WO2015192638A1 - 点火线圈系统 - Google Patents

点火线圈系统 Download PDF

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Publication number
WO2015192638A1
WO2015192638A1 PCT/CN2014/095856 CN2014095856W WO2015192638A1 WO 2015192638 A1 WO2015192638 A1 WO 2015192638A1 CN 2014095856 W CN2014095856 W CN 2014095856W WO 2015192638 A1 WO2015192638 A1 WO 2015192638A1
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coil winding
ignition
ignition coil
spark plug
coil
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PCT/CN2014/095856
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English (en)
French (fr)
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茅一春
孙晓庆
程捷
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联合汽车电子有限公司
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Publication of WO2015192638A1 publication Critical patent/WO2015192638A1/zh

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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02P—IGNITION, OTHER THAN COMPRESSION IGNITION, FOR INTERNAL-COMBUSTION ENGINES; TESTING OF IGNITION TIMING IN COMPRESSION-IGNITION ENGINES
    • F02P3/00—Other installations
    • F02P3/02—Other installations having inductive energy storage, e.g. arrangements of induction coils
    • F02P3/04—Layout of circuits
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01F—MAGNETS; INDUCTANCES; TRANSFORMERS; SELECTION OF MATERIALS FOR THEIR MAGNETIC PROPERTIES
    • H01F27/00—Details of transformers or inductances, in general
    • H01F27/28—Coils; Windings; Conductive connections
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01F—MAGNETS; INDUCTANCES; TRANSFORMERS; SELECTION OF MATERIALS FOR THEIR MAGNETIC PROPERTIES
    • H01F38/00—Adaptations of transformers or inductances for specific applications or functions
    • H01F38/12—Ignition, e.g. for IC engines

Definitions

  • This invention relates to engine technology, and more particularly to an ignition coil system.
  • the ignition coil system is applied to the engine ignition system and belongs to the actuator, which is responsible for generating high-voltage breakdown spark plug ignition.
  • the schematic diagram of the structure of the existing ignition coil is shown in Fig. 1. It includes a primary coil winding L1, a secondary coil winding L2, a magnetic core, one end of the primary coil winding L1 is connected to the positive pole of the vehicle power source E, and the other end is connected via the switch K and the vehicle power source E.
  • the negative pole is connected, one end of the secondary coil winding L2 is connected to the negative pole of the vehicle power source E, and the other end is connected to the high voltage center pole of the spark plug P.
  • the ignition coil is controlled by an ECU (Electronic Control Unit). When the switch is closed, the vehicle power supply E is charged to the primary circuit of the ignition coil, and the electromagnetic energy is stored on the magnetic core in the magnetic circuit.
  • ECU Electronic Control Unit
  • the existing ignition coil In the existing ignition coil, a double-winding coil is generally used, and an induction high-voltage ignition is generated in the secondary by electromagnetic coupling.
  • the existing ignition coil needs to maintain the integrity and high performance of the three parts of the primary coil winding, the secondary coil winding and the magnetic core, which greatly increases the difficulty of reducing the cost.
  • the energy loss is mainly in three aspects: the resistance loss power of the primary coil winding, the magnetic path loss of the electromagnetic coupling, and the resistance loss of the secondary coil winding.
  • the efficiency value is generally around 40%, and the ignition efficiency is low. The development of the ignition coil in the high-performance direction (high energy, long life, etc.) is suppressed.
  • the technical problem to be solved by the present invention is to provide an ignition coil system which can improve the energy utilization efficiency of ignition and can reduce the cost.
  • the present invention provides an ignition coil system including a DC booster, a coil winding, an electronic switch, and a spark plug;
  • the DC booster has a low voltage end for receiving a vehicle power supply
  • the coil winding has an upper end connected to a high voltage end of the DC booster and a lower end connected to a high voltage center pole of the spark plug;
  • the electronic switch has a current transmission end connected to the lower end of the coil winding, and another current transmission end grounded, and the control end is used for receiving the ignition signal.
  • the DC booster is a DC booster of 4.5-18V to 1000V.
  • the coil winding has a line length of 0.5 mm or more.
  • the electronic switch is a power switch tube.
  • the ignition coil system further includes a suppression resistor
  • the suppression resistor is connected in series between a lower end of the coil winding and a high voltage center pole of the spark plug.
  • the ignition coil system of the present invention employs a coil winding of increased wire diameter, is charged by high voltage, and then disconnects the circuit to charge the spark plug capacitor to generate high voltage breakdown ignition.
  • the ignition coil system of the present invention requires only one winding (equivalent to a secondary coil winding requiring only a conventional ignition coil system, removing the primary coil winding of a conventional ignition coil system), and the coil winding directly acts on the spark plug, reducing electromagnetic coupling loss. It greatly improves the energy utilization efficiency of the ignition; at the same time, only one winding is needed, which also reduces the performance requirements of the core and reduces the cost.
  • FIG. 1 is a schematic structural view of a conventional ignition coil
  • Figure 2 is a schematic structural view of the first embodiment of the ignition coil system of the present invention.
  • FIG 3 is a schematic structural view of a second embodiment of the ignition coil system of the present invention.
  • Ignition coil system including DC booster (DC-DC booster), coil windings, electronic switches, spark plugs;
  • the DC booster has a low voltage end for receiving a vehicle power supply
  • the coil winding has an upper end connected to a high voltage end of the DC booster and a lower end connected to a high voltage center pole of the spark plug;
  • the spark plug is grounded to the side;
  • the electronic switch has a current transmission end connected to the lower end of the coil winding, and another current transmission end grounded, and the control end is used to connect the ignition signal output by the electronic control unit (ECU).
  • ECU electronice control unit
  • the DC booster is a DC booster of 4.5-18V to 1000V.
  • the coil winding has a line length of 0.5 mm or more.
  • the coil winding uses a coil with a large wire diameter to reduce the resistance R of the coil itself.
  • the electronic switch is a power switch tube.
  • the ignition coil system of Embodiment 1 when the electronic control unit (ECU) issues an ignition signal, the electronic switch is turned on to make the coil winding to ground, and the DC booster charges the coil winding
  • the electronic control unit (ECU) controls the charging time so that the electronic switch is turned off after the current in the coil winding reaches about 100 mA, and the coil winding is opened to the ground, because the current value on the coil winding cannot be changed.
  • the current of the coil winding will flow to the spark plug, and the electric charge will be accumulated at the high voltage center of the spark plug, so that the high voltage center voltage of the spark plug is continuously increased, and finally the spark plug is ignited.
  • the ignition coil system of the first embodiment uses a coil winding of increased wire diameter, charges by high voltage, and then opens the circuit to charge the spark plug capacitor to generate high voltage breakdown ignition.
  • the ignition coil system of the first embodiment requires only one winding (corresponding to the secondary coil winding of the conventional ignition coil system, and the primary coil winding of the conventional ignition coil system is removed), and the coil winding directly acts on the spark plug, reducing electromagnetic coupling. Loss, greatly improving the energy utilization efficiency of the ignition (can increase the energy utilization efficiency of the ignition coil to more than 90%); at the same time, only one winding is needed, which also reduces the performance requirements of the core and reduces the cost.
  • the ignition coil system further includes a suppression resistor
  • the suppression resistor is connected in series between a lower end of the coil winding and a high voltage center pole of the spark plug.
  • the resistance of the coil winding discharge loop is increased to suppress electromagnetic interference.
  • the working principle of the ignition coil system of the present invention is as follows:
  • the coil winding acts as an energy storage element for the electric field energy, and the total input energy is:
  • W is the input energy total energy
  • I p is the current value at the moment when the coil winding charging circuit is disconnected
  • L is the inductance value of the coil winding. It can be seen that the total input energy W of the coil winding depends on the current at the moment when the coil winding charging circuit is disconnected. The value I p .
  • W L is the energy storage value of the parasitic inductance
  • W c is the spark plug capacitor energy storage value
  • Q R is the heat loss of the resistance in the T time
  • T is the coil winding charging loop from the off time T P to the moment before the breakdown Time value
  • C is the spark plug capacitance value
  • e c is the spark plug high voltage center pole voltage value.
  • the inductance L of the coil winding can be adjusted by the magnetic core, the number of turns, etc., so that the coil winding charging circuit is disconnected instantaneously, and the energy of the winding instantaneously flows into the spark plug capacitor, thereby making the spark plug high voltage.
  • the center pole voltage value e c continues to rise until the spark plug is broken, releasing energy.

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  • Engineering & Computer Science (AREA)
  • Power Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Ignition Installations For Internal Combustion Engines (AREA)

Abstract

一种点火线圈系统，其包括直流升压器、线圈绕组、电子开关、火花塞；直流升压器，低压端用于接车载电源；线圈绕组，上端接直流升压器的高压端，下端接火花塞的高压中心极；电子开关，一电流传输端接接线圈绕组的下端，另一电流传输端接地，控制端用于接点火信号。该点火线圈系统只需要一个线圈绕组，该线圈绕组直接作用于火花塞，降低了电磁耦合损耗，大幅提升了点火的能量利用效率，也降低了成本。

Description

点火线圈系统 技术领域
本发明涉及发动机技术，特别涉及一种点火线圈系统。
背景技术
点火线圈系统应用于发动机点火系统，属于执行器，负责产生高压击穿火花塞点火。
现有点火线圈的结构原理图如图1所示，包括初级线圈绕组L1、次级线圈绕组L2、磁芯，初级线圈绕组L1一端与车载电源E正极连接，另一端经开关K与车载电源E负极连接，次级线圈绕组L2一端与车载电源E负极连接，另一端连接火花塞P高压中心极。点火线圈由ECU(Electronic Control Unit,电子控制单元)控制工作，工作时开关K闭合，车载电源E向点火线圈初级回路充电，电磁能量存储在磁路中的磁芯上。当流过初级线圈绕组L1的电流达到一定值时，开关K瞬间断开，点火线圈初级回路的电场突变造成了点火线圈磁路上的磁场突变，从而在次级线圈绕组L2的两端感应出高压电动势，击穿火花塞P点火。
现有点火线圈，普遍采用双绕组线圈，通过电磁耦合作用，在次级产生感应高压点火。现有点火线圈，需要保持初级线圈绕组、次级线圈绕组、磁芯这三部分的完整性和高性能，大大增加了降低成本的难度。现有点火线圈，能量的损耗主要在三个方面：初级线圈绕组的电阻损耗电能、电磁耦合的磁路损耗和次级线圈绕组的电阻损耗电能，效率值普遍在40％左右，点火效率低，抑制了点火线圈朝高性能方向(高能量、长寿命等)的发展。
发明内容
本发明要解决的技术问题是提供一种点火线圈系统，能提高点火的能量利用效率，并能降低成本。
为解决上述技术问题，本发明提供的点火线圈系统，包括直流升压器、线圈绕组、电子开关、火花塞；
所述直流升压器，低压端用于接车载电源；
所述线圈绕组，上端接所述直流升压器的高压端，下端接所述火花塞的高压中心极；
所述电子开关，一电流传输端接所述接线圈绕组的下端，另一电流传输端接地，控制端用于接点火信号。
较佳的，所述直流升压器，为4.5～18V转1000V的直流升压器。
较佳的，所述线圈绕组，线经大于等于0.5mm。
较佳的，所述电子开关为功率开关管。
较佳的，点火线圈系统还包括一抑制电阻；
所述抑制电阻，串接在所述线圈绕组的下端同所述火花塞的高压中心极之间。
本发明的点火线圈系统，采用一个增大线径的线圈绕组，通过高压充电，然后断开回路，向火花塞电容充电产生高压击穿点火。本发明的点火线圈系统，只需要一个绕组(相当于只需要常规点火线圈系统的次级线圈绕组，去除了常规点火线圈系统的初级线圈绕组)，线圈绕组直接作用于火花塞，降低了电磁耦合损耗，大幅提升了点火的能量利用效率；同时，只需要一个绕组，也降低了磁芯性能的要求，降低了成本。
附图说明
为了更清楚地说明本发明的技术方案，下面对本发明所需要使用的附图作简单的介绍，显而易见地，下面描述中的附图仅仅是本发明的一些实施例，对于本领域普通技术人员来讲，在不付出创造性劳动的前提下，还可以根据这些附图获得其他的附图。
图1是现有点火线圈的结构原理图；
图2是本发明的点火线圈系统实施例一的结构原理图；
图3是本发明的点火线圈系统实施例二的结构原理图。
具体实施方式
下面将结合附图，对本发明中的技术方案进行清楚、完整的描述，显然，所描述的实施例是本发明的一部分实施例，而不是全部的实施例。基于本发明中的实施例，本领域普通技术人员在没有做出创造性劳动的前提下所获得的所有其它实施例，都属于本发明保护的范围。
实施例一
点火线圈系统，如图2所示，包括直流升压器(DC-DC升压器)、线圈绕组、电子开关、火花塞；
所述直流升压器，低压端用于接车载电源；
所述线圈绕组，上端接所述直流升压器的高压端，下端接所述火花塞的高压中心极；
所述火花塞，侧极接地；
所述电子开关，一电流传输端接所述接线圈绕组的下端，另一电流传输端接地，控制端用于接电子控制单元(ECU)输出的点火信号。
较佳的，所述直流升压器，为4.5～18V转1000V的直流升压器。
较佳的，所述线圈绕组，线经大于等于0.5mm。线圈绕组采用线径较大的线圈，用以降低线圈自身的电阻R。
较佳的，所述电子开关为功率开关管。
实施例一的点火线圈系统，当电子控制单元(ECU)发出点火信号时，所述电子开关接通，使所述线圈绕组到地之间通路，所述直流升压器向所述线圈绕组充电；电子控制单元(ECU)通过控制充电时间，使所述电子开关在所述线圈绕组内电流达到100mA左右后关断，所述线圈绕组到地之间开路，由于线圈绕组上的电流值不能突变，线圈绕组的电流将流向火花塞，在火花塞高压中心极聚集电荷，从而使火花塞高压中心极电压不断升高，最终击穿火花塞点火。
实施例一的点火线圈系统，采用一个增大线径的线圈绕组，通过高压充电，然后断开回路，向火花塞电容充电产生高压击穿点火。实施例一的点火线圈系统，只需要一个绕组(相当于只需要常规点火线圈系统的次级线圈绕组，去除了常规点火线圈系统的初级线圈绕组)，线圈绕组直接作用于火花塞，降低了电磁耦合损耗，大幅提升了点火的能量利用效率(能将点火线圈的能量利用效率提升至90％以上)；同时，只需要一个绕组，也降低了磁芯性能的要求，降低了成本。
实施例二
基于实施例一的点火线圈系统，如图3所示，点火线圈系统还包括一抑制电阻；
所述抑制电阻，串接在所述线圈绕组的下端同所述火花塞的高压中心极之间。
实施例二的点火线圈系统，通过在所述线圈绕组的下端同所述火花塞的高压中心极之间串接一抑制电阻，增大线圈绕组放电回路电阻，抑制电磁干扰。
本发明的点火线圈系统，其工作原理分析如下：
线圈绕组作为电场能量的储能元件，其输入能量总值为：
Figure PCTCN2014095856-appb-000001
W为输入能量总值能量，Ip为线圈绕组充电回路断开瞬间的电流值，L为线圈绕组的电感值，可见线圈绕组的输入能量总值W取决于线圈绕组充电回路断开瞬间的电流值Ip。
当突然断开线圈绕组充电回路时，线圈绕组上储存的能量不能保持稳定，能量将通过线圈电阻热损耗、火花塞电容储存、寄生电感储存的方式释放。
即：
W＝WL+QR+WC，
WC＝12CeC 2，
Figure PCTCN2014095856-appb-000002
其中，WL为寄生电感的储能值，Wc为火花塞电容储能值，QR为T时间内电阻的热损耗，T为线圈绕组充电回路从关断时刻TP到击穿前瞬间的时间值，C为火花塞电容值,ec为火花塞高压中心极电压值。
由于T和C都非常小，线圈绕组的电感值L可通过磁芯、线匝数等调节变大，从而使线圈绕组充电回路断开瞬间，绕组的能量瞬间涌入火花塞电容，从而使火花塞高压中心极电压值ec不断升高，直至击穿火花塞，释放能量。
以上所述仅为本发明的较佳实施例而已，并不用以限制本发明，凡在本发明的精神和原则之内，所做的任何修改、等同替换、改进等，均应包含在本发明保护的范围之内。

Claims (5)

  1. 一种点火线圈系统，其特征在于，包括直流升压器、线圈绕组、电子开关、火花塞；
    所述直流升压器，低压端用于接车载电源；
    所述线圈绕组，上端接所述直流升压器的高压端，下端接所述火花塞的高压中心极；
    所述电子开关，一电流传输端接所述接线圈绕组的下端，另一电流传输端接地，控制端用于接点火信号。
  2. 根据权利要求1所述的点火线圈系统，其特征在于，
    所述直流升压器，为4.5～18V转1000V的直流升压器。
  3. 根据权利要求1所述的点火线圈系统，其特征在于，
    所述线圈绕组，线经大于等于0.5mm。
  4. 根据权利要求1所述的点火线圈系统，其特征在于，
    所述电子开关为功率开关管。
  5. 根据权利要求1所述的点火线圈系统，其特征在于，
    点火线圈系统还包括一抑制电阻；
    所述抑制电阻，串接在所述线圈绕组的下端同所述火花塞的高压中心极之间。
PCT/CN2014/095856 2014-06-16 2014-12-31 点火线圈系统 WO2015192638A1 (zh)

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