EP1103720A2 - Method and device for the control of the current in an ignition system of a combustion engine - Google Patents
Method and device for the control of the current in an ignition system of a combustion engine Download PDFInfo
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- EP1103720A2 EP1103720A2 EP00125290A EP00125290A EP1103720A2 EP 1103720 A2 EP1103720 A2 EP 1103720A2 EP 00125290 A EP00125290 A EP 00125290A EP 00125290 A EP00125290 A EP 00125290A EP 1103720 A2 EP1103720 A2 EP 1103720A2
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- current
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- primary current
- ignition
- control signal
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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
- 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
Definitions
- spark ignition occurs Air-fuel mixture.
- the electrical spark required for this is generated by a Ignition system that ensures that the fuel-air mixture at all Operating conditions are ignited at the right time.
- Ignition voltage is usually used coil ignition systems through which the Battery voltage, which is usually 12 V, to the ignition voltage, which is in the kV range lies, is transformed. This is done in the ignition coil by a current flow in the Primary winding built up a magnetic field, usually reinforced by an iron core. In this way, electrical energy in the form of a magnetic field is in the primary winding saved.
- the current flow in the primary winding is interrupted at the time of ignition. So the magnetic field breaks down very quickly and is generated by induction in the Secondary winding of the ignition coil the ignition voltage.
- the ignition voltage then leads to the Spark plug for sparking and thus for igniting the fuel-air mixture.
- Closing angle controls or closing angle controls are known, which ensure that the Primary current only flows as long as it builds up the magnetic field in the primary winding is required. This is to ensure that changes in the Speed, the battery voltage or the resistance of the primary winding on the one hand constant ignition voltage is available and on the other hand the heat loss in the Ignition coil is limited at low engine speeds.
- the closing angle is electronically proportional to the Speed changed so that the closing time, d. H. the time during which the primary current flows remains approximately constant.
- closed-angle control there is also an acquisition of the actually flowing primary current, so that when voltage drops or at a Increasing the primary coil resistance of the closing angle can also be increased can.
- the primary winding of the ignition coil is usually dimensioned so that one is possible rapid increase in the primary current and, as a result, the fastest possible Generation of the magnetic field is possible.
- the ignition coil does not affect the this coil dimensioning resulting quiescent current is designed Current limitation made.
- a regulation of the Current limiting system on when a predetermined closing angle and thus a predetermined target primary current is reached.
- Such a regulation can in particular in that the output stage in the control unit increases its resistance or the Primary current is clocking.
- the invention has for its object a method for controlling the current Specify ignition system for an internal combustion engine, which has the aforementioned disadvantage avoids. Furthermore, the invention has for its object a device for To indicate implementation of this procedure.
- the control signal is preferably pulse-width modulated, the pulse duty factor being the signals the desired setpoint of the primary current. This has several advantages. So pulse width modulated signals can be easily generated. Pulse width modulated are also Signals insensitive to faults that can occur in the engine compartment.
- the desired charging time can be particularly advantageous through the duration of the Control signal are signaled.
- the regulation of the primary current can preferably be carried out after the setpoint has been reached mutual switching on and off of the current flow between the battery and the ground respectively.
- a device is characterized in that control means are provided, which limit the primary current to a setpoint, which by a Control signal is reproduced.
- the control signal is preferably pulse-width modulated, the pulse duty factor signals the desired setpoint of the primary current.
- the desired charging time can preferably be signaled by the duration of the control signal become.
- the control means preferably have switching means which are connected to the primary winding of the Ignition coil are connected in series, by opening and closing the switching means charging of the coil is interrupted and continued.
- the switching means have a transistor.
- a diode is connected in parallel to the primary winding, which during a Interrupting the charging process closes the primary circuit.
- a capacitor is preferably provided, which is arranged on the secondary side in this way is that it is charged by an ignition pulse and as a voltage source for a ion current measurement can serve in the discharge.
- the engine control unit M supplies the ignition output stage E with a pulse-width-modulated signal PMW in , the pulse duty factor signaling the desired primary current I 1set and the duration of the signal representing the desired charging time.
- a signal in digital form with a corresponding information content can also be fed to the ignition stage.
- the ignition output stage E then regulates the primary current to the value specified by the control signal.
- a charging transistor L is driven, which is arranged on the primary side in front of the ignition coil.
- a further transistor Z is provided, which is also controlled by the ignition output stage E. If the primary current is interrupted by the transistor Z, the primary-side magnetic field collapses very quickly and generates a high voltage by induction in the secondary winding S. If this exceeds the breakdown voltage, a spark jumps over the spark plug and the fuel-air mixture is ignited between the electrodes of the spark plug.
- a capacitor K is also provided on the secondary side, which is provided as a voltage source for an ion current measurement between the electrodes of the spark plug. The capacitor is charged by the ignition pulses.
- the ion current is then tapped via a voltage divider formed from the resistors R1 and R2 and fed to an amplifier V, which can also be arranged on the ignition coil in order to minimize the signal path up to the amplifier V.
- the signals are then amplified to such an extent that they are not noticeably disturbed on the way to the engine control unit M by any interference signals that may occur.
- the evaluation of the ion current signal I ion by the engine control unit M then enables, for example, detection of the knocking of the corresponding engine or detection of misfires.
- the engine control unit M has, inter alia, a characteristic curve which indicates the switch-on time depending on the battery voltage.
- a map is also provided, which indicates the charging current as a function of load and speed.
- a Speed dynamic compensation as is usually provided in engine control units, is provided on the other hand, no longer necessary if the time of regulated operation is long enough. Furthermore, load dynamic compensation is provided as a factor, with one Multiplication by the charging current from the basic map is carried out.
- Fig. 2 are the control signal originating from the engine control unit, the Control signals for the charging transistor L and the ignition transistor Z and the course of the Primary current shown.
- the control signal 1 is pulse-width modulated, the Duty cycle signals the desired primary current and the duration of the signal indicates the desired charging time.
- the primary coil is charged.
- the Charging transistor L temporarily temporarily blocked during the period L1 and switched through.
- the primary current 4 After the primary current 4 is switched on in a damped manner, this initially rises approximately linearly up to a setpoint specified by the control signal 1. After reaching this setpoint, the primary current is then regulated during the Time L2 by suitable control of the charging transistor L. Disables the Charging transistor L, the primary current drops. However, in this case the primary circuit is closed via the diode D, the current can initially according to Lenz's rule continue to flow so that the current drop is dampened. Then the charging transistor L switched through again so that the primary current again up to the predetermined setpoint can increase. With this regulation, the primary current until the ignition at the time Z2 limited to the specified setpoint.
- the invention has several advantages. So can by regulating the primary current Power loss can be significantly reduced. Furthermore, the switch-on spark suppression possible without using an HV diode. This in turn makes it easy to and way to make an ion current measurement. Finally, the charging current Independent of battery voltage, and there is no need for speed dynamic compensation.
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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
Description
Die Erfindung betrifft ein Verfahren zur Stromregelung einer Zündanlage für einen Verbrennungsmotor nach dem Oberbegriff des Patentanspruchs 1 und eine Vorrichtung zur Stromregelung einer Zündanlage für einen Verbrennungsmotor nach dem Oberbegriff des Patentanspruchs 6.The invention relates to a method for current control of an ignition system for a Internal combustion engine according to the preamble of claim 1 and a device for Current control of an ignition system for an internal combustion engine according to the preamble of Claim 6.
Bei Verbrennungsmotoren, insbesondere Ottomotoren, erfolgt eine Fremdzündung des Kraftstoff-Luft-Gemisches. Der hierfür erforderliche elektrische Funken wird durch eine Zündanlage erzeugt, die sicherstellt, daß das Kraftstoff-Luft-Gemisch bei allen Betriebsbedingungen im richtigen Zeitpunkt entzündet wird. Zur Erzeugung der Zündspannung werden üblicherweise Spulenzündanlagen eingesetzt, durch die die Batteriespannung, die üblicherweise 12 V beträgt, auf die Zündspannung, die im kV-Bereich liegt, transformiert wird. Hierfür wird in der Zündspule durch einen Stromfluß in der Primärwicklung ein Magnetfeld aufgebaut, üblicherweise verstärkt durch einen Eisenkern. Auf diese Weise wird in der Primärwicklung elektrische Energie in Form eines Magnetfeldes gespeichert. Zum Zündzeitpunkt wird der Stromfluß in der Primärwicklung unterbrochen. So bricht das Magnetfeld sehr schnell zusammen und erzeugt durch Induktion in der Sekundärwicklung der Zündspule die Zündspannung. Die Zündspannung führt dann an der Zündkerze zu einer Funkenbildung und damit zur Zündung des Kraftstoff-Luft-Gemisches.In internal combustion engines, in particular gasoline engines, spark ignition occurs Air-fuel mixture. The electrical spark required for this is generated by a Ignition system that ensures that the fuel-air mixture at all Operating conditions are ignited at the right time. To generate the Ignition voltage is usually used coil ignition systems through which the Battery voltage, which is usually 12 V, to the ignition voltage, which is in the kV range lies, is transformed. This is done in the ignition coil by a current flow in the Primary winding built up a magnetic field, usually reinforced by an iron core. In this way, electrical energy in the form of a magnetic field is in the primary winding saved. The current flow in the primary winding is interrupted at the time of ignition. So the magnetic field breaks down very quickly and is generated by induction in the Secondary winding of the ignition coil the ignition voltage. The ignition voltage then leads to the Spark plug for sparking and thus for igniting the fuel-air mixture.
Zum Schließen bzw. Öffnen des Primärstromkreises und damit zum Bewirken eines Stromflusses bzw. zum Unterbrechen eines Stromflusses ist es bekannt, mechanische Unterbrecherkontakte oder Schalttransistoren zu verwenden. Weiterhin sind Schließwinkelregelungen bzw. Schließwinkelsteuerungen bekannt, die sicherstellen, daß der Primärstrom nur solange fließt, wie er zum Aufbau des Magnetfeldes in der Primärwicklung erforderlich ist. Auf diese Weise soll gewährleistet werden, daß bei Änderungen der Drehzahl, der Batteriespannung oder des Widerstandes der Primärwicklung einerseits eine konstante Zündspannung zur Verfügung steht und andererseits die Verlustwärme in der Zündspule bei geringen Motordrehzahlen begrenzt wird.To close or open the primary circuit and thus effect one Current flow or to interrupt a current flow is known to be mechanical Use break contacts or switching transistors. Furthermore are Closing angle controls or closing angle controls are known, which ensure that the Primary current only flows as long as it builds up the magnetic field in the primary winding is required. This is to ensure that changes in the Speed, the battery voltage or the resistance of the primary winding on the one hand constant ignition voltage is available and on the other hand the heat loss in the Ignition coil is limited at low engine speeds.
Bei einer Schließwinkelsteuerung wird der Schließwinkel elektronisch proportional mit der Drehzahl so verändert, daß die Schließzeit, d. h. die Zeit, in der der Primärstrom fließt, annähernd konstant bleibt. Bei einer Schließwinkelregelung erfolgt zusätzlich eine Erfassung des tatsächlich fließenden Primärstroms, so daß bei Spannungsabsenkungen bzw. bei einer Erhöhung des Primärspulenwiderstandes der Schließwinkel zusätzlich vergrößert werden kann.With a closing angle control, the closing angle is electronically proportional to the Speed changed so that the closing time, d. H. the time during which the primary current flows remains approximately constant. In the case of closed-angle control, there is also an acquisition of the actually flowing primary current, so that when voltage drops or at a Increasing the primary coil resistance of the closing angle can also be increased can.
Die Primärwicklung der Zündspule ist üblicherweise so dimensioniert, daß ein möglichst schneller Anstieg des Primärstromes und damit verbunden eine möglichst schnelle Erzeugung des Magnetfeldes möglich ist. Da die Zündspule jedoch nicht auf den sich aus dieser Spulendimensionierung ergebenden Ruhestrom ausgelegt ist, wird eine Strombegrenzung vorgenommen. Hierfür setzt eine Regelung des Strombegrenzungssystems ein, wenn ein vorgegebener Schließwinkel und damit ein vorgegebener Soll-Primärstrom erreicht ist. Eine solche Regelung kann insbesondere dadurch erfolgen, daß die Endstufe im Steuergerät ihren Widerstand erhöht oder den Primärstrom taktet.The primary winding of the ignition coil is usually dimensioned so that one is possible rapid increase in the primary current and, as a result, the fastest possible Generation of the magnetic field is possible. However, since the ignition coil does not affect the this coil dimensioning resulting quiescent current is designed Current limitation made. For this, a regulation of the Current limiting system on when a predetermined closing angle and thus a predetermined target primary current is reached. Such a regulation can in particular in that the output stage in the control unit increases its resistance or the Primary current is clocking.
Die beschriebenen Spulenzündanlagen gemäß dem Stand der Technik haben den Nachteil, daß eine rein zeitliche Ansteuerung der Zündspule über den entsprechenden Schließwinkel erfolgt. Abweichungen verschiedener Zündspulen von ihren Sollwerten, wie beispielsweise unterschiedliche Stromanstiegsgeschwindigkeiten, die zu einer unterschiedlich schnellen Aufladung der Spule führen, werden so nicht berücksichtigt. Trotz der genannten Steuerungs- und Regelungsverfahren kann es daher immer noch zu einer unnötigen Erzeugung von Verlustwärme im Steuergerät und in der Zündspule kommen.The coil ignition systems described according to the prior art have the disadvantage that that a purely timed control of the ignition coil via the corresponding closing angle he follows. Deviations of different ignition coils from their target values, such as different current rise speeds that lead to a differently fast Charge the coil are not taken into account. Despite the above Control and regulation procedures can therefore still be an unnecessary one Generation of heat loss in the control unit and in the ignition coil.
Der Erfindung liegt die Aufgabe zugrunde, ein Verfahren zur Stromregelung einer Zündanlage für einen Verbrennungsmotor anzugeben, welches den vorgenannten Nachteil vermeidet. Weiterhin liegt der Erfindung die Aufgabe zugrunde, eine Vorrichtung zur Durchführung dieses Verfahrens anzugeben.The invention has for its object a method for controlling the current Specify ignition system for an internal combustion engine, which has the aforementioned disadvantage avoids. Furthermore, the invention has for its object a device for To indicate implementation of this procedure.
Diese Aufgabe wird bei einem Verfahren nach dem Oberbegriff des Anspruchs 1 durch die im Kennzeichen angegebenen Merkmale gelöst. Weiterhin wird die Aufgabe bei einer Vorrichtung nach dem Oberbegriff des Anspruchs 6 durch die im Kennzeichen dieses Anspruchs angegebenen Merkmale gelöst.This object is achieved in a method according to the preamble of claim 1 Features specified in the license plate resolved. Furthermore, the task at a Device according to the preamble of claim 6 by the in the characterizing this Characteristics specified solved.
Im Gegensatz zu bekannten Verfahren, bei denen die Zündendstufen zeitlich angesteuert werden, erfolgt bei dem erfindungsgemäßen Verfahren eine Regelung des Primärstroms auf einen Sollwert, der durch ein Steuersignal angegeben wird. Dies hat den Vorteil, daß in der Zündendstufe die Verlustleistung stark reduziert wird. In contrast to known methods in which the ignition output stages are timed are regulated in the method according to the invention of the primary current a setpoint, which is indicated by a control signal. This has the advantage that in the Ignition power stage the power loss is greatly reduced.
Vorzugsweise ist das Steuersignal hierbei pulsweitenmoduliert, wobei das Tastverhältnis den gewünschten Sollwert des Primärstroms signalisiert. Dieses hat verschiedene Vorteile. So lassen sich pulsweitenmodulierte Signale leicht erzeugen. Ebenso sind pulsweitenmodulierte Signale unempfindlich gegenüber Störungen, die im Motorraum auftreten können.The control signal is preferably pulse-width modulated, the pulse duty factor being the signals the desired setpoint of the primary current. This has several advantages. So pulse width modulated signals can be easily generated. Pulse width modulated are also Signals insensitive to faults that can occur in the engine compartment.
Weiterhin kann die gewünschte Ladezeit besonders vorteilhaft durch die Dauer des Steuersignals signalisiert werden.Furthermore, the desired charging time can be particularly advantageous through the duration of the Control signal are signaled.
Vorzugsweise kann die Regelung des Primärstroms nach Erreichen des Sollwertes durch wechselseitiges An- und Abschalten des Stromflusses zwischen der Batterie und der Masse erfolgen.The regulation of the primary current can preferably be carried out after the setpoint has been reached mutual switching on and off of the current flow between the battery and the ground respectively.
Weiterhin kann es vorteilhaft sein, den Stromfluß zwischen Batterie und Masse auch beim Einschalten des Primärstroms an- und abzuschalten. Hierdurch werden Hochspannungsimpulse, die beim Einschalten induziert werden, vermieden oder zumindest vermindert.Furthermore, it can be advantageous to also use the current flow between the battery and ground Switching the primary current on and off. This will High-voltage pulses that are induced when switched on are avoided or at least reduced.
Eine erfindungsgemäße Vorrichtung zeichnet sich dadurch aus, daß Regelungsmittel vorgesehen sind, die den Primärstrom auf einen Sollwert begrenzen, der durch ein Steuersignal wiedergegeben wird.A device according to the invention is characterized in that control means are provided, which limit the primary current to a setpoint, which by a Control signal is reproduced.
Das Steuersignal ist hierbei vorzugsweise pulsweitenmoduliert, wobei das Tastverhältnis den gewünschten Sollwert des Primärstroms signalisiert.The control signal is preferably pulse-width modulated, the pulse duty factor signals the desired setpoint of the primary current.
Die gewünschte Ladezeit kann vorzugsweise durch die Dauer des Steuersignals signalisiert werden.The desired charging time can preferably be signaled by the duration of the control signal become.
Die Regelungsmittel weisen vorzugsweise Schaltmittel auf, die mit der Primärwicklung der Zündspule in Reihe geschaltet sind, wobei durch ein Öffnen und Schließen der Schaltmittel der Ladevorgang der Spule unterbrochen und fortgesetzt wird.The control means preferably have switching means which are connected to the primary winding of the Ignition coil are connected in series, by opening and closing the switching means charging of the coil is interrupted and continued.
Besonders vorteilhaft ist es, wenn die Schaltmittel einen Transistor aufweisen.It is particularly advantageous if the switching means have a transistor.
Vorzugsweise wird der Primärwicklung eine Diode parallel geschaltet, die während einer Unterbrechung des Ladevorgangs den Primärstromkreis schließt. Preferably, a diode is connected in parallel to the primary winding, which during a Interrupting the charging process closes the primary circuit.
Schließlich ist vorzugsweise ein Kondensator vorgesehen, der sekundärseitig so angeordnet ist, daß er durch einen Zündimpuls aufgeladen wird und als Spannungsquelle für eine lonenstrommessung in der Entladung dienen kann.Finally, a capacitor is preferably provided, which is arranged on the secondary side in this way is that it is charged by an ignition pulse and as a voltage source for a ion current measurement can serve in the discharge.
Weiter Weiterbildungen und vorteilhafte Ausgestaltungen der Erfindung ergeben sich aus den Ansprüchen, der weiteren Beschreibung und den Zeichnungen, die Ausführungsbeispiele der Erfindung zeigen.Further developments and advantageous refinements of the invention result from the claims, the further description and the drawings Show embodiments of the invention.
Nachfolgend wird die Erfindung anhand der Zeichnungen erläutert.The invention is explained below with reference to the drawings.
In den Zeichnungen zeigen:
- Fig. 1
- ein Blockschaltbild der erfindungsgemäßen Vorrichtung und
- Fig. 2
- Kennlinien für die erfindungsgemäße Vorrichtung.
- Fig. 1
- a block diagram of the device according to the invention and
- Fig. 2
- Characteristic curves for the device according to the invention.
Fig. 1 zeigt ein Blockschaltbild einer erfindungsgemäßen Vorrichtung. Von dem Motorsteuergerät M wird der Zündendstufe E ein pulsweitenmoduliertes Signal PMWin zugeführt, wobei das Tastverhältnis den gewünschten Primärstrom l1Soll signalisiert und die Dauer des Signals die gewünschte Ladezeit wiedergibt. Ebenso kann jedoch auch ein Signal in digitaler Form mit entsprechendem Informationsgehalt der Zündentstufe zugeführt werden. Die Zündendstufe E regelt den Primärstrom dann auf den Wert, der durch das Steuersignal vorgegeben ist. Hierfür wird ein Ladetransistor L angesteuert, der primärseitig vor der Zündspule angeordnet ist. Wenn der Sollwert des Primärstromes erreicht ist, setzt die Regelung mittels des Ladetransistors ein, wobei bei Sperrung des Ladetransistors der Primärstromkreis über eine der Primärwicklung parallel geschaltete Diode D geschlossen wird. Zum Ausschalten des Primärstroms ist ein weiterer Transistor Z vorgesehen, der ebenfalls von der Zündendstufe E angesteuert wird. Wird der Primärstrom durch den Transistor Z unterbrochen, so bricht das primärseitige Magnetfeld sehr rasch zusammen und erzeugt durch Induktion in der Sekundärwicklung S eine Hochspannung. Übersteigt diese die Überschlagsspannung, so springt ein Funke an der Zündkerze über, und es erfolgt die Zündung des Kraftstoff-Luft-Gemisches zwischen den Elektroden der Zündkerze. Neben den Z-Dioden ZD1 und ZD2 ist sekundärseitig noch ein Kondensator K vorgesehen, der als Spannungsquelle für eine lonenstrommessung zwischen den Elektroden der Zündkerze vorgesehen ist. Der Kondensator wird hierbei durch die Zündimpulse aufgeladen. Der lonenstrom wird dann über einen aus den omschen Widerständen R1 und R2 gebildeten Spannungsteiler abgegriffen und einem Verstärker V zugeführt, der auch auf der Zündspule angeordnet werden kann um den Signalweg bis zum Verstärker V zu minimieren. Mit dem Verstärker V werden die Signale dann soweit verstärkt, daß sie auf dem Weg zum Motorsteuergerät M durch eventuell auftretende Störsignale nicht merklich gestört werden. Die Auswertung des lonenstromsignales llonen durch das Motorsteuergerät M ermöglicht dann beispielsweise eine Detektion des Klopfens des entsprechenden Motors oder eine Erkennung von Zündaussetzern.1 shows a block diagram of a device according to the invention. The engine control unit M supplies the ignition output stage E with a pulse-width-modulated signal PMW in , the pulse duty factor signaling the desired primary current I 1set and the duration of the signal representing the desired charging time. However, a signal in digital form with a corresponding information content can also be fed to the ignition stage. The ignition output stage E then regulates the primary current to the value specified by the control signal. For this purpose, a charging transistor L is driven, which is arranged on the primary side in front of the ignition coil. When the target value of the primary current is reached, the control by means of the charging transistor starts, the primary circuit being closed via a diode D connected in parallel with the primary winding when the charging transistor is blocked. To switch off the primary current, a further transistor Z is provided, which is also controlled by the ignition output stage E. If the primary current is interrupted by the transistor Z, the primary-side magnetic field collapses very quickly and generates a high voltage by induction in the secondary winding S. If this exceeds the breakdown voltage, a spark jumps over the spark plug and the fuel-air mixture is ignited between the electrodes of the spark plug. In addition to the Zener diodes ZD1 and ZD2, a capacitor K is also provided on the secondary side, which is provided as a voltage source for an ion current measurement between the electrodes of the spark plug. The capacitor is charged by the ignition pulses. The ion current is then tapped via a voltage divider formed from the resistors R1 and R2 and fed to an amplifier V, which can also be arranged on the ignition coil in order to minimize the signal path up to the amplifier V. With the amplifier V, the signals are then amplified to such an extent that they are not noticeably disturbed on the way to the engine control unit M by any interference signals that may occur. The evaluation of the ion current signal I ion by the engine control unit M then enables, for example, detection of the knocking of the corresponding engine or detection of misfires.
Das Motorsteuergerät M weist unter anderem eine Kennlinie auf, die den Anschaltzeitpunkt in Abhängigkeit von der Batteriespannung angibt. Weiterhin ist ein Kennfeld vorgesehen, welches den Ladestrom in Abhängigkeit von Last und Drehzahl angibt. Eine Drehzahldynamikkompensation, wie üblicherweise in Motorsteuergeräten vorgesehen, ist dagegen nicht mehr notwendig, wenn die Zeit des geregelten Betriebes lang genug ist. Weiterhin ist eine Lastdynamikkompensation als Faktor vorgesehen, wobei eine Multiplikation mit dem Ladestrom aus dem Grundkennfeld erfolgt.The engine control unit M has, inter alia, a characteristic curve which indicates the switch-on time depending on the battery voltage. A map is also provided, which indicates the charging current as a function of load and speed. A Speed dynamic compensation, as is usually provided in engine control units, is provided on the other hand, no longer necessary if the time of regulated operation is long enough. Furthermore, load dynamic compensation is provided as a factor, with one Multiplication by the charging current from the basic map is carried out.
In Fig. 2 sind schematisch das von dem Motorsteuergerät stammende Steuersignal, die Ansteuersignale für den Ladetransistor L und den Zündtransistor Z sowie der Verlauf des Primärstroms dargestellt. Das Steuersignal 1 ist hierbei pulsweitenmoduliert, wobei das Tastverhältnis den gewünschten Primärstrom signalisiert und die Dauer des Signals die gewünschte Ladezeit angibt. Nach Durchschalten des Zündtransistors Z zum Zeitpunkt Z1 wird die Primärspule aufgeladen. Um einen Hochspannungsimpuls beim Einschalten zu verhindern, wird der Primärstrom hierbei zunächst langsam erhöht. Hierfür wird der Ladetransistor L während der Zeitdauer L1 zunächst wiederholt kurzzeitig gesperrt und durchgeschaltet.In Fig. 2 are the control signal originating from the engine control unit, the Control signals for the charging transistor L and the ignition transistor Z and the course of the Primary current shown. The control signal 1 is pulse-width modulated, the Duty cycle signals the desired primary current and the duration of the signal indicates the desired charging time. After switching on the ignition transistor Z at the time Z1 the primary coil is charged. To a high voltage pulse when turning on prevent, the primary current is initially slowly increased. For this the Charging transistor L temporarily temporarily blocked during the period L1 and switched through.
Nach dem gedämpften Einschalten des Primärstroms 4 steigt dieser zunächst näherungsweise linear bis zu einem durch das Steuersignal 1 vorgegebenen Sollwert an. Nach Erreichen dieses Sollwertes erfolgt dann die Regelung des Primärstroms während der Zeitdauer L2 durch eine geeignete Ansteuerung des Ladetransistors L. Sperrt der Ladetransistor L, so fällt der Primärstrom ab. Da in diesem Fall jedoch der Primärstromkreis über die Diode D geschlossen wird, kann der Strom zunächst gemäß der Lenzschen Regel weiterfließen, so daß der Stromabfall gedämpft wird. Im Anschluß wird der Ladetransistor L wieder durchgeschaltet, so daß der Primärstrom wieder bis auf den vorgegebenen Sollwert ansteigen kann. Durch diese Regelung wird der Primärstrom bis zur Zündung zum Zeitpunkt Z2 auf den vorgegebenen Sollwert begrenzt. After the primary current 4 is switched on in a damped manner, this initially rises approximately linearly up to a setpoint specified by the control signal 1. After reaching this setpoint, the primary current is then regulated during the Time L2 by suitable control of the charging transistor L. Disables the Charging transistor L, the primary current drops. However, in this case the primary circuit is closed via the diode D, the current can initially according to Lenz's rule continue to flow so that the current drop is dampened. Then the charging transistor L switched through again so that the primary current again up to the predetermined setpoint can increase. With this regulation, the primary current until the ignition at the time Z2 limited to the specified setpoint.
Die Erfindung hat verschiedene Vorteile. So kann durch die Regelung des Primärstroms die Verlustleistung deutlich reduziert werden. Weiterhin ist die Einschaltfunkenunterdrückung ohne Verwendung einer HV-Diode möglich. Dieses wiederum ermöglicht es, auf einfache Art und Weise eine lonenstrommessung vorzunehmen. Schließlich ist der Ladestrom batteriespannungsunabhängig, und es kann eine Drehzahldynamikkompensation entfallen. The invention has several advantages. So can by regulating the primary current Power loss can be significantly reduced. Furthermore, the switch-on spark suppression possible without using an HV diode. This in turn makes it easy to and way to make an ion current measurement. Finally, the charging current Independent of battery voltage, and there is no need for speed dynamic compensation.
- MM
- MotorsteuereinheitEngine control unit
- EE
- EndstufePower amplifier
- LL
- LadetransistorCharging transistor
- ZZ.
- ZündtransistorIgnition transistor
- DD
- FreilaufdiodeFree-wheeling diode
- PP
- PrimärwicklungPrimary winding
- SS
- SekundärwicklungSecondary winding
- ZD1ZD1
- Z-DiodeZener diode
- ZD2ZD2
- Z-DiodeZener diode
- KK
- Kondensatorcapacitor
- R1R1
- Widerstandresistance
- R2R2
- Widerstandresistance
- VV
- Verstärkeramplifier
- L1L1
- EinschaltfunkenunterdrückungSwitch-on spark suppression
- L2L2
- Regelung des PrimärstromsRegulation of the primary current
- Z1Z1
- Zünder einIgniter on
- Z2Z2
- Zünder ausDetonator off
Claims (12)
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
DE19957350 | 1999-11-29 | ||
DE19957350 | 1999-11-29 |
Publications (3)
Publication Number | Publication Date |
---|---|
EP1103720A2 true EP1103720A2 (en) | 2001-05-30 |
EP1103720A3 EP1103720A3 (en) | 2002-06-05 |
EP1103720B1 EP1103720B1 (en) | 2007-05-16 |
Family
ID=7930687
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
EP00125290A Expired - Lifetime EP1103720B1 (en) | 1999-11-29 | 2000-11-27 | Method and device for the control of the current in an ignition system of a combustion engine |
Country Status (2)
Country | Link |
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EP (1) | EP1103720B1 (en) |
DE (1) | DE50014331D1 (en) |
Cited By (2)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US6837230B2 (en) * | 2002-07-22 | 2005-01-04 | Mitsubishi Denki Kabushiki Kaisha | Ignition device for an internal combustion engine |
WO2011113431A1 (en) * | 2010-03-17 | 2011-09-22 | Motortech Gmbh | Ignition method and ignition system therefor |
Citations (3)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US4552118A (en) * | 1983-03-17 | 1985-11-12 | Nec Corporation | Control circuit for controlling output pulse width using negative feedback signal |
US4977883A (en) * | 1989-03-20 | 1990-12-18 | Mitsubishi Denki Kabushiki Kaisha | Ignition control apparatus for an internal combustion engine |
EP0808024A2 (en) * | 1996-05-17 | 1997-11-19 | Delco Electronics Corporation | Electrical load driving device including load current limiting circuitry |
-
2000
- 2000-11-27 DE DE50014331T patent/DE50014331D1/en not_active Expired - Lifetime
- 2000-11-27 EP EP00125290A patent/EP1103720B1/en not_active Expired - Lifetime
Patent Citations (3)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US4552118A (en) * | 1983-03-17 | 1985-11-12 | Nec Corporation | Control circuit for controlling output pulse width using negative feedback signal |
US4977883A (en) * | 1989-03-20 | 1990-12-18 | Mitsubishi Denki Kabushiki Kaisha | Ignition control apparatus for an internal combustion engine |
EP0808024A2 (en) * | 1996-05-17 | 1997-11-19 | Delco Electronics Corporation | Electrical load driving device including load current limiting circuitry |
Cited By (3)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US6837230B2 (en) * | 2002-07-22 | 2005-01-04 | Mitsubishi Denki Kabushiki Kaisha | Ignition device for an internal combustion engine |
WO2011113431A1 (en) * | 2010-03-17 | 2011-09-22 | Motortech Gmbh | Ignition method and ignition system therefor |
US8893692B2 (en) | 2010-03-17 | 2014-11-25 | Motortech Gmbh | Ignition method and ignition system therefor |
Also Published As
Publication number | Publication date |
---|---|
DE50014331D1 (en) | 2007-06-28 |
EP1103720A3 (en) | 2002-06-05 |
EP1103720B1 (en) | 2007-05-16 |
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