EP1299630A1 - Method of ignition and corresponding ignition unit - Google Patents
Method of ignition and corresponding ignition unitInfo
- Publication number
- EP1299630A1 EP1299630A1 EP01931405A EP01931405A EP1299630A1 EP 1299630 A1 EP1299630 A1 EP 1299630A1 EP 01931405 A EP01931405 A EP 01931405A EP 01931405 A EP01931405 A EP 01931405A EP 1299630 A1 EP1299630 A1 EP 1299630A1
- Authority
- EP
- European Patent Office
- Prior art keywords
- ignition
- operating mode
- current
- pulse
- ignition coil
- 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.)
- Granted
Links
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
- F02P3/00—Other installations
- F02P3/02—Other installations having inductive energy storage, e.g. arrangements of induction coils
- F02P3/04—Layout of circuits
- F02P3/05—Layout of circuits for control of the magnitude of the current in the ignition coil
- F02P3/051—Opening or closing the primary coil circuit with semiconductor devices
- F02P3/053—Opening or closing the primary coil circuit with semiconductor devices using digital techniques
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D37/00—Non-electrical conjoint control of two or more functions of engines, not otherwise provided for
- F02D37/02—Non-electrical conjoint control of two or more functions of engines, not otherwise provided for one of the functions being ignition
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/30—Controlling fuel injection
- F02D41/3011—Controlling fuel injection according to or using specific or several modes of combustion
- F02D41/3017—Controlling fuel injection according to or using specific or several modes of combustion characterised by the mode(s) being used
- F02D41/3023—Controlling fuel injection according to or using specific or several modes of combustion characterised by the mode(s) being used a mode being the stratified charge spark-ignited mode
- F02D41/3029—Controlling fuel injection according to or using specific or several modes of combustion characterised by the mode(s) being used a mode being the stratified charge spark-ignited mode further comprising a homogeneous charge spark-ignited mode
-
- 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
- F02P15/00—Electric spark ignition having characteristics not provided for in, or of interest apart from, groups F02P1/00 - F02P13/00 and combined with layout of ignition circuits
- F02P15/08—Electric spark ignition having characteristics not provided for in, or of interest apart from, groups F02P1/00 - F02P13/00 and combined with layout of ignition circuits having multiple-spark ignition, i.e. ignition occurring simultaneously at different places in one engine cylinder or in two or more separate engine cylinders
Definitions
- the present invention relates to an ignition method for an internal combustion engine, wherein an injection is alternatively carried out at least in a first operating mode or in a second operating mode and the ignition coil is charged as a function of the current operating mode, and a corresponding ignition device.
- Homogeneous operation can also be implemented lean and / or with exhaust gas recirculation (EGR) as homogeneous operation H2.
- EGR exhaust gas recirculation
- a high flow level is generally required in order to achieve a sufficiently rapid burnout in the combustion chamber given the low energy densities of the mixture. This deflects the spark plasma until it breaks off and reignitions occur.
- the spark plug may then only appear with increasing spark duration a steadily decreasing small part of the electrical energy from the ignition coil of the flame core formation is available, which is why, as is known, it has been proposed to generate a pulse train within the above KW interval, i.e. to charge and discharge the ignition coil several times.
- An ignition coil can either be designed for long spark duration (high secondary inductance, ie high number of secondary turns) with a moderate initial current or for short spark duration (low secondary inductance, ie low number of turns). A decision for a discrete interpretation as a compromise is therefore absolutely necessary.
- the ignition method according to the invention with the features of claim 1 and the corresponding ignition device according to claim 6 have the advantage over the known approaches that a function adapted to the problem of direct petrol injection engines provides optimum ignition both in stratified operation and in homogeneous lean operation and / or with EGR as well as in cold starts or other critical engine conditions.
- the operating mode can be controlled as required. Only as much energy as is required for ignition is brought in. This avoids unnecessary candle burning.
- a smaller coil space by lower number of turns on the secondary side or larger Eisenguerites is 'possible for the same B' auraum.
- a cost advantage can thus be achieved by saving magnets for premagnetizing the iron circuit.
- the idea on which the present invention is based is that the type of ignition suitable for the respective operating mode is provided via control pulse coding.
- a pulse train ignition suitable for stratified operation is combined with the possibility of charging the ignition coil in homogeneous operation by increasing the primary current with significantly higher energy, so that it becomes charged but still discharges as a single spark within the desired burning time of approx. 0.3 - 0.6 ms.
- the first operating mode is a 'homogeneous normal operation, which is divided into the sub- ' odi stoichiometric normal operation and substoichiometric normal operation, and the second operating mode is an inhomogeneous stratified operation.
- the charging of the ignition coil is carried out in inhomogeneous stratified operation in the form of pulse train ignition with a predetermined primary current and in homogeneous operation the ignition coil is carried out in the form of single pulse ignition while increasing the primary current.
- control pulse curves characteristic of the current operating mode have different pulse times and / or pulse numbers. In this way, virtually any number of operating states can be coded using simple means.
- the iron circuit of the ignition coil is driven into the beginning of saturation in an operating mode that requires a high spark current.
- FIG. 1 shows a representation of the spark current curve i F over time t according to a first embodiment of the present invention
- - Fig. 2 is a representation of the spark current course i F over the. Time t according to a second embodiment of the present invention
- FIG. 3 shows a schematic illustration of a control device for realizing the first one or the second one
- FIG. 1 is a representation of the spark current profile i F over time t according to a first embodiment of the present invention.
- curve a) the spark-current characteristic as the discharge of the ignition coil (secondary energy 30 mJ, 'circa indication primary cut-off current 10 A) is without the Pulszugeigenschaft 10.
- the secondary-side spark current is about 110. A with a burning time of approx. 0.35 ms at a spark voltage of 1500 V.
- Curve b) shows this ignition coil when a 15th pulse train with four pulses is implemented, in which the ignition coil is switched on again on the primary side when the spark current has dropped to approximately 50 mA. To achieve the short recharge time, a battery voltage of 42 V is assumed. ⁇ 20.
- the short recharge time can be achieved by increasing the primary current from 10 A to 30 A.
- Curve c shows the spark current curve for homogeneous operation H1 or H2, namely if the coil by increasing the primary-side cut-off current. (from approx. 10 A to 15 A) was charged to approx. twice the energy of 60 mJ. This results in. an initial current now increased to approx. 160 A, a spark burning time of approx. 0.5 ms.
- This first embodiment assumes that the coil 'is in the linear range of magnetizability.
- Fig. ⁇ 2 is a representation of the spark current course i F over time t according to a second embodiment of the present invention.
- Curve a) represents the spark current curve as a discharge of the ignition coil (rod coil, secondary energy approx. 30 mJ, primary cut-off current approx. 10 A) without the pulse characteristic.
- the secondary spark current is approx. 110 mA with a burning time of approx. 0.35 ms.
- Curve b) shows this ignition coil when realizing a pulse train with four pulses as in the first example above, in which the ignition coil is switched on again on the primary side when the spark current has dropped to approximately 50 mA. To realize the short recharge time a battery voltage of 42 V is also assumed here.
- Curve c) shows the spark current curve for homogeneous operation, namely when the coil is charged to approximately twice the energy of 60 mJ by increasing the primary-side cut-off current (from approx. 10 A to 20 A). This now results in an increased spark start current of 200 mA, which is' non-linear, i.e. - initially steeper, declines because there is initially a lower inductance due to the saturation property. Here too there is a sufficiently short spark duration of approx. 0.5 ms.
- FIG 3 shows a schematic illustration of a control device for realizing the first or second embodiment.
- MS denote an engine control unit, L a control logic and ES an output stage, which as essential components are a power transistor LT, a spark plug ZK and includes an ignition coil ZS. It is believed that the a 'pulse train generating electronics, that is, the control logic L and the output stage ES, is located on / in the ignition coil ZS.
- the engine control unit MS delivers a control pulse SI which has a coding from which the control logic L can recognize on site whether a pulse train with low energy or a. Pulse train at high energy, a single pulse at low energy or a single pulse at high energy is desired.
- Fig. 3 shows an example of suitable codes, ' ⁇
- the invention is not limited to the illustrated pulse shapes, energies and burning times or the like, but can be generalized as desired. Further or different injection modes can also be provided.
Landscapes
- 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)
- Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
Abstract
Description
Claims
Applications Claiming Priority (3)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
DE10031875 | 2000-06-30 | ||
DE10031875A DE10031875A1 (en) | 2000-06-30 | 2000-06-30 | Ignition method and corresponding ignition device |
PCT/DE2001/001317 WO2002002923A1 (en) | 2000-06-30 | 2001-04-05 | Method of ignition and corresponding ignition unit |
Publications (2)
Publication Number | Publication Date |
---|---|
EP1299630A1 true EP1299630A1 (en) | 2003-04-09 |
EP1299630B1 EP1299630B1 (en) | 2006-03-22 |
Family
ID=7647339
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
EP01931405A Expired - Lifetime EP1299630B1 (en) | 2000-06-30 | 2001-04-05 | Method of ignition |
Country Status (5)
Country | Link |
---|---|
US (1) | US6814047B2 (en) |
EP (1) | EP1299630B1 (en) |
JP (1) | JP2004502084A (en) |
DE (2) | DE10031875A1 (en) |
WO (1) | WO2002002923A1 (en) |
Families Citing this family (17)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
WO2004009991A1 (en) * | 2002-07-22 | 2004-01-29 | Zaza Museridze | Method for ignition and combustion of fuel mixture in an internal combustion engine |
DE10248216B4 (en) * | 2002-10-16 | 2004-09-16 | Siemens Ag | Operating method for an ignition system |
ATE535972T1 (en) * | 2005-04-19 | 2011-12-15 | Knite Inc | METHOD AND APPARATUS FOR OPERATING A TRAVELING SPARK IGNITION DEVICE AT HIGH PRESSURE |
US7401603B1 (en) * | 2007-02-02 | 2008-07-22 | Altronic, Inc. | High tension capacitive discharge ignition with reinforcing triggering pulses |
DE102007051249A1 (en) * | 2007-10-26 | 2009-04-30 | Robert Bosch Gmbh | Device for controlling a multiple spark operation of an internal combustion engine and associated method |
FR2943739B1 (en) * | 2009-03-24 | 2015-09-04 | Renault Sas | METHOD FOR IGNITING A FUEL MIXTURE FOR A HEAT ENGINE |
EP2290223A1 (en) * | 2009-08-31 | 2011-03-02 | Robert Bosch GmbH | An ignition control unit to control multiple ignitions |
DE102010015998A1 (en) | 2010-03-17 | 2011-09-22 | Motortech Gmbh | Ignition and ignition system for it |
US8078384B2 (en) * | 2010-06-25 | 2011-12-13 | Ford Global Technologies, Llc | Engine control using spark restrike/multi-strike |
US20140232256A1 (en) | 2011-07-26 | 2014-08-21 | Knite, Inc. | Traveling spark igniter |
WO2014112197A1 (en) * | 2013-01-18 | 2014-07-24 | 日産自動車株式会社 | Ignition device for internal combustion engine and ignition method |
US9951742B2 (en) * | 2013-03-21 | 2018-04-24 | Nissan Motor Co., Ltd. | Ignition control system for internal combustion engine and ignition control method |
US11248555B2 (en) | 2017-05-24 | 2022-02-15 | Nissan Motor Co., Ltd. | Control method and control device for internal combustion engine |
EP3633182A4 (en) * | 2017-05-24 | 2020-06-17 | Nissan Motor Co., Ltd | Internal combustion engine control method and control device |
DE102017212630A1 (en) * | 2017-07-24 | 2019-01-24 | Bayerische Motoren Werke Aktiengesellschaft | In at least two alternative modes operable signal communication system for a motor vehicle |
KR20220153196A (en) * | 2021-05-11 | 2022-11-18 | 현대자동차주식회사 | System of controlling ignition coil |
DE102022207300A1 (en) | 2022-07-18 | 2024-01-18 | Robert Bosch Gesellschaft mit beschränkter Haftung | Method and device for controlling a prechamber spark plug |
Family Cites Families (12)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
DE2700676C2 (en) * | 1977-01-08 | 1985-06-27 | Robert Bosch Gmbh, 7000 Stuttgart | Ignition system for internal combustion engines |
IT1208855B (en) * | 1987-03-02 | 1989-07-10 | Marelli Autronica | VARIABLE SPARK ENERGY IGNITION SYSTEM FOR INTERNAL COMBUSTION ENGINES PARTICULARLY FOR MOTOR VEHICLES |
US5170760A (en) * | 1990-11-13 | 1992-12-15 | Yamaha Hatsudoki Babushiki Kaisha | Ignition system for two cycle engine |
US5333593A (en) * | 1993-01-15 | 1994-08-02 | Ford Motor Company | Energy-on-demand ignition coil |
DE4328524A1 (en) * | 1993-08-25 | 1995-03-02 | Volkswagen Ag | Controllable ignition system |
US5754011A (en) * | 1995-07-14 | 1998-05-19 | Unison Industries Limited Partnership | Method and apparatus for controllably generating sparks in an ignition system or the like |
JP2000500207A (en) * | 1996-06-21 | 2000-01-11 | フィヒト・ゲーエムベーハー・ウント・コンパニー・カーゲー | Operating method of fuel injection engine |
JPH11513097A (en) * | 1996-06-21 | 1999-11-09 | アウトボード・マリーン・コーポレーション | Capacitive discharge ignition system for multiple ignition in internal combustion engine |
JP3683681B2 (en) * | 1997-06-30 | 2005-08-17 | 株式会社日立製作所 | Control device for direct-injection spark-ignition internal combustion engine |
JPH1137030A (en) * | 1997-07-14 | 1999-02-09 | Yamaha Motor Co Ltd | Ignition device for internal combustion engine |
DE19730908C2 (en) * | 1997-07-18 | 2002-11-28 | Daimler Chrysler Ag | Method for operating a direct-injection Otto engine |
JP3945040B2 (en) * | 1997-11-26 | 2007-07-18 | マツダ株式会社 | Engine control device |
-
2000
- 2000-06-30 DE DE10031875A patent/DE10031875A1/en not_active Withdrawn
-
2001
- 2001-04-05 DE DE50109291T patent/DE50109291D1/en not_active Expired - Lifetime
- 2001-04-05 EP EP01931405A patent/EP1299630B1/en not_active Expired - Lifetime
- 2001-04-05 WO PCT/DE2001/001317 patent/WO2002002923A1/en active IP Right Grant
- 2001-04-05 JP JP2002507157A patent/JP2004502084A/en active Pending
- 2001-04-05 US US10/312,937 patent/US6814047B2/en not_active Expired - Fee Related
Non-Patent Citations (1)
Title |
---|
See references of WO0202923A1 * |
Also Published As
Publication number | Publication date |
---|---|
US6814047B2 (en) | 2004-11-09 |
DE10031875A1 (en) | 2002-01-10 |
WO2002002923A1 (en) | 2002-01-10 |
US20030154954A1 (en) | 2003-08-21 |
DE50109291D1 (en) | 2006-05-11 |
JP2004502084A (en) | 2004-01-22 |
EP1299630B1 (en) | 2006-03-22 |
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