EP0615580B1 - Systeme d'allumage a limitation de la tension primaire et a diagnostic de defauts - Google Patents

Systeme d'allumage a limitation de la tension primaire et a diagnostic de defauts Download PDF

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Publication number
EP0615580B1
EP0615580B1 EP93918954A EP93918954A EP0615580B1 EP 0615580 B1 EP0615580 B1 EP 0615580B1 EP 93918954 A EP93918954 A EP 93918954A EP 93918954 A EP93918954 A EP 93918954A EP 0615580 B1 EP0615580 B1 EP 0615580B1
Authority
EP
European Patent Office
Prior art keywords
voltage
ignition
primary
ignition system
primary winding
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.)
Expired - Lifetime
Application number
EP93918954A
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German (de)
English (en)
Other versions
EP0615580A1 (fr
Inventor
Karl-Heinz Kugler
Christian Zimmermann
Walter Gollin
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Robert Bosch GmbH
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Robert Bosch GmbH
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Filing date
Publication date
Application filed by Robert Bosch GmbH filed Critical Robert Bosch GmbH
Publication of EP0615580A1 publication Critical patent/EP0615580A1/fr
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Anticipated expiration legal-status Critical
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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
    • F02P17/12—Testing characteristics of the spark, ignition voltage or current
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02P—IGNITION, OTHER THAN COMPRESSION IGNITION, FOR INTERNAL-COMBUSTION ENGINES; TESTING OF IGNITION TIMING IN COMPRESSION-IGNITION ENGINES
    • F02P3/00—Other installations
    • F02P3/02—Other installations having inductive energy storage, e.g. arrangements of induction coils
    • F02P3/04—Layout of circuits
    • F02P3/055—Layout of circuits with protective means to prevent damage to the circuit, e.g. semiconductor devices or the ignition coil
    • F02P3/0552—Opening or closing the primary coil circuit with semiconductor devices
    • F02P3/0554—Opening or closing the primary coil circuit with semiconductor devices using digital techniques

Definitions

  • the arrangement according to the invention with the characterizing features of the main claim has the advantage over and above that, by adapting the primary voltage generation of the output stages to the respective secondary load, there is no excessive voltage on the igniter at low load or insufficient voltage supply at high load.
  • the detection of the load acting on the secondary side has the advantage that statements about the available ignition voltage supply are possible. For example, the evaluation of the rise time of the primary voltage or the reaching of a specific primary voltage value within a predeterminable time can be evaluated as a measure of the ignition voltage supply.
  • This primary-side detection of the ignition voltage supply on the secondary side of the ignition coil also has the advantage that it can be used during normal engine operation for diagnostic evaluation to identify possible faults in the ignition system.
  • a flat rise in the secondary voltage is an indication that the spark plug has shunts. If, on the other hand, the detected spark duration is shorter than a limit value or if the burning voltage curve typical for combustion is missing, then for example an ignitable mixture or possibly an ignition spark on the spark plug is missing due to a dropped plug connector.
  • the actual high voltage offer is e.g. by pulling out a spark plug connector and taking appropriate measurements, but this cannot be used when the internal combustion engine is operating.
  • the evaluation as described above offers a simple way of detecting the ignition voltage.
  • FIG. 1 shows an ignition device in an internal combustion engine, not shown.
  • the primary winding 1 of the ignition coil 2 is connected on the one hand to the supply voltage U B and on the other hand via the collector-emitter path of the ignition transistor 3 and a resistor 4 to ground.
  • a load acts on the secondary winding 5 of the ignition coil 2, which is represented here as an equivalent circuit diagram by the parallel connection of a capacitor 6 and a resistor 7.
  • a tap 8 is provided between the primary winding 1 and the ignition transistor 3, so that the primary voltage U p is evaluated in an evaluation unit 9, the rise in the primary voltage U p when a trigger pulse is triggered being a measure of the secondary load.
  • Another tap 14 between the primary winding and the ignition transistor 3 is connected to the control input of a transistor 12 via a resistor 10 and a zener diode 11.
  • the collector of transistor 12 is connected to a 5 volt supply voltage via a resistor 15, while the emitter of transistor 12 is connected to a connection between a control terminal 13 for the ignition signal and the control input of ignition transistor 3.
  • a third transistor 16 is connected on the collector side to the connection between the resistor 10 and the Zener diode 11 and is connected to ground on the emitter side. The control input of this third transistor 16 is connected to the evaluation unit 9.
  • the ignition system just described has the following mode of operation. Via the control connection 13, the ignition transistor 3 is first controlled to be in the conductive state, so that current flows through the primary winding 1 of the ignition coil 2. At the end of the signal at the control terminal 13, the ignition transistor 3 comes into the non-conductive state, which means an interruption in the current flow in the primary winding 1 of the ignition coil 2 and a high-voltage surge dependent on it in the secondary winding 5 results. This would then lead to an ignition spark on the secondary side of a spark plug, not shown.
  • the voltage at the zener diode 11 breaks through and a control current is present at the control input of the transistor 12, so that a control current at the ignition transistor 3 also causes this transistor to react somewhat makes current permeable.
  • the voltage across the switching path of the ignition transistor 3 immediately drops again, to the extent that the voltage across the Zener diode 11 falls below the breakdown voltage of this Zener diode.
  • the primary voltage U p is detected in the evaluation unit 9 and evaluated in such a way that the voltage building up on the zener diode 11 can be varied by driving the transistor 16, ie the transistor 16 forms an adjustable voltage divider with the resistor 10 , wherein the voltage applied to the center of the adjustable voltage divider corresponds to the voltage applied to the Zener diode 11.
  • the voltage potential applied to the zener diode is changed.
  • the rise time tr of the primary voltage U p up to a predetermined value is evaluated in the evaluation unit 9. A large capacitive load on the secondary side causes a longer rise time tr than with a small capacitive load.
  • the transistor 16 In the case of a long rise time tr, that is to say with a high capacitive load, the transistor 16 is turned on with a correspondingly large voltage and the voltage potential at the zener diode 11 is reduced. In contrast, the transistor 16 is turned on less when the load is low, so that the zener diode 11 reaches the breakdown voltage much earlier than when the capacitive load is high.
  • FIG. 2 shows the relationship between the secondary load and the rise time tr of the primary voltage.
  • the table in FIG. 2 is divided into two areas, area a) for larger loads in the secondary circuit and area b) for smaller loads. These areas differ in that two different loads were used for the measurement.
  • the table also shows the rise time tr, which corresponds to the time when the primary voltage rose from 0 to 200 V, the voltage change dU 1 (during 25 ⁇ s) and the voltage change dU 2 (during 50 ⁇ s).
  • This table in FIG. 2 clearly shows that in the case of the load acting under a (cf. the values for C-6 and R-7), a much longer rise time tr elapses until the primary voltage reaches 200 volts than that for FIG. B specified load. It can be clearly seen that there is a direct connection between the rise time and the secondary load. This relationship is evaluated in the evaluation unit 9 and the transistor 16 is controlled accordingly.
  • Another possibility for detecting the secondary load is given by the fact that after a predeterminable time (for example 25 ⁇ s or 50 ⁇ s) the voltage change dU p is recorded by the evaluation unit 9. It can also be seen here from FIG. 2 that the voltage potential in part b) of the table after the same time with a lower load is substantially greater than the voltage potential in part a) of the table.
  • Figure 3 shows a possibility of evaluating the detected primary voltage U p .
  • the primary voltage U p as already described for FIG. 1, is recorded in a work step 20, wherein, for example, either the rise time tr to 200 V primary voltage U p or the primary voltage U p reached can be evaluated after a predeterminable time.
  • the detected primary voltage U p is evaluated as a measure of the attacking secondary load, for example by evaluating the rise time until it reaches 200 V and in step 22 the clamp voltage as described in relation to FIG. 1 is determined by a corresponding control of the transistor 16.
  • step 23 the detected primary voltage is compared with reference values U REF of the spark duration and / or the operating voltage curve.
  • query 24 it is now checked whether the detected quantities are in the range of the specifiable limit values U REF . If this is the case, the evaluated ignition is recognized as correct in step 25. A no to question 24 leads to work step 26, in which the ignition that has occurred is evaluated as faulty, it being possible at the same time to divide it into different types of fault based on the evaluated operating voltage. A lack of overshoot when the ignition breaks down or a flat rise in voltage indicates shunts on the spark plug. An error display signal is now output in step 27 and the subsequent combustion is evaluated in step 28. Using the evaluation unit 9 in FIG. 1, it is possible, for example, if the increase in the primary voltage and the conclusion on possible shunts is too small, to increase the secondary voltage supply by means of a corresponding brackets U KL in order to cause the spark plug to burn out.

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

Abstract

Un système d'allumage pour moteurs à combustion interne comprend un circuit de verrouillage (10, 11, 12, 16) qui limite la tension primaire pour protéger les parties conductrices de haute tension contre la destruction. Le système d'allumage comprend un dispositif de verrouillage de la tension du transistor d'allumage (3). La tension de verrouillage peut varier en fonction d'une charge appliquée du côté secondaire. La tension primaire (Up) est déterminée par une unité d'évaluation (9); lorsque la charge secondaire est élevée, une haute tension de verrouillage est utilisée, et lorsque la charge secondaire est basse, une basse tension de limitation est utilisée. En outre, l'évaluation (23-28) de la tension primaire permet de diagnostiquer des défauts du système d'allumage.

Claims (6)

  1. Installation d'allumage pour des moteurs à combustion interne, comprenant une bobine d'allumage et un étage d'allumage (3) en série avec l'enroulement primaire (1) de la bobine d'allumage, un circuit d'écrêtage (10, 11, 12, 16) qui limite le courant primaire passant dans l'enroulement primaire de la bobine d'allumage en cas de dépassement d'une tension primaire prédéterminée à la jonction (14) entre l'enroulement primaire (1) et l'étage d'allumage (3), ainsi qu'au moins un élément de commutation (11) pour une certaine tension de claquage ; la branche du circuit d'écrêtage (10, 11, 16), comportant l'élément de commutation (11) offrant une certaine tension de claquage, relie la jonction (14) de l'enroulement primaire (1) et de l'étage d'allumage (3), à l'électrode de commande de l'étage d'allumage (3),
    caractérisée en ce que
    le circuit d'écrêtage (10, 11, 12, 16) peut être modifié par un circuit d'exploitation (9) branché entre l'enroulement primaire (1) et l'étage d'allumage (3) en fonction de la charge (6, 7) du côté du secondaire, de façon que le circuit d'écrêtage (10, 11, 12, 16) limite la tension primaire, pour une charge secondaire élevée, à une tension primaire élevée et, pour une charge secondaire faible, à une tension primaire faible correspondante.
  2. Installation d'allumage selon la revendication 1,
    caractérisée en ce que
    le circuit d'exploitation (9) détecte la durée de montée (tr) de la tension primaire (Up) comme mesure de la charge secondaire.
  3. Installation d'allumage selon la revendication 2,
    caractérisée en ce que
    le circuit d'exploitation (9) détecte le temps entre l'instant d'allumage et celui auquel on atteint un seuil de tension prédéterminé dans l'enroulement primaire comme mesure du temps de montée (tr).
  4. Installation d'allumage selon la revendication 1,
    caractérisée en ce que
    le circuit d'exploitation (9) détecte comme mesure de la charge secondaire, après un temps prédéterminé à la suite de l'instant d'allumage, la tension dans l'enroulement primaire.
  5. Installation d'allumage selon l'une des revendications précédentes,
    caractérisée en ce que
    la tension primaire (Up) détectée est comparée à des valeurs limites (UREF) de la durée des étincelles et/ou de la forme de la tension de combustion représentant une combustion correcte.
  6. Installation d'allumage selon la revendication 5,
    caractérisée en ce qu'
    au cas où la tension primaire est différente des valeurs limites, on estime qu'il y a une combustion défectueuse et on affiche un signal d'affichage de défaut (27).
EP93918954A 1992-10-02 1993-09-08 Systeme d'allumage a limitation de la tension primaire et a diagnostic de defauts Expired - Lifetime EP0615580B1 (fr)

Applications Claiming Priority (5)

Application Number Priority Date Filing Date Title
DE4233211 1992-10-02
DE4233211 1992-10-02
DE4315999A DE4315999A1 (de) 1992-10-02 1993-05-13 Zündanlage für Brennkraftmaschinen
DE4315999 1993-05-13
PCT/DE1993/000817 WO1994008133A1 (fr) 1992-10-02 1993-09-08 Systeme d'allumage a limitation de la tension primaire et a diagnostic de defauts

Publications (2)

Publication Number Publication Date
EP0615580A1 EP0615580A1 (fr) 1994-09-21
EP0615580B1 true EP0615580B1 (fr) 1997-05-28

Family

ID=25919137

Family Applications (1)

Application Number Title Priority Date Filing Date
EP93918954A Expired - Lifetime EP0615580B1 (fr) 1992-10-02 1993-09-08 Systeme d'allumage a limitation de la tension primaire et a diagnostic de defauts

Country Status (5)

Country Link
EP (1) EP0615580B1 (fr)
JP (1) JP3402608B2 (fr)
DE (2) DE4315999A1 (fr)
ES (1) ES2102671T3 (fr)
WO (1) WO1994008133A1 (fr)

Family Cites Families (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3749974A (en) * 1971-06-01 1973-07-31 Chrysler Corp Electronic ignition controller
JPS5819850B2 (ja) * 1977-09-30 1983-04-20 株式会社日立製作所 内燃機関の無接点点火装置
DE2811149A1 (de) * 1978-03-15 1979-09-20 Bosch Gmbh Robert Elektrischer stromkreis mit einem schalttransistor und mit einem induktiven widerstand, insbesondere mit der primaerwicklung einer zu einer brennkraftmaschine gehoerenden zuendspule
DE3019162C2 (de) * 1980-05-20 1985-11-07 Telefunken electronic GmbH, 7100 Heilbronn Transistor-Zündschaltung
JPS60147571A (ja) * 1984-01-12 1985-08-03 Toshiba Corp 点火装置
US4913123A (en) * 1989-03-23 1990-04-03 Ford Motor Company Ignition timing system with feedback correction

Also Published As

Publication number Publication date
EP0615580A1 (fr) 1994-09-21
DE59306600D1 (de) 1997-07-03
JP3402608B2 (ja) 2003-05-06
ES2102671T3 (es) 1997-08-01
JPH07501599A (ja) 1995-02-16
DE4315999A1 (de) 1994-04-07
WO1994008133A1 (fr) 1994-04-14

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