RU2109163C9 - Ignition system - Google Patents

Abstract

FIELD: transportation engineering; vehicle electrical equipment. SUBSTANCE: in multiple spark ignition system of internal combustion engine automatic heating of spark plugs is provided by supplying high frequency pulses to spark plugs by signal from spark plug temperature transmitter. Control over operation of cilynders is provided by supplying control pulses to spark plugs at 180 degrees change of crankshaft position relative to that for ignition pulses. EFFECT: enhanced reliability of operation. 4 dwg

Description

The present invention relates to electrical equipment of automobiles, in particular to ignition systems of a combustible mixture in internal combustion engines (ICE), and can be applied in engines running on gas fuel.

Known ignition systems with continuous and pulsed energy storage, which ensure when the engine starts, a multi-spark mode of sparking by switching on the relay contact of the starter of an autonomous multiple ignition generator (see, for example, ed. St. No. 481710, class F 02 P 15/08, publ. 08.25.75, BI No. 31).

Pulse accumulation systems are complex and not reliable enough, the frequency of sparking depends on the rise time of the current in the transformer winding. In addition, the circuits have low noise immunity.

Closest to the technical nature of the present invention is a multi-spark ignition system of the type "Electronics ZM-K" described in Russian patent No. 2002975 and publ. 11/15/93, BI No. 41-42, which consists in generating a packet of ignition pulses, is generated by the signals of the crankshaft position sensor.

The known system provides automatic regulation of the sparking mode, enhances the energy of the spark.

The disadvantage of this system, as well as many others similar to it, is that the number of pulses in a packet depends on the shaft rotation frequency. At the same time, at engine speeds of more than 1000 rpm, only one pulse manages to pass into the ignition system, which reduces the reliability of the system, and there is no ignition control. In addition, the known system does not work reliably when using gaseous fuels, and at low speeds there is the possibility of the occurrence of reverse shocks in the internal combustion engine due to the time-consuming sparking process.

The aim of the invention is to: increase the efficiency of the ignition system of the internal combustion engine of the engine, repeatedly increase the energy of the spark, increase the stability of the engine in transient conditions (start and idle), eliminate the occurrence of reverse shocks and ensure reliable operation of the system with different types of fuels, including gaseous.

This goal is achieved by the fact that in a multi-spark ignition system, which consists in generating pulse packets, to the spark plugs according to the signals of the crankshaft position sensor, according to the invention, automatic continuous heating of the spark plugs is ensured by supplying high-frequency pulses to the ignition system according to the signals from the candle temperature sensor, limiting the number of pulses in the package when operating at low speeds and in start-up mode and monitoring the normal operation of the cylinders by supplying control pulses to vechi shifted by 180 ° crankshaft position in relation to the igniter pulses, the minimum number of pulses in the package at high speeds ICE exceeds unity.

Figure 1 presents the functional diagram of the device.

Figure 2 - diagram of the device with details of some elements of the circuit.

Figure 3 shows the shape of the enabling pulses.

Figure 4 shows the ignition and control pulses.

The ignition system "Universal MADI" is arranged as follows. The system has a speed sensor 1 (Fig. 1) and a reference sensor 2, which tracks a specific position of the ICE crankshaft (Fig. Is not indicated). The signals from the sensor 1 are fed to the input of the limiter 3 of the duration of a series of pulses, made in the form of an AND-NOT logic element based on a standard microprocessor circuit K561 of type LA7 according to the well-known single-channel pulse repeater circuit with a limitation on the duration of the output signal. In the circuits there is a two-position four-pole switch 4 with poles 4a, 4b, 4c and 4d, respectively. The switch can be set to position n, which determines the mode of heating candles, and to position k - the operating mode of sparking. The contact n of the pole 4a is connected to the limiter 3 of the duration of a series of pulses. The midpoint of pole 4a is connected to the input of a 5 pulse counter made on a standard chip K561 of type IE10 (IE10A), and a 6 pulse generator (output 1A) made in the form of an AND-NOT logic element based on a standard K-561 type LA7 microprocessor. Generator 6 has twelve factory-labeled operating leads, to which index A is added in FIG. 1, in order to avoid numbering coincidence with elements in figures 1A, 2A, 5A, 6A, 8A, 9A, 12A, 13A, 3A, 4A, respectively 10A, 11A. It produces two types of signals with different durations: firing pulses with a duration of 25-30 μs and coming from pin 11A to pole 4c (pin n) and control pulses with a duration of 10-15 μs and arriving at pin 4c (pin k). The contact k of the pole 4a of the switch 4 is connected to the input of the heating pulse generator 7. The generator 7 is made on the basis of the LA7 type K561 chip and produces two types of signals with a pulse duration of 40 μm, supplied to the voltage converter 8 and with a pulse length of 1 ms, required for heating the spark plugs. The midpoint of the pole 4b is connected to the resistance 9 and the output 2A of the generator 6. The resistance 9 is connected in parallel with the outputs 2A and 5A of the generator 6. The contact k of the pole 4b is connected to the resistance 10, the shunt resistance 9. The midpoint of the pole 4c is connected to the distributor 11 of the control signals. The contact k of the pole 4c of the switch 4 is connected to the output 11A of the generator 6 and the clock input of the switch 12. The midpoint of the pole 4d is connected to the common point of the primary turns of the ignition coils 13a-13h (by the number of engine cylinders), the contact n of the pole 4d is connected to the power supply 14, and the contact k of the pole 4d is connected to the output of the voltage converter 12/240 V 8. The ignition coils 13 are powered by transistor switches 15a-15h. The transistor switches 15 receive power from the source 14. The secondary windings of the ignition coils 13 are connected to the spark plugs 16a-16h by high-voltage wires (not shown in the diagram) on which inductive sensors 17a-17h are wound. Then in the circuit there are logic elements And 18a-18h and signal lamps 19a-19h. In addition, at least one of the candles 17 is equipped with a temperature sensor 20, the contact of which is located in the coil circuit of the switch 4. The circuit also has a stabilized voltage source 21 for powering the microcircuits. Elements 11 and 12 are made on standard integrated circuits K561 type KP2 and serve as switches. They have eight output channels (13V, 14V, 15V, 12V, 1V, 5V, 2V, 4V, according to the factory marking, with the addition of index B) going to transistor switches 15. The outputs of the channels of the switches 11 and 12 are connected through diodes so that the thirteenth channel of the switch 12 is connected to the twelfth channel of the switch 11 (Fig. 2), the fourteenth channel of the switch 12 is connected to the 11th channel of the switch 11, the 15th channel of the switch 12 is connected to the 5th channel of the switch 11, the 12th channel of the switch 12 - with the 2nd channel of the switch 11, the 11th channel of the switch 12 - with the 2nd channel of the switch 11, the 3rd channel mutator 12 with channel 14 of switch 11. And finally, channel 4 of switch 12 with channel 15 of switch 11. These combinations of channels are necessary to provide a shift between ignition pulses from switch 11 and control pulses from switch 12 to 180 ° crankshaft position.

A detailed representation of some elements of the ignition system is presented in figure 2, while the numbering of the elements is the same. The switches 11 and 12 are connected to the counter 5 by three channels (figure 2). 3, the shape of the pulses coming from the heating generator 7 is indicated by the number 22, the pulses at the output of the generator 6 (pin 4A) are indicated by index 23, the index 24 corresponds to the signals at the output of the first channel of the distributor 12 (heating pulses), 25 - pulses of the 4th channel distributor 11 control pulses, 26 - output pulses from the switches received by the transistor switch 15a, 27 - pulses of the secondary circuit of the ignition coils 13.

The shape of the pulses arriving at the rest of the transistor switches is similar, but with a shift of 90 ° of the crankshaft position. 4, the index 28 denotes the shape of the pulses coming from the speed sensor 1, the index 29 corresponds to the signals coming from the terminal 4A of the generator 6 of firing pulses at the output of the first channel of the electronic distributor 12, the index 31 is the shape of the control pulses at the output of the generator 6 (output 11A), index 32 is the shape of the control pulses at the output of the 4th channel of the distributor 11, and finally, index 33 is the shape of the pulses of the first channel of the electronic switch input to the transistor switch 15a. The shape of the pulses arriving at the rest of the transistor switches is similar, but with a shift of 90 ° of the crankshaft position.

The ignition system "Universal MADI" operates as follows. To ensure reliable operation of the ignition system, it is necessary that the skirts of the central electrode of the candles are heated to a temperature of 60 ° C. In this case, the operation of the internal combustion engine is guaranteed even when using gas fuel. If the temperature of the candles is lower than the set value, the internal combustion engine does not start, and the actuator 4 (Figs. 1, 2) sets the poles of the switches 4a-4d to the n position. The generator 7 through the contact n of the plus 4a of the switch 4 is connected to the counter 5, while generating pulses 22 (Fig.3) with a duration of 1 ms. Counter 5 passes pulses along the first channel with a double duration. The second channel from the counter 5 is followed by pulses with a quadruple duration, and the third channel contains pulses with a duration of eight times the incoming. At the same time, at the output of elements 11 and 12, the output channels open alternately, through which signals 23 (Fig. 3) from the generator 6 pass. Transistor switches receive pulses 26 (Fig. 3) with a frequency of 250 Hz. In turn, the transistor switches 15 receive power through the pole 4d from the source 13 with a voltage of 12 V. However, only the resistance 9 is turned on at the output 6. The type of signals coming from the switch 12 is indicated by 24 (Fig. 3) and 25 from the switch 11. And at the input of the transistor switch are signals of the form 26 (figure 3) due to the summation of the pulses at the output of both switches. On the secondary windings of the ignition coils 13, pulses 27 are formed (Fig. 3). Resistances 9 and 10 are selected so that if only resistance 9 is turned on, then at input 6 (terminal 4A), the signal duration is 1 ms (23). If resistance 10 is turned on, then the signal length is 25-30 μs.

When the candle temperature reaches 75 ° C, a signal is given to start the engine. At the same time, the drive 4 automatically switches over and the switch strips go into the k position. In parallel with the resistance 9, the resistance 10 is turned on, which determines the signal duration at the output of the generator 6, equal to 25-30 μs (igniting) (29, Fig. 4). These pulses are fed to the switch 12. And the pulses with a length of 10-15 μs (control) (31, Fig. 4) are sent to the switch 11. At the same time, pulses 22 (Fig. 3) go from the sensor 1 to the pulse duration limiter 3. If the crankshaft speed is less than 250 rpm, then longer pulses from the speed sensor 1 are sent to the limiter 3. In this case, the limiter 3 limits their duration to 10 ms. Then they go from counter 3 to counter 5 and generator 6. The signals from counter 5, as well as to generate heating pulses, alternately open the output channels in switch 12, through which ignition pulses alternating through the channels pass with a duration of 25-30 μs, view 30 (figure 4). The same counter pulses 5 open the output channels of the switch 11, through which control pulses of 10-15 μs duration, type 32 (alternating with channels) pass through channels (FIG. 4). These pulses are supplied to the corresponding transistor switches 15 with a shift of 90 ° of the crankshaft position. Control pulses are generated with a 180 ° shift of the crankshaft position with respect to the ignition pulses and are distributed along the channels with a 90 ° shift of the crankshaft position. The ignition and control pulses are shown in figure 4 under the number 33. The sensor 2 of the reference every time gives commands to repeat the cycles. When high-voltage signals appear at the output of the ignition coils, inductive sensors detect their passage. At the input of the logic elements 18 appear logical units. The second inputs 18 receive the corresponding signals from the switch 11. The reliability of the ignition is detected by the presence of two signals coming from the switch 11 and the inductive sensor 7. The inductive sensor 17 generates a signal only if the ignition pulse coming from the switch 12 led to ignition of the mixture and an increase in temperature in the cylinder during the passage of the control pulse. In this case, the ignition voltage developed by the secondary coil is capable of breaking through the interelectrode gap of the spark plug and a logical unit appears at the output of the inductive sensor, causing the corresponding bulb to flash. Otherwise, if the ignition has not occurred, the lamp does not blink, which signals a violation in the internal combustion engine operation mode.

Thus, the proposed system provides a more reliable operation of the ignition system at idle by limiting the duration of the pulse train, eliminating the occurrence of reverse shocks in the internal combustion engine, facilitates engine starting by heating the candles, preventing moisture droplets from appearing on them, provides control of the misfire, and increases stability successive cycles by increasing the duration and energy of the spark discharge and improves the environmental parameters of the internal combustion engine due to a more complete combustion of the mixture, since the optimum ignition timing is approaching top dead center, and it becomes possible to use poorer mixtures. The proposed multi-spark multi-channel ignition system provides a pulse train duration of T _p for 24 degrees of rotation of the engine shaft T _p = 4000 / n [mc] and high energy E _{p of the} spark discharge E _p = 480 / n [J], at n <250 rpm min, T _p = 10 [mc], where n is the engine speed in rpm. The pause between pulses is 400 μs, which determines the presence of several pulses in the packet, even at high speeds. This should ensure reliable operation of the engine when using various types of fuels.

Technical appraisal and economic advantages of the invention are as follows:

All types of fuels are allowed, including natural gas;

due to work on lean mixtures, the toxicity of exhaust by NO _x , CH, CO is significantly reduced;

the stability of successive cycles, including idling, is increased;

reduced fuel consumption;

spark energy is much higher than in known schemes;

higher stability of engine operation at idle and low engine speeds is provided;

kickbacks in ICE are excluded;

The reliability control of the ignition circuit is ensured

Claims (1)

The ignition system containing a pulse generator arriving at the spark plugs, triggered by the crankshaft position sensor, characterized in that the spark plugs are heated by supplying high-frequency pulses by signals from the candle temperature sensor, limiting the number of pulses in the packet when operating at low speeds and in ICE start-up mode, and monitoring the normal operation of the cylinders by supplying control pulses to the candles with a 180 ° shift of the crankshaft position in relation to the ignition pulses, and the minimum number of pulses generated by the ignition system at high engine speeds is greater than unity.

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