WO2007046270A1

WO2007046270A1 - Ignition device for internal combustion engine

Info

Publication number: WO2007046270A1
Application number: PCT/JP2006/320218
Authority: WO
Inventors: Shigeki Miyashita
Original assignee: Toyota Jidosha Kabushiki Kaisha
Priority date: 2005-10-17
Filing date: 2006-10-10
Publication date: 2007-04-26
Also published as: JP2007107509A; EP1939435A4; EP1939435B1; EP1939435A1; JP4466533B2

Abstract

An ignition device for an internal combustion engine having a plurality of sparkplugs at each cylinder, the ignition device being capable of reliably performing diagnosis of the sparkplugs. The ignition device has an input port for inputting fail signals (S3, S4) for diagnosing the sparkplugs, the fail signals (S3, S4) being generated corresponding to each of the sparkplugs, and input timings of the fail signals to the input port are different in terms of time. Timings (S1, S2) for igniting the sparkplugs are set different in terms of time.

Description

Specification

Ignition device for internal combustion engine

Technical field

[0001] The present invention relates to an ignition device for an internal combustion engine.

Background art

[0002] Japanese Patent Application Laid-Open No. 63-205460 (Patent Document 1) has a plurality of cylinders, each of which is provided with one spark plug, and the spark plug ignites each cylinder. In the internal combustion engine to be executed, it is described that the ignition control signal is output at a different timing for each ignition plug of each cylinder so as not to wrap the ignition control signal (ignition signal) against the ignition plug of each cylinder. Yes.

[0003] JP-A-8-128381 (Patent Document 2) discloses an ignition device for an internal combustion engine that detects an ignition state based on a fail signal that outputs an ECU signal and an ignition signal to an igniter and also returns an igniter. Has been. In this device, the signal line of the ignition signal and the signal line of the fill signal are made the same line, and when the ignition signal and the fail signal overlap, the signal level of the fail signal with respect to the ignition signal is lowered.

[0004] Patent Document 1: Japanese Patent Laid-Open No. 63-205460

Patent Document 2: JP-A-8-128381

Disclosure of the invention

Problems to be solved by the invention

[0005] Conventionally, in an internal combustion engine having a single ignition plug for each cylinder and a single IGF port (IGF detection device) for common failure detection for all cylinders, In order to prevent the ignition signal from wrapping, the ignition signal was output at different timings for each spark plug of each cylinder. As a result, the fail signal returned by each ignition device corresponding to each ignition signal is not wrapped and input to the IGF port. Therefore, even with a single IGF port, the diagnosis of each ignition plug Was able to be done reliably.

[0006] In contrast, in an internal combustion engine having a plurality of spark plugs in each cylinder, for example, when a plurality of spark plugs in each cylinder ignite at the same time, fail signals are returned at the same timing. In the case of the IGF port, if there is an abnormality, it is impossible to tell which ignition plug is abnormal. Therefore, in an internal combustion engine having a plurality of spark plugs in each cylinder, it is conceivable to provide a plurality of IGF ports for fail detection in order to detect whether or not the power is correctly ignited for each ignition device. However, in this case, there is a problem that costs and space increase.

[0007] The technique of Patent Document 1 does not assume a multipoint ignition device in which a plurality of ignition plugs are controlled to ignite at the same time, and the IGF port for fail detection is simultaneously ignited. When applied to a multipoint ignition device that is less than the number (for example, there is only one IGF port), if the ignition signal is output at the same time, it will be input to the IGF port with multiple fail signal forces S wrapped Therefore, there is a possibility that the coils and spark plugs cannot be reliably diagnosed.

[0008] An object of the present invention is to provide an ignition device for an internal combustion engine capable of reliably diagnosing the spark plug in an internal combustion engine having a plurality of spark plugs in each cylinder. Means for solving the problem

[0009] An ignition device for an internal combustion engine according to the present invention is an ignition device for an internal combustion engine having a plurality of spark plugs in each cylinder, wherein the spark plugs generated corresponding to each of the plurality of spark plugs An input port for inputting a fail signal for diagnosis is provided, and the input timing of the plurality of fail signals to the input port is made different in time.

[0010] The ignition device for an internal combustion engine according to the present invention is characterized in that timings for igniting the plurality of spark plugs are set so as to be temporally different.

[0011] In the ignition device for an internal combustion engine of the present invention, in the plurality of ignition plugs, there is a difference in time from the ignition timing of the ignition plug until the fail signal corresponding to the ignition plug is input to the input port. It is structured to occur and is characterized by

[0012] In the ignition device for an internal combustion engine of the present invention, the ignition timing for the ignition plug having a long time is set later than the ignition timing for the ignition plug having a short time. .

[0013] In the ignition device for an internal combustion engine of the present invention, a part of the plurality of fail signals o

It is characterized in that a delay element or a delay circuit is provided in the signal line to the input port.

The invention's effect

[0014] According to the present invention, in an internal combustion engine provided with a plurality of spark plugs in each cylinder, it is possible to reliably ignite the spark plugs. Brief Description of Drawings

FIG. 1 is a schematic configuration diagram of a first embodiment of an ignition device for an internal combustion engine according to the present invention.

FIG. 2 is a waveform diagram of an ignition signal and a fail signal in the first embodiment of the ignition device for an internal combustion engine of the present invention.

FIG. 3 is a schematic configuration diagram of a second embodiment of an ignition device for an internal combustion engine according to the present invention.

FIG. 4 is a diagram showing a detailed configuration of a delay circuit in the second embodiment of the ignition device for the internal combustion engine of the present invention.

FIG. 5 is a waveform diagram of an ignition signal and a fail signal in the second embodiment of the ignition device for an internal combustion engine of the present invention.

FIG. 6 is a waveform diagram of an ignition signal and a fail signal in the third embodiment of the ignition device for an internal combustion engine of the present invention.

Explanation of symbols

Engine

11 Same

12 2 'Same

13 fruits d5¾ same

14 4th cylinder

21 Spark plug

22 Spark plug

23 Spark plug

24 Spark plug

25 Spark plug

26 Spark plug Spark plug

Spark plug

Ignition coil

ECU

Ignition signal output port -MGT1A Ignition signal output port IGT1B Ignition signal output port -MGT2A Ignition signal output port -MGT2B Ignition signal output port IGT3A Ignition signal output port -MGT3B Ignition signal output port -MGT4A Ignition signal output port -MGT4B

IGF port

Fail signal line

First fail signal line Second fail signal line Delay circuit

Inverter

Capacitor

Ignition signal S2 Ignition signal

S3 Fail signal

S4 Fail signal

BEST MODE FOR CARRYING OUT THE INVENTION

Hereinafter, an embodiment of the present invention will be described in detail with reference to the drawings.

[0018] (First embodiment)

A first embodiment of an ignition device for an internal combustion engine will be described with reference to FIGS. 1 and 2. As shown in FIG. 1, each cylinder of the four-cylinder engine 10 is provided with two spark plugs 21 to 28, respectively. That is, two spark plugs 21 and 22 are provided in the first cylinder 11, and similarly, two spark plugs 23 and 24 are provided in the second cylinder 12, and two spark plugs 2 are provided in the third cylinder 13. 5 and 26 are provided, and the fourth cylinder 14 is provided with two spark plugs 27 and 28.

[0019] Each spark plug 21-28 is connected to a secondary coil of each ignition coil 31-38. Ignition signal output ports IGT1A41 to IGT4B48 of the ECU 40 are connected to primary coils of the ignition coils 31 to 38. When ignition signal (current) is output from the ignition signal output port IGT1A41 to IGT4B48 to the primary coil of the ignition coil 31 to 38, a high voltage is generated in the secondary coil of the ignition coil 31 to 38, and the ignition plug 21 to Ignite 28. The fail signal in each ignition device is input to a single fail detection IGF port 49 of the ECU 40 via a common fail signal line 50.

In the present embodiment, the fail signal is generated at the end timing of the ignition signal, common to all the ignition devices. For this reason, in the present embodiment, when the ignition plugs 21 to 28 are ignited, the output timing of the ignition signal to be ignited with a phase difference is shifted. As a result, fail signal force wrapping corresponding to a plurality of spark plugs 21 to 28 is not input to a single IGF port 49.

That is, as shown in FIG. 2, the ignition signal S1 output from the ignition signal output port IGT1A to the spark plug 21 and the ignition signal S2 output from the ignition signal output port IGT1B to the spark plug 22 Is output with a phase difference. As a result, the fail signal S3 corresponding to the spark plug 21 generated at the end timing of the ignition signal S1 and the fail signal S4 corresponding to the spark plug 22 generated at the end timing of the ignition signal S2 are different. IGF at timing Input to port 49.

As described above, even when a fail signal corresponding to each of the plurality of spark plugs 21 to 28 is input to the single IGF port 49 via the single fail signal line 50. Since the fail signal is always input to the IGF port 49 at different timings, when an abnormality is detected in the ignition device (including the coil and the ignition plug), the ignition device including the ignition plug 21 and the coil 31 is detected. Whether it is an abnormality or an abnormality in the ignition device including the ignition plug 22 and the coil 32 can be reliably identified.

[0023] (Second Embodiment)

Next, a second embodiment will be described with reference to FIGS.

In the second embodiment, description of parts common to the first embodiment will be omitted, and only different parts will be described.

[0024] As shown in FIG. 3, the fail signal corresponding to each of the first spark plugs 21, 23, 25, 27 of each cylinder is for fail detection of the ECU 40 via the first fail signal line 51. The IGF port of 49 I, and the fail signal corresponding to each of the second spark plugs 22, 24, 26, 28 of each cylinder is sent to the IGF port for fail detection via the second fail signal line 52. Entered in 49. A delay circuit 60 is connected to the second fail signal line 52.

As shown in FIG. 4, the delay circuit 60 includes two inverters 61 and 62 connected in series, and a capacitor 63 grounded between the input side of the inverter 61. When passing through two inverters 61 and 62 connected in series, the signal is delayed and output.

[0026] Also in the present embodiment, as in the first embodiment, in common to all ignition devices, the point that the fail signal is generated at the end timing of the ignition signal is common. However, the fail signal passing through the second fail signal line 52 and the delay circuit 60 is input to the IGF port 49 in a delayed form as compared with the fail signal passing through the first fail signal line 51. For this reason, in the present embodiment, when the ignition plugs 21 to 28 are ignited, the output timings of the ignition signals that are ignited simultaneously may be made the same.

That is, as shown in FIG. 5, the ignition signal S1 output from the ignition signal output port IGT1A to the spark plug 21 and the ignition signal S2 output from the ignition signal output port IGT1B to the spark plug 22 Are output simultaneously. As a result, the ignition signal S1 is generated at the end timing. The fail signal S3 corresponding to the generated spark plug 21 and the fail signal S4 corresponding to the spark plug 22 generated at the end timing of the ignition signal S2 are generated at the same time, but the fail signal S4 Is delayed from the fail signal S3 by the amount passing through the delay circuit 60 and input to the IGF port 49.

[0028] Thus, the fail signals S3 and S4 are always input to the IGF port 49 at different timings. Therefore, when an abnormality is detected in the ignition device (including the coil and the spark plug), the spark plug 21 and the coil Force that is abnormal in the ignition device including 31 It is possible to reliably identify whether the ignition device is abnormal including the spark plug 22 and the coil 32.

In the present embodiment, the installation location of the delay circuit 60 is not limited to the location shown in FIG. As shown in FIG. 3, the fail signal corresponding to each of the first spark plugs 21, 23, 25, and 27 of each cylinder passes through the first fail signal line 51, and the second spark plug 2 2, 2 of each cylinder. In the configuration in which the fail signal corresponding to each of 24, 26, and 28 passes through the second fail signal line 52 and the delay circuit 60 is connected to the second fail signal line 52, the first ignition of a plurality of cylinders is assumed. If ignition signals are output to plugs 21, 23, 25, and 27 simultaneously, the signal propagation time is the same, so a fail signal is input to IGF port 49 at the same time, ensuring that the ignition device is not abnormal. It becomes difficult to distinguish. Similarly, if the ignition signal is output simultaneously to the second point hydrants 22, 24, 26, 28 of multiple cylinders, the signal propagation time will be the same, so the IGF port 49 will A fail signal is input, making it difficult to reliably identify ignition device abnormalities. Assuming these cases, a delay circuit is installed on each signal line of the fail signal of each of the plurality of spark plugs 21 to 28 that may output an ignition signal at the same time so that a difference occurs in the signal propagation time. It is necessary to provide it.

[0030] (Third embodiment)

Next, a third embodiment will be described.

The third embodiment has contents related to the second embodiment.

In the third embodiment, a case where the circuit configuration is the same as that of the second embodiment shown in FIG. 3 will be described as an example. In the second embodiment, the ignition plug 21 and the ignition plug 22 are ignited simultaneously. However, the third embodiment deals with a case where the ignition plug 21 and the ignition plug 22 are ignited at different timings. It is about. Spark plug 21 and Spark plug 22 Are ignited at different timings, the ignition timing of the ignition plug 22 on the side where the delay circuit 60 is provided on the transmission path of the fail signal is delayed as compared with the ignition plug 21.

That is, as shown in FIG. 6, compared to the ignition signal S1 output from the ignition signal output port IGT1A to the ignition plug 21, the ignition signal output port IGT1B force is also output to the ignition plug 22. Delay signal S2 and output. As a result, the fail signal S4 corresponding to the spark plug 22 generated at the end timing of the ignition signal S2 is compared with the fail signal S3 corresponding to the spark plug 21 generated at the end timing of the ignition signal S1. Furthermore, since the file signal S4 is delayed from the fail signal S3 by the amount that passes through the delay circuit 60, the timing difference between the fail signal S3 and the fail signal S4 input to the IGF port 49 is as described above. This is larger than the case of the second embodiment (when the ignition signal S1 and the ignition signal S2 are output simultaneously).

[0033] As a result, the fail signals S3 and S4 are always input to the IGF port 49 at different timings. Therefore, when an abnormality is detected in the ignition device (including the coil and the spark plug), the spark plug 21 and the coil Force that is abnormal in the ignition device including 31 It is possible to reliably identify whether the ignition device is abnormal including the spark plug 22 and the coil 32.

In contrast to the above, when the ignition timing of the ignition plug 21 is delayed compared to the ignition plug 22, the deviation time of the ignition timing and the delay time by the delay circuit 60 are offset, and the file is There is a risk that the timing difference between signal S3 and fail signal S4 input to IGF port 49 will disappear. Or, even if the deviation is not lost, there is a possibility that it may be reduced. When the deviation is small, it is necessary to make a fail determination at a short time interval as the detection timing of the fail signal S3 and the fail signal S4 approaches, and for this purpose, it is necessary to improve the accuracy of the detection circuit. For this reason, in the third embodiment, the ignition signal S2 is output after being delayed from the ignition signal S1.

As can be seen from the second and third embodiments, by adopting the configuration shown in FIG. 3, the ignition timing of the spark plug 21 and the spark plug 22 in the same cylinder can be changed according to the situation. Can be changed. That is, whether the spark plug 21 and the spark plug 22 are ignited at the same time (the second embodiment) or when the ignition is performed with a time shift (the third embodiment), Even if the fail signal S3 and fail signal S4 are Therefore, the coils 31 and 32 and the spark plugs 21 and 22 can be diagnosed reliably.

[0036] Even if the delay circuit 60 is not provided as in the first embodiment, the phase difference between the ignition timings of the ignition plug 21 and the ignition plug 22 can be reduced by reducing the phase difference substantially. Ignition can be realized. Even if the phase difference between the ignition timings of the spark plug 21 and the spark plug 22 is small, if there is a phase difference, it is possible to ensure a difference in the input timing of the fail signal S3 and fail signal S4 to the IGF port 49, and fail. Since the signal S3 and the fail signal S4 can be detected separately, each ignition device can be surely diagnosed.

Industrial applicability

[0037] As described above, the ignition device for an internal combustion engine according to the present invention is useful when each cylinder is provided with a plurality of spark plugs, and is particularly suitable for reliably igniting the spark plugs. .

Claims

The scope of the claims

[1] An internal combustion engine ignition device having a plurality of spark plugs in each cylinder,

An input port for inputting a fail signal for diagnosing the spark plug generated corresponding to each of the plurality of spark plugs;

The input timing of the plurality of fail signals to the input port is made different in time.

An ignition device for an internal combustion engine.

[2] In the internal combustion engine ignition device according to claim 1,

An ignition device for an internal combustion engine, wherein timings for igniting the plurality of spark plugs are set to be different in time.

[3] The ignition device for an internal combustion engine according to claim 1,

The plurality of spark plugs are configured to have a difference in time from the ignition timing of the spark plug to the input of the fail signal corresponding to the spark plug to the input port.

An ignition device for an internal combustion engine.

[4] The internal combustion engine ignition device according to claim 3,

The time is long !, and the ignition timing for the spark plug is set to be slower than the ignition timing for the spark plug.

An ignition device for an internal combustion engine.

[5] The ignition device for an internal combustion engine according to claim 3 or 4,

A delay element or a delay circuit is provided on a signal line to a part of the input ports of the plurality of fail signals.

An ignition device for an internal combustion engine.