en) | 1992-07-25 | 1992-07-25 | Ignition monitoring system |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| GB9215850D0 GB9215850D0 (en) | 1992-09-09 |
| GB2269020A true GB2269020A (en) | 1994-01-26 |
Family
ID=10719303
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| GB9215850A Withdrawn GB2269020A (en) | 1992-07-25 | 1992-07-25 | Ignition monitoring system |
Country Status (1)
| Country | Link |
|---|---|
| GB (1) | GB2269020A (en) |
Cited By (6)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| GB2283576A (en) * | 1993-11-04 | 1995-05-10 | Snap On Tools Corp | Engine analyser using a current probe |
| EP1564488A1 (en) * | 2004-02-10 | 2005-08-17 | General Electric Company | Sensor for detection of spark in igniter in gas turbine engine |
| EP1564492A1 (en) * | 2004-02-10 | 2005-08-17 | General Electric Company | Method of informing pilot of aircraft of spark detected in gasturbine engine |
| EP1564493A1 (en) * | 2004-02-10 | 2005-08-17 | General Electric Company | Passive high-temperature amplifier for amplifying spark signals detected in igniter in gas turbine engine |
| EP1564490A1 (en) * | 2004-02-10 | 2005-08-17 | General Electric Company | Integral spark detector in fitting which supports igniter in gas turbine engine |
| JP2005226988A (en) * | 2004-02-10 | 2005-08-25 | General Electric Co <Ge> | Spark detection of gas turbine engine igniter by detecting signal at earthed high frequency shield |
Citations (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| GB1083095A (en) * | 1965-08-09 | 1967-09-13 | Fortune William S | Testing system for internal combustion systems |
| US4090125A (en) * | 1977-02-22 | 1978-05-16 | Ambac Industries, Incorporated | Ignition indicator for internal combustion engines |
| GB2064137A (en) * | 1979-11-27 | 1981-06-10 | Ti Crypton Ltd | Engine analyser |
| US4306187A (en) * | 1979-12-04 | 1981-12-15 | Kinder Joseph C | Apparatus for visually monitoring ignition voltages |
| GB2116329A (en) * | 1982-03-10 | 1983-09-21 | Daimler Benz Ag | Apparatus for recognising misfiring in an external ingition internal combustion machine |
-
1992
- 1992-07-25 GB GB9215850A patent/GB2269020A/en not_active Withdrawn
Patent Citations (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| GB1083095A (en) * | 1965-08-09 | 1967-09-13 | Fortune William S | Testing system for internal combustion systems |
| US4090125A (en) * | 1977-02-22 | 1978-05-16 | Ambac Industries, Incorporated | Ignition indicator for internal combustion engines |
| GB2064137A (en) * | 1979-11-27 | 1981-06-10 | Ti Crypton Ltd | Engine analyser |
| US4306187A (en) * | 1979-12-04 | 1981-12-15 | Kinder Joseph C | Apparatus for visually monitoring ignition voltages |
| GB2116329A (en) * | 1982-03-10 | 1983-09-21 | Daimler Benz Ag | Apparatus for recognising misfiring in an external ingition internal combustion machine |
Cited By (17)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| GB2283576A (en) * | 1993-11-04 | 1995-05-10 | Snap On Tools Corp | Engine analyser using a current probe |
| EP1564488A1 (en) * | 2004-02-10 | 2005-08-17 | General Electric Company | Sensor for detection of spark in igniter in gas turbine engine |
| EP1564492A1 (en) * | 2004-02-10 | 2005-08-17 | General Electric Company | Method of informing pilot of aircraft of spark detected in gasturbine engine |
| EP1564493A1 (en) * | 2004-02-10 | 2005-08-17 | General Electric Company | Passive high-temperature amplifier for amplifying spark signals detected in igniter in gas turbine engine |
| EP1564490A1 (en) * | 2004-02-10 | 2005-08-17 | General Electric Company | Integral spark detector in fitting which supports igniter in gas turbine engine |
| JP2005226988A (en) * | 2004-02-10 | 2005-08-25 | General Electric Co <Ge> | Spark detection of gas turbine engine igniter by detecting signal at earthed high frequency shield |
| JP2005226647A (en) * | 2004-02-10 | 2005-08-25 | General Electric Co <Ge> | Method for notifying pilot of aircraft of spark detected by gas turbine engine |
| JP2005226990A (en) * | 2004-02-10 | 2005-08-25 | General Electric Co <Ge> | Spark detecting sensor of igniter in gas turbine engine |
| JP2005226650A (en) * | 2004-02-10 | 2005-08-25 | General Electric Co <Ge> | Integral spark detector for supporting igniter of gas turbine engine in installation state |
| JP2005240802A (en) * | 2004-02-10 | 2005-09-08 | General Electric Co <Ge> | Passive high temperature amplifier for amplifying spark signal sensed in igniter in gas turbine engine |
| EP1564491A3 (en) * | 2004-02-10 | 2005-11-23 | General Electric Company | Detecting spark in igniter of gas turbine engine by detecting signals in grounded shielding |
| JP4681903B2 (en) * | 2004-02-10 | 2011-05-11 | ゼネラル・エレクトリック・カンパニイ | High temperature passive amplifier for amplifying a spark signal detected in an igniter of a gas turbine engine |
| JP4681902B2 (en) * | 2004-02-10 | 2011-05-11 | ゼネラル・エレクトリック・カンパニイ | Method for informing an aircraft pilot of a spark detected by a gas turbine engine |
| JP4681904B2 (en) * | 2004-02-10 | 2011-05-11 | ゼネラル・エレクトリック・カンパニイ | Gas turbine engine igniter spark detection by detecting signal at grounded high frequency shield |
| JP4683946B2 (en) * | 2004-02-10 | 2011-05-18 | ゼネラル・エレクトリック・カンパニイ | Integrated spark detector that supports the gas turbine engine igniter when installed |
| JP4683945B2 (en) * | 2004-02-10 | 2011-05-18 | ゼネラル・エレクトリック・カンパニイ | Spark detection sensor of igniter in gas turbine engine |
| CN1690388B (en) * | 2004-02-10 | 2015-11-25 | 通用电气公司 | Coordinate the complete electro spark detector (ESD) with support point firearm in the gas turbine |
Also Published As
| Publication number | Publication date |
|---|---|
| GB9215850D0 (en) | 1992-09-09 |
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Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| WAP | Application withdrawn, taken to be withdrawn or refused ** after publication under section 16(1) |