WO2014083712A1 - Dispositif d'allumage pour moteur à combustion interne - Google Patents

Dispositif d'allumage pour moteur à combustion interne Download PDF

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Publication number
WO2014083712A1
WO2014083712A1 PCT/JP2012/081715 JP2012081715W WO2014083712A1 WO 2014083712 A1 WO2014083712 A1 WO 2014083712A1 JP 2012081715 W JP2012081715 W JP 2012081715W WO 2014083712 A1 WO2014083712 A1 WO 2014083712A1
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WIPO (PCT)
Prior art keywords
discharge
circuit
voltage
ignition
booster circuit
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Application number
PCT/JP2012/081715
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English (en)
Japanese (ja)
Inventor
島田　直樹
Original Assignee
日立オートモティブシステムズ阪神株式会社
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Application filed by 日立オートモティブシステムズ阪神株式会社 filed Critical 日立オートモティブシステムズ阪神株式会社
Priority to JP2013531996A priority Critical patent/JP5610457B1/ja
Priority to PCT/JP2012/081715 priority patent/WO2014083712A1/fr
Publication of WO2014083712A1 publication Critical patent/WO2014083712A1/fr

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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
    • F02P3/06—Other installations having capacitive energy storage
    • F02P3/08—Layout of circuits
    • 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
    • F02P3/06—Other installations having capacitive energy storage
    • 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
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D35/00—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for
    • F02D35/02—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for on interior conditions
    • F02D35/021—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for on interior conditions using an ionic current sensor
    • 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
    • F02P2017/125—Measuring ionisation of combustion gas, e.g. by using ignition circuits

Definitions

  • the present invention relates to an ignition device for an internal combustion engine mounted on an automobile or the like, and relates to an ignition device for an internal combustion engine that performs a superposed discharge on a capacity discharge.
  • Some internal combustion engines mounted on vehicles such as automobiles use a capacity discharge type ignition device that generates a constant high voltage even when the power supply voltage of a battery or the like drops.
  • This capacity discharge type ignition device can reliably generate a high voltage even when a large current is supplied from a power source to another load.
  • a current interruption type Since it is possible to generate a stable discharge spark without delay as compared with the ignition device of this type, it is often used particularly in a high-rotation internal combustion engine.
  • the capacity discharge type ignition device has a shorter spark discharge time compared to the current interruption type, and the discharge time can be extended to an ideal level even if the capacitor capacity and ignition coil characteristics are adjusted. Difficult to do.
  • a plurality of primary windings are provided in an ignition coil, and a self-excited thyristor series inverter circuit and a capacity discharge circuit are connected to each primary winding so that the voltage generated by the capacity discharge circuit and the self-excitation
  • the voltage generated by the thyristor series inverter circuit is output to the above-described primary winding to generate a high voltage in the secondary winding of the ignition coil, and the overdischarge is performed on the spark plug.
  • the capacitive discharge circuit generates a high voltage of several [kV] in the secondary winding by outputting the discharge current of the capacitor to the primary winding of the ignition coil, and the high voltage is supplied to the ignition plug. Supply.
  • dielectric breakdown occurs between the discharge electrodes of the spark plug, that is, a discharge current flows due to the occurrence of a discharge spark.
  • the self-excited thyristor series inverter circuit outputs the current generated by the excitation operation to the primary winding, and applies a high voltage of about 500 [V] to the secondary winding. Generate and supply to spark plug. In this way, each high voltage is supplied to the spark plug to perform overlapping discharge, and the discharge spark is maintained for a certain time.
  • the conventional ignition device for an internal combustion engine has a capacity discharge circuit and a self-excited thyristor series inverter circuit connected to the primary winding of the ignition coil, a high voltage that generates a discharge spark and a high voltage that maintains the discharge spark Are generated in the secondary winding of the ignition coil.
  • a high voltage that generates a discharge spark and a high voltage that maintains the discharge spark Are generated in the secondary winding of the ignition coil.
  • the present invention has been made to solve the above-described problems, and is an ignition for an internal combustion engine in which a discharge spark generated by a capacitive discharge type ignition circuit is maintained by repeated discharge so as to have an appropriate discharge time.
  • An ignition device for an internal combustion engine includes an ignition coil that generates a high voltage in a secondary coil by a current flowing in a primary coil, a first boost circuit that boosts a battery voltage to a predetermined voltage, A capacitor discharge circuit that outputs a discharge current from the capacitor charged by the output voltage of one booster circuit to the primary coil, and a DC high voltage that maintains the discharge spark of the spark plug from the output voltage of the first booster circuit are generated.
  • a second booster circuit and a controller that controls the first booster circuit, the second booster circuit, and the capacitive discharge circuit, wherein the controller is configured to control the first booster circuit according to an ignition signal from the outside.
  • a discharge current is output from the capacitive discharge circuit at a timing indicated by the ignition signal to generate a discharge spark in a spark plug connected to the secondary coil, and the second booster circuit generates
  • the high DC voltage is outputted to the secondary side coil superimposed on the high voltage generated by the discharge current from the capacitive discharge circuit, characterized in that to maintain the discharge sparks generated in the ignition plug.
  • the polarity of the main discharge pulse voltage generated in the secondary coil by the discharge current of the capacitive discharge circuit is the same as the polarity of the DC high voltage output from the second booster circuit to the secondary coil. It is characterized by that.
  • the ion current generated in the combustion chamber is detected, and the controller is used to recognize the combustion state and control the overlap discharge due to the operation of the first booster circuit, the capacity discharge circuit, and the second booster circuit.
  • An ion current detection unit that generates a current detection signal is provided.
  • a high-voltage diode that limits a polarity of a high voltage that is output from the secondary coil to the spark plug by each operation of the capacitive discharge circuit and the second booster circuit;
  • An ion current path resistance that forms a path through which the ion current flows, and the ion current detection unit is configured to determine a voltage output from the secondary coil and the booster circuit after the high voltage output to the ignition plug is completed.
  • An ionic current detection voltage having a reverse polarity is applied to the spark plug via the ionic current path resistance and the secondary coil to detect the ionic current.
  • the direct current high voltage is superimposed on the high-energy discharge spark, so that the air-fuel mixture that does not have high ignitability can be combusted with high efficiency.
  • the ignition operation is controlled by detecting the ionic current, it is possible to stabilize the combustion efficiency by performing a spark discharge according to the actual combustion state.
  • FIG. 1 is an explanatory diagram showing a schematic configuration of an internal combustion engine ignition device according to Embodiment 1 of the present invention.
  • FIG. 2 is an explanatory diagram showing a schematic configuration of an internal combustion engine ignition device according to Embodiment 2 of the present invention.
  • FIG. 3 is an explanatory view showing the operation of the internal combustion engine ignition device of FIG.
  • FIG. 1 is an explanatory diagram showing a schematic configuration of an internal combustion engine ignition device according to Embodiment 1 of the present invention.
  • the internal combustion engine ignition device 1 in FIG. 1 includes an ignition device body 2 and an ignition coil unit 3.
  • a battery 4 for supplying a DC voltage of, for example, 12 [V] is connected to the ignition device body 2, and a spark plug 5 is connected to the ignition coil unit 3.
  • the ignition device main body 2 includes a DC-AC booster circuit 10 for inputting DC power supplied from the battery 4, an overlapping time control unit 11 for inputting an ignition signal output from an ECU (engine control unit) (not shown), ignition A capacitive discharge circuit 12 that outputs current to the coil unit 3 is provided.
  • ECU engine control unit
  • the ignition signal is a control signal generated by the ECU, and indicates the ignition timing in the combustion stroke of the internal combustion engine, the length of the period during which spark discharge is performed, and the like.
  • the ignition coil unit 3 includes a voltage doubler circuit 20 and an ignition coil 21.
  • the ignition coil unit 3 includes a plug cap (not shown) and is integrally configured. When the ignition coil unit 3 is installed in a main body of an internal combustion engine, for example, a head cover, the head electrode of the ignition plug 5 fixed to the cylinder head or the like.
  • the plug cap is formed so as to be connected.
  • the plug cap is made of an insulating material, and a conductive member that conducts a discharge voltage generated by the secondary coil 23 of the ignition coil 21 is disposed and fixed therein.
  • the conductive member is formed so as to be connected to the head electrode of the spark plug 5 in a state of being installed on the head cover or the like.
  • the DC-AC step-up circuit 10 includes a step-up transformer 30.
  • the high potential side (plus side) electrode of the battery 4 is connected to the intermediate tap of the primary side winding of the step-up transformer 30.
  • Switch transistors 31 and 32 are connected to the primary side winding of the step-up transformer 30 to constitute an inverter circuit (not shown).
  • MOSFETs MOSFETs are used as the switch transistors 31 and 32, the drains of the switch transistors 31 and 32 are connected to both ends of the primary winding of the step-up transformer 30.
  • Each source of the switch transistors 31 and 32 is connected to the ground (hereinafter referred to as GND), that is, connected to the low potential side (minus side) electrode of the battery 4.
  • GND ground
  • a control voltage that alternately repeats an on / off state in accordance with a control signal from the overlap time control unit 11 is input to each gate of the switch transistors 31 and 32,
  • the circuit configuration is such that an AC voltage having a predetermined frequency is generated in the secondary winding.
  • the overlap time control unit 11 is configured to control each switch operation of the switch transistors 31 and 32 of the DC-AC booster circuit 10 in accordance with the ignition signal described above.
  • the overlap time control unit 11 includes, for example, a photocoupler 33.
  • the circuit is configured to operate the capacity discharge circuit 12.
  • the capacitive discharge circuit 12 includes a diode 34, an ignition capacitor 35, a thyristor 36, and a plurality of resistors that adjust the voltage and current of each part of the circuit, and the secondary winding of the step-up transformer 30 on the input side. Is connected.
  • the diode 34 has an anode connected to one end of the secondary winding of the step-up transformer 30 and a cathode connected to one end of the ignition capacitor 35 via a resistor 37.
  • the anode of the thyristor 36 is connected to one end of the ignition capacitor 35.
  • the other end of the ignition capacitor 35 is connected to the ignition coil 21 by a wiring cable or the like connecting the ignition device body 2 and the ignition coil unit 3, and more specifically, connected to one end of the primary side coil 22 of the ignition coil 21.
  • the other end of the primary side coil 22 is connected to the cathode of the thyristor 36 provided in the ignition device main body 2 by a wiring cable or the like connecting the ignition device main body 2 and the ignition coil unit 3, and the secondary side winding of the step-up transformer 30. It is connected to the end.
  • These connection points are GND-connected.
  • the gate of the thyristor 36 is connected to the emitter of the phototransistor constituting the photocoupler 33 via, for example, a resistor.
  • a control current (control signal) generated by a plurality of resistors is supplied to the photocoupler 33.
  • the circuit is connected to input via a phototransistor.
  • the voltage doubler circuit 20 of the spark plug unit 3 is a multi-stage voltage doubler rectifier circuit that boosts the AC input voltage to 6 times DC voltage using, for example, 6 capacitors and diodes.
  • the secondary coil 23 is connected in a circuit so as to apply a high voltage having a negative polarity.
  • the output point of the voltage doubler circuit 20 that is, the portion that outputs the negative high voltage is connected to one end of the secondary coil 23.
  • the voltage doubler circuit 20 is connected to the secondary winding of the step-up transformer 30 by a wiring cable or the like that connects the ignition device body 2 and the ignition plug unit 3.
  • the first input point of the voltage doubler circuit 20 is connected to a connection point between one end of the secondary winding of the step-up transformer 30 and the anode of the diode 34.
  • the second input point of the voltage doubler circuit 20 is connected to the other end (GND connection side) of the secondary winding of the step-up transformer 30.
  • the anode of the high-voltage diode 40 is connected to the connection point between the output point of the voltage doubler circuit 20 and one end of the secondary coil 23.
  • the cathode of the high voltage diode 40 is connected to the second input point of the voltage doubler circuit 20 (the GND level portion of the voltage doubler circuit 20).
  • the other end of the secondary coil 23 of the ignition coil 21 is connected to the head electrode of the spark plug 5.
  • the high voltage diode 40 restricts the direction of the current flowing through the secondary coil 23 of the ignition coil 21 and limits the polarity of the discharge voltage applied from the secondary coil 23 to the ignition plug 60.
  • the high voltage diode 40 has a high breakdown voltage configuration corresponding to the high voltage generated in the secondary coil 23 and the high voltage generated by the voltage doubler circuit 20.
  • the overlap time control unit 11 of the internal combustion engine ignition device 1 is configured such that the DC-AC booster circuit 10 when the ignition signal input from the outside shows significance, for example, when a transition is made from a low level indicating off to a high level indicating on.
  • the switch transistors 31 and 32 of the DC-AC booster circuit 10 are alternately turned on and off, and the secondary winding of the booster transformer 30 is boosted, for example, to a level that does not require high breakdown voltage or leakage countermeasures.
  • Generate AC voltage Specifically, the DC voltage VB + supplied from the battery 4 is boosted to an AC voltage of, for example, 500 [V] at a frequency of 30 [kHz] and output to the capacity discharge circuit 12.
  • the voltage output from the DC-AC booster circuit 10 is about 500 [V]
  • it is connected to the output point of the DC-AC booster circuit 10, that is, the ignition device body 2 and the ignition coil unit 3 are connected.
  • each wiring cable to be connected it is possible to use a low-cost cable compared to a high voltage cable.
  • these wiring cables can be installed without considering measures for leakage.
  • the capacitive discharge circuit 12 rectifies the AC voltage of 500 [V] input from the DC-AC booster circuit 10 by the diode 34, limits the current value appropriately by the resistor 37 or the like, and achieves a desired charging voltage.
  • the above charging may be performed so that the voltage across the ignition capacitor 35 becomes a voltage corresponding to the performance of the ignition coil 21.
  • the ignition coil 21 has general performance, for example, for ignition Charging is performed so that the voltage across the capacitor 35 is about 200 to 500 [V].
  • the DC-AC booster circuit 10 supplies the generated 500 [V] AC voltage to the spark plug unit 3 via the above-described wiring cable or the like, and inputs it between two input points of the voltage doubler circuit 20. .
  • the voltage doubler circuit 20 is configured to generate a negative voltage high voltage as described above, and the 500 [V] AC voltage output from the DC-AC booster circuit 10 is used as the voltage doubler circuit 20.
  • the overlap time control unit 11 operates the DC-AC booster circuit 10 to complete the charging of the ignition capacitor 35 so that a discharge spark is generated in the spark plug 5 at the timing indicated by the ignition signal.
  • the light emitting diode 33 is caused to emit light, and the phototransistor of the photocoupler 33 is controlled to be conductive.
  • the control signal is input to the gate of the thyristor 36, and the thyristor 36 is turned on.
  • the high voltage induced in the secondary coil 23 by the discharge current of the ignition capacitor 35 specifically, the maximum voltage portion (main discharge pulse voltage) and the DC high voltage output from the voltage doubler circuit 20, also have the same polarity as a negative voltage with respect to GND, and when these high voltages are superimposed, a discharge current flows through the spark plug 5 in the same direction.
  • the discharge current flowing through the spark plug 5 flows in the forward direction of the high-voltage diode 40 and returns to the ignition device body 2 through the high-voltage diode 40, specifically to the output point of the DC-AC booster circuit 10.
  • the high voltage DC from the voltage doubler circuit 20 is superimposed on the main discharge pulse voltage generated by the discharge current from the capacitive discharge circuit 12, and the spark plug 5 is overdischarged to generate the discharge spark generation time. Is extended. Since the air-fuel mixture in the combustion chamber stabilizes ignition (combustion) when a high voltage of approximately 1.4 [kV] is supplied to the spark plug 5, the voltage doubler circuit 20 uses the output voltage of the DC-AC booster circuit 10. ( ⁇ ) 1.4 [kV] or higher voltage is generated. In addition, when the flow of the air-fuel mixture is high in the combustion chamber or when EGR is made to act high, a voltage similar to the high voltage generated by the ignition coil 21 is doubled in order to reliably maintain the discharge spark without misfire.
  • the overlap time control unit 11 operates the DC-AC booster circuit 10 and outputs a high voltage from the voltage doubler circuit 20 during a period when the input ignition signal is significant. That is, while the ignition signal indicates on, the discharge spark generated in the spark plug 5 is maintained, and when the ignition signal transitions from on to off, the output operation of the DC-AC booster circuit 10 is stopped, and the spark plug 5 Turn off the sparks.
  • the capacitive discharge circuit 12 applies a high voltage to the primary coil 22 of the ignition coil 21 to generate a high voltage in the secondary coil, and the high voltage causes the ignition plug to be generated. 5 is generated, and the high voltage of direct current generated by the voltage doubler circuit 20 is supplied to the secondary coil 23 to maintain the discharge spark generated in the spark plug 5.
  • the discharge spark can be maintained for an appropriate period, and the air-fuel mixture can be reliably ignited to allow the combustion to proceed.
  • a lean air-fuel mixture or an air-fuel mixture with a high EGR can be burned while preventing misfire, so that fuel efficiency can be improved and exhaust gas can be purified.
  • the air-fuel mixture can be combusted without maintaining a discharge spark of the spark plug 5 and causing a misfire.
  • the voltage boosted by the DC-AC booster circuit 10 is input to the capacity discharge circuit 12, and the electric charge accumulated in the ignition capacitor 35 is discharged to the primary coil 22 by the boosted voltage, and the voltage doubler circuit 20 Since the high voltage generated by is supplied to the secondary coil 23, the primary coil 22 and the like can be made small, and the ignition coil 21 can be downsized.
  • FIG. 2 is an explanatory diagram showing a schematic configuration of an internal combustion engine ignition device according to Embodiment 2 of the present invention.
  • the same reference numerals are used for parts that are the same as or correspond to those shown in FIG.
  • the internal combustion engine ignition device 1a of FIG. 2 includes an ion current detection circuit 50 in the ignition device body 2a, and an ion current path resistance 41 in the ignition plug unit 3a.
  • the other parts are configured in the same manner as the internal combustion engine ignition device 1 described above.
  • the ionic current path resistor 41 is connected in parallel to the high voltage diode 40, and the input point of the voltage doubler circuit 20 (the input point on the side where the ionic current detection circuit 50 is connected) and the output point are short-circuited.
  • the resistance value is such that it does not become a state and does not interfere with the ion current detection circuit 50 when detecting the ion current. For example, it has a resistance value of several hundred [k ⁇ ] to several [M ⁇ ].
  • one end of the power supply capacitor 51 is connected to the other end of the secondary winding of the step-up transformer 30, and the cathode of the Zener diode 52 is connected to this connection point.
  • the other end of the power supply capacitor 51 and the anode of the Zener diode 52 are connected to the anode of the diode 53 and one end of the resistor 55.
  • the power supply capacitor 51 is a power supply that supplies an ion current detection voltage, and has a capacity for storing electric power necessary for detection of the ion current.
  • the Zener diode 52 limits the voltage at both ends of the power supply capacitor 51.
  • the Zener diode 52 has a characteristic (breakdown voltage) that limits the voltage at both ends to 75 [V].
  • the ion current detection circuit 50 includes an operational amplifier 56 that generates an ion current detection signal indicating the magnitude of the ion current.
  • the inverting input terminal of the operational amplifier 56 is connected to the other end of the resistor 55 and the cathode of the diode 54.
  • the non-inverting input terminal of the operational amplifier 56 is GND-connected together with the cathode of the diode 53 and the anode of the diode 54. Further, a negative feedback path is formed by connecting a capacitor 57 and a resistor 58 connected in parallel between the inverting input terminal and the output terminal of the operational amplifier 56, and an integrating circuit using the operational amplifier 56 is configured. ing.
  • the ion current detection circuit 50 configured as described above is provided in an ion current path formed including the secondary coil 23 and the ion current path resistance 41. Next, the operation will be described.
  • FIG. 3 is an explanatory view showing the operation of the internal combustion engine ignition device of FIG.
  • the internal combustion engine ignition device 1a operates the DC-AC booster circuit 10 in response to an ignition signal input from the outside by the overlap time control unit 11, and outputs an AC voltage boosted to, for example, 500 [V] from the booster transformer 30. To do.
  • This AC voltage is input to the capacitive discharge circuit 12 and the voltage doubler circuit 20.
  • the capacitor discharge circuit 12 charges the ignition capacitor 35.
  • the overlap time control unit 11 controls the photocoupler 33 to output a discharge current from the ignition capacitor 35 to the primary coil 22 of the ignition coil 21 and generate a discharge spark in the spark plug 5.
  • the voltage doubler circuit 20 to which the AC voltage is supplied from the DC-AC booster circuit 10 rectifies the input AC voltage and boosts it to generate a DC high voltage, to the secondary coil 23 of the ignition coil 21.
  • the discharge spark generated in the spark plug 5 is maintained by output.
  • a discharge current is output from the capacitive discharge circuit 12 and a discharge current flows through the spark plug 5 by a high voltage induced in the secondary coil 23 of the ignition coil 21, the discharge current is the head of the spark plug 5.
  • the discharge current flowing through the spark plug 5 by the operation of the capacitive discharge circuit 12 and the voltage doubler circuit 20 flows through the secondary coil 23 and the high-voltage diode 40 as described above, and then for the power source of the ion current detection circuit 50.
  • the electric current flows to the capacitor 51 and the electric power capacitor 51 is charged.
  • a reverse current flows through the Zener diode 52, and the voltage across the power supply capacitor 51 is maintained constant.
  • the reverse current flows through the diode 53 to the GND portion.
  • the ion current detection circuit 50 causes the discharge current (charge current) to disappear.
  • the electric charge accumulated in the power supply capacitor 51 is discharged. That is, the ion current detection voltage is applied from the power supply capacitor 51 to the spark plug 5 through the secondary coil 23.
  • an ionic current flows by the movement of the ionic charge. Therefore, when a high voltage for generating a discharge spark is not applied to the spark plug 5, the ion current is detected by supplying an ion current detection voltage between the discharge electrodes of the spark plug 5. be able to. Further, the ion current detection voltage is supplied to the spark plug 5 so as to have a reverse polarity with respect to the high voltage output from the ignition coil 21 or the high voltage output from the voltage doubler circuit 20 by the operation of the capacitive discharge circuit 12. Apply. Specifically, a positive voltage is applied to the center electrode of the discharge electrode of the spark plug 5.
  • the internal combustion engine ignition device 1a is configured so that an ionic current flows in a direction opposite to a discharge current flowing between the discharge electrodes of the ignition plug 5, and a voltage across the power supply capacitor 51, that is, an ionic current detection is detected.
  • the working voltage is applied to the spark plug 5 so as to have a polarity opposite to that of the high voltage generated by the secondary coil 23 and the high voltage generated by the voltage doubler circuit 20.
  • the electric charge is discharged from the power supply capacitor 51 as described above, and the voltage across the power supply capacitor 51 becomes the ion current path resistance 41. And is applied between the discharge electrodes of the spark plug 5 via the secondary coil 23 and via the diode 53 and the GND portion. Since the first terminal on the high potential side of the power supply capacitor 51, that is, the other end of the secondary winding of the step-up transformer 30 is connected to the cathode of the high-voltage diode 40, the ionic current connected in parallel with the high-voltage diode 40 A path resistance 41 is provided to secure a path through which ion current flows.
  • the power supply capacitor 51 discharges the electric charge as described above, supplies a high potential side (+) voltage to the head electrode of the spark plug 5 and the center electrode of the discharge electrode, and applies a low voltage to the GND side discharge electrode of the spark plug 5.
  • Supply potential side (-) voltage By applying the ion current detection voltage to the spark plug 5 in this manner, the ion current reaches the GND connection point of the ion current detection circuit 50 from the GND side discharge electrode of the spark plug 5 through the GND portion such as the cylinder block. And input to the anode of the diode 54.
  • an ion current generated by the ion current detection voltage applied from the power supply capacitor 51 to the ignition plug 5 flows as in the ion current path A shown in FIG.
  • the ion current input from the diode 54 returns to the second terminal on the low potential side of the power supply capacitor 51 through the resistor 55.
  • the operational amplifier 56 inputs a voltage generated by the ion current flowing through the resistor 55, and generates and outputs an ion current detection signal representing the charge amount by time integration of the voltage signal.
  • the above-described charge amount indicates the amount of ions generated when the air-fuel mixture burns.
  • the ion current detection time 50 obtains the amount of ions (charge amount) generated in one combustion stroke by performing time integration of the ion current.
  • the ion current detection signal output from the ion current detection circuit 50 is input to, for example, a control unit such as the ECU or the overlap time control unit 11 to improve the combustion efficiency and stabilize the operation state of the internal combustion engine. It is used when adjusting (setting) the overlap discharge time, the overlap discharge current, and the like.
  • a control unit such as the overlap time control unit 11 controls the operation of the DC-AC booster circuit 10 to control the voltage doubler circuit when the ion current detection signal input from the ion current detection circuit 50 indicates deterioration of the combustion state.
  • the high voltage output from 20 is increased.
  • the overlap time control unit 11 or the like controls the overlap discharge using the ion current detection signal in order to improve the combustion state, the overlap time is adjusted, that is, the high voltage is supplied from the voltage doubler circuit 20.
  • the output period may be extended or shortened.
  • the ion current detection signal indicates that the combustion state is good, the discharge current is reduced at an arbitrary timing, specifically, the operation of the DC-AC booster circuit 10 is controlled.
  • the high voltage output from the voltage doubler circuit 20 is reduced or the output period of the high voltage is shortened, and control is performed to find a limit value that can maintain a good combustion state, thereby reducing power consumption and saving energy.
  • the overlap time control unit 11 monitors the combustion state using the ion current detected by the ion current detection circuit 50, and monitors the discharge current flowing through the secondary coil 23 using a current detection unit (not shown). By adjusting the magnitude of the discharge current that flows during the overlap discharge period and the overlap discharge, and further updating and storing these adjusted values, the length of the overlap discharge period and the magnitude of the discharge current can be optimized by learning. You may make it use for the operation control of discharge.
  • the direction of the current flowing through the secondary side coil 23 is regulated. Since the ionic current path resistor 41 connected in parallel to the high voltage diode 40 is provided, the ionic current detection circuit 50 for detecting the ionic current flowing in the direction opposite to the discharge current is provided, and the spark plug 5 is used as the ionic current sensor.
  • the ion discharge can be accurately detected to control the overlapping discharge. Further, by controlling the overlap discharge according to the detected magnitude of the ionic current, it becomes possible to improve the operation efficiency of the internal combustion engine by performing the overlap discharge according to the combustion state.

Abstract

La présente invention concerne un dispositif d'allumage pour moteur à combustion interne qui, à l'aide d'une décharge de chevauchement, maintient une étincelle de décharge générée par un circuit d'allumage à décharge capacitive de manière à obtenir un temps de décharge approprié. Une unité de commande de temps de chevauchement (11) actionne un circuit d'amplification CC-CA (10) en réaction à un signal d'allumage provenant de l'extérieur, et un courant de décharge provenant du circuit à décharge capacitive (12) est sorti sur une bobine primaire (22) avec un moment indiqué dans le signal d'allumage, ce qui permet de générer une étincelle de décharge dans une bougie (5) reliée à une bobine secondaire (23). Une tension continue élevée générée par un circuit à doubler la tension (20) est sortie sur la bobine secondaire (23) et chevauche la tension élevée générée par le courant de décharge provenant du circuit à décharge capacitive (12), ce qui permet de maintenir l'étincelle de décharge générée par la bougie (5).
PCT/JP2012/081715 2012-11-30 2012-11-30 Dispositif d'allumage pour moteur à combustion interne WO2014083712A1 (fr)

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JP2013531996A JP5610457B1 (ja) 2012-11-30 2012-11-30 内燃機関用点火装置
PCT/JP2012/081715 WO2014083712A1 (fr) 2012-11-30 2012-11-30 Dispositif d'allumage pour moteur à combustion interne

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Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS5397564A (en) * 1977-02-05 1978-08-25 Hanshin Henatsuki Seisakushiyo Multiple discharge high energy igniter
JPS58131358A (ja) * 1982-01-30 1983-08-05 Nissan Motor Co Ltd 内燃機関用点火装置
JPH0735764U (ja) * 1993-12-06 1995-07-04 国産電機株式会社 内燃機関用点火装置
CA2195793A1 (fr) * 1996-01-23 1997-07-24 Katsuhiro Sakai Systeme d'allumage pour moteurs a combustion interne
JP2000240542A (ja) * 1999-02-18 2000-09-05 Hanshin Electric Co Ltd 内燃機関用の重ね放電式点火装置
JP2005048649A (ja) * 2003-07-28 2005-02-24 Kokusan Denki Co Ltd コンデンサ放電式内燃機関用点火装置

Patent Citations (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS5397564A (en) * 1977-02-05 1978-08-25 Hanshin Henatsuki Seisakushiyo Multiple discharge high energy igniter
JPS58131358A (ja) * 1982-01-30 1983-08-05 Nissan Motor Co Ltd 内燃機関用点火装置
JPH0735764U (ja) * 1993-12-06 1995-07-04 国産電機株式会社 内燃機関用点火装置
CA2195793A1 (fr) * 1996-01-23 1997-07-24 Katsuhiro Sakai Systeme d'allumage pour moteurs a combustion interne
JPH09195908A (ja) * 1996-01-23 1997-07-29 Denso Corp 内燃機関用点火装置
JP2000240542A (ja) * 1999-02-18 2000-09-05 Hanshin Electric Co Ltd 内燃機関用の重ね放電式点火装置
JP2005048649A (ja) * 2003-07-28 2005-02-24 Kokusan Denki Co Ltd コンデンサ放電式内燃機関用点火装置

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