• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
  • 同族专利
  • 引用文献
  • 法律状态
  • 优先权
    • 专利摘要:
    A monitoring resistor in series with the spark coil primary winding and the electronic interruptor switch provides a signal to an integrator for shifting the control thresholds of a threshold switch that controls the interruptor away from their quiescent values that are nearer the zero crossover of the timing voltage wave provided by an engine driven timing signal generator. The integrator output voltage remains constant during the time the interruptor switch is open. While current flows through the interruptor circuit, the integrator increases the control voltage until the primary winding current reaches a predetermined level and then decreases the control voltage until the timing wave recloses the interruptor. While the control voltage is being decreased, the coil current is allowed to rise to a limiting value and is then held constant by another circuit controlled by the monitoring resistor that slightly reduces the conductivity of the interruptor switch in its closed condition, but this occurs only while the engine is accelerating to the operating speed range. During this time the switch-on threshold for controlling the interruptor is raised towards the peak of the timing wave, but the switch-off threshold is clamped to its initial value. With further increase in engine speed, the net effect of the integrator operation changes sign and the switch-on threshold is lowered. As soon as the switch-on threshold goes below its initial value, the switch-off threshold is unclamped and is depressed along with the switch-on threshold towards the negative peak of the timing wave by the integrator action. The result is to keep the amount of energy stored in the spark coil at the time of primary circuit interruption constant over a wide range of speed.
    公开号:SU880259A3
    申请号:SU762416756
    申请日:1976-11-03
    公开日:1981-11-07
    发明作者:Юндт Вернер；Рооценбеек Херман；Зенер Герхард；Вернер ПЕТЕР
    申请人:Роберт Бош Гмбх (Фирма)；
    IPC主号:
    专利说明:

    The invention relates to an ignition device for internal combustion engines.
    Known ignition systems with an electronic 1 chopper connected in series with the primary winding of the ignition coil, when the limit switch is turned on, it acts on the current flow through the primary winding, the duration of exposure depends on the control signal, which is generated by the signal sensor connected to limit switch, and after a period of time reaches its maximum value [1]. fifteen
    The use of such an ignition device provides even at high engine speeds a sufficient amount of sparking energy, and at 20 low revolutions in the primary winding provides the amount of current required to carry out the ignition, however, the known device has a complex circuit design. 25
    It is also known an ignition device in which the current flow in the primary winding of the ignition coil is controlled by a sensor signal having a special shape, which provides control of the current flow in the primary winding of the ignition coil when the engine rpm G2 changes].
    However, this ignition device assumes the presence of a sensor (generator), in which the geometric shape of the rotor is determined empirically and, as a rule, it turns out such that serial production requires significant technological costs. In addition, a constant current passage time in the primary winding of the ignition coil is also achieved there.
    The aim of the invention is to expand the functionality and increase the reliability of the ignition system.
    This goal is achieved by the fact that in the ignition device for internal · combustion engines, containing a non-contact sensor of the angle of rotation of the engine shaft, connected through an operational amplifier, equipped with a unit for controlling the flow time of the current in the output transistor, the load of which is the primary winding of the ignition coil, time control unit the current flow is made in the form of an integrator connected between the inverted and non-inverted inputs of the operational amplifier through two parallel circuits, o formed by the serial connection of at least one diode and one resistor, each of which, together with an integrator, is connected to a common connection point of the collectors of two series-connected transistors of different conductivity, the base of the pnp transistor connected to the collector of the terminal transistor, and the base pnp p transistor through a cascade connection of the intermediate and control transistors connected to a resistor included in the emitter circuit of the output transistor.
    In FIG. 1 is a schematic diagram of an ignition device) in FIG. 2 is a diagram explaining a workflow in an ignition device.
    The ignition device is powered by a direct current source, which may be a car battery. The positive supply working conductor 2 with the ignition lock 3 departs from the plus pole of the current source 1, and the negative supply conductor 4 having a connection to ground connects from the negative pole. The positive supply conductor 2 goes through the primary winding 5 of the ignition coil 6 and is the load of the output transistor 7 and then through the control resistor 8 - to the negative supply conductor 4. The end of the primary winding 5 connected to the transistor 7 through the secondary winding 9 of the ignition coil 6, connected to the spark plug 10.
    The positive supply conductor 2, after the current source 1, branches off to the diode 11, which operates as a polarity reversal fuse, so that after two resistors 12, 13 are connected in series to the negative conductor 4. There is a point 14 between the resistors 12, 13, a potential that is almost half voltage source 1 current.
    The ignition device has a current flow time control unit 15, which is preferably created by an operational amplifier 16 with an invertible input 17, with a non-invertible input 18, and also with a parallel-connected resistor 19 lying between the non-invertible input 18 and its control output 20 ”In addition, the operational amplifier 16 is connected by a conductor 21 to the cathode of the diode 11, and a conductor 22 to a negative supply conductor 4. A non-inverted input 18 is connected through a resistor 23 to a point 14 of the control circuit. From a non-invertible input 17, a connection departs through two series-connected resistors 24, 25, and then through a non-contact sensor 26 of the crankshaft angle of the engine to a point. The common connection of resistors 24, 25 through a capacitor 27, which protects the block 15 from the secondary pulse, is connected to point 14.
    In the preferred case, the proximity sensor 26 can be made in the form of an alternating current generator and generate an alternating voltage Tsp which has a shape similar to that shown in the voltage diagram (Fig. 2a).
    The invertible input 17, in addition, is connected through the resistor 28 to the negative supply conductor 4, and through two parallel control circuits 29 and 30 to the integrator 31, the integrating value of which depicts the adjustment voltage that moves the switching threshold fi g. 2a). 'The first control circuit 29 includes a series connection of the resistor 32 and the diode 33 with the cathode turned to the integrator 31, and the second control circuit 30 includes the series connection of the resistor 34 and the diode 35 with the anode turned to integrator 31. The resistor 32 is divided into two resistors 36 and 37 moreover, the common connection of these resistors 36 and 37 is located on the anode of the diode 38, the cathode of which is connected to point 14. In addition, the common connection of these resistors 36, 37 through a series-connected resistor 39 and diode 40 in the direction of passage voltage from the current source · 1 is connected to the collector of the transistor (.PRPR) 41, the base of which is connected through a resistor 42 to the output 20 of the operational amplifier 16. The transistor 41 is directly connected to the cathode of the diode 11 through its resistor 43 and its emitter.
    The integrator 31 in the simplest case 5 is formed by a capacitor 44, which by its connection, turned to the control circuits 29, 30, is located at point 14. But it is also possible that the capacitor 44 can be connected to a not shown operational amplifier acting as an integrator 31 about
    The integrator 31 is connected by its connection to the control circuits 29, 30, 15 to the collector of the first (RPR) control transistor 45, as well as to the collector of the second (PRI) control transistor 46. The first transistor 45 controls its emitter through a resistor 47, and the base through a resistor 48 is connected to the cathode of the diode 11. The second transistor 46 'controls its emitter through a resistor 49 and the base through a resistor 50 is connected to the negative 25 supply conductor. The base of the second control transistor 46 is connected through a resistor 51 to the anode of the blocking diode 52, the cathode of which is located on the collector (PSC) of the intermediate transistor 53, and also on the cathode of another blocking diode 54, connected by its anode through the resistor 55 to the base of the first transistor 45 control. The anode of the blocking diode 52 35 through the resistor 56 is still connected to the collector of the transistor 41 connected through the resistor 57 to the base of the intermediate transistor 53 ·. 40
    The compounds of the control point of the resistor 8 to the emitter of the output transistor 7 is connected through a resistor to the base 5θ (PDP) of the control transistor 59 · Manifold control 45 tranzis- torus 59 is connected to the base of the intermediate transistor 53, Furthermore, the emitter of the output transistor 60 through the resistor 7 is connected to base transistor 61 serial type PDP, an additional collector 50 of transistor 61 is connected to the base of the next transistor 62 type PDP 1 ', which together with transistor 7 form a Darlington circuit and its base 55 via resistor 63 connected to the collector of transistor 41.
    The ignition device operates as follows.
    When the ignition switch is turned on and the internal combustion engine is running, the available control signal received from the proximity sensor 26 periodically reaches the turn-on threshold 1) ^ (Fig. 2a) of the current flow time control unit 15 in the output transistor. At this moment, a potential appears on its output 20 (DC (Fig. · 2ίι), which approximately corresponds to the potential of the negative supply conductor 4. Then the transistor 41 opens, so the transistor 62, as well as the transistor 7 open, and the charging current begins to pass through the primary winding 5 of the ignition coil 6 - a
    The activation threshold 0 ^ of the control unit 15 during acceleration of the internal combustion engine is near a zero value, that is, only near the potential of point 14, therefore it is guaranteed that the control unit 15 during acceleration of the engine is reliably switched on by a control signal received from the sensor 26. Through an open transistor 41 current is also supplied to the base of the intermediate transistor 53, so the latter is also open, which, in turn, ensures the open state of the transistor 45,
    Due to this, on the integrator 31, the first change AUg (Fig. 2c) of the integrating value appears, which again ends as soon as the current flow in the primary winding 5 reaches the set control value 3 ^ (Fig. 2c), then fall. The voltage across the control resistor 8 reaches a value at which the transistor 59 becomes conductive. Because of this, the transistor 59 closes, which causes the transistor 45 to become blocked. Since the transistor 41 is open and the transistor 53 is closed, the transistor 46 opens. This moment corresponds to the second voltage change of FIG. 2c) At! - . This is the second change of & 1C terminate. appears as soon as the control signal from the signal sensor reaches the turn-on threshold 0¾ (Fig. 2a) of the control unit 15, At the control output 20 of the control unit 15, a potential U io (Ф ig · 2b) appears, which is approximately less than the potential of the positive supply conductor 2. The transistor 41 is closed, which causes the transistor 46 to be locked. At the same time, the second change D1) 7 (.Fig. 2c) ends. Closing the transistor 41 causes the transistor 7 to lock, which causes a current interruption in the primary winding 5 of the ignition coil, a high voltage pulse occurs in the secondary winding 9, which causes an electrical breakdown on the spark plug 10
    An additional transistor 61 serves to ensure that after the current in the primary winding 5 of the ignition coil reaches a nominal value of ^ 2. (Fig. 2c), it is limited.
    When in this mode the transistor 61 should be chosen so that during acceleration of the internal combustion engine 'current in the primary winding 5 of the ignition coil after reaching the rated values Z with the segment of time £ 3 (FIG. 2c) retained this value to despite the reduction Duration The current flow in the primary winding 5 of the ignition coil accumulated the required energy.
    When starting and accelerating the internal combustion engine, the second change in the MC has a longer duration than the first change; therefore, the integrating value Up after the second change each time becomes less than the integrating value Ub before the first change. This signal through the first control circuit 29 acts on the invertible input 17 such that the turn-on threshold of FIG. 2 a) of the control unit 15 moves in a positive direction.
    ; If the revolutions of the internal combustion engine increase, then by. to integrator 31, the second change in AUv has “less complementarity than” the first change ΔΌ5, therefore, the integrating value Up (Fig. 2 c) after the second change of D-Fri becomes larger (positive) of the 'integrating value' Щ before the first change of Δϋς .. This the signal first acts through the first control circuit 29 and after the integrating value Up with respect to point 14 becomes more positive, through the second 30-control circuit with a lower resistance, on the invertible input 17 so that the switching threshold Od. control unit 15 ne15
    880259 · 8 moves in the negative direction B (Fig. 2A).
    Thus, during acceleration of the internal combustion engine, it is first supplied with current through the primary winding 5 of the ignition coil for the time required to accumulate the required ignition energy, and the current value is contacted by an additional transistor 61, which transfers the transistor 7 to the active region, that is, it works with loss power. The time flow of the current through the ignition coil during the operation of the internal combustion engine is controlled by moving the 0% switching threshold of the control unit 15 from the section of the maximum value U of the positive half-wave to the section of the maximum value U of the negative half-wave. In this case, the accumulation of the required amount of constant energy supply "
    It should be noted that with. when the transistor 41 opens, the portion of the circuit formed by the diode 40, the resistor 39, and the diode 38 becomes conductive, because of which the connection point of the resistors Zb, 37 in the on position of the control unit 15 takes a potential approximately equal to point 14, which causes the termination of the influence of the integrator 31 on control unit 15 ”Due to this, the shutdown torque (Fig. 2a) of the control unit 15 is stabilized in a simple way” Thus, the integrator 31 does not have a harmful effect on the ignition moment ”At high speed this stabilization is not necessary, since in this ignition device, the adjustment of the duration of the current flow in the primary winding 5 depends on increasing the current to a certain value, namely by a control value, then even with fluctuations in the supply voltage, the ignition energy remains constant.
    权利要求:
    Claims (2)
    [1]
    By means of a contactless motor angle sensor, connected — an operational amplifier equipped with a current time regulating unit in the output transistor, the load of which is the primary winding of the ignition coil, the current time regulating unit is designed as an integrator between inverted and non-inverted inputs an operational amplifier through two parallel circuits formed by the series connection of at least one diode and one resistor, each of which together with the integrator, they are connected to the common connection point of the collectors of two series-connected transistors of different conductivity, the base of the transistor transistor is connected to the collector of the pre-booster transistor, and the base of the pnp transistor is connected to the resistor connected to the emitter circuit via a cascade connection output transistor. FIG. 1 is a schematic diagram of an ignition device; FIG. 2 are diagrams explaining the workflow in the ignition device. The ignition device is powered by a DC source, which may be a battery car. A positive pi, a melting working conductor 2 with an ignition lock 3, departs from the positive pole of the current source 1, and a negative supply conductor t, having a connection to the mass switch, from the negative pole. The positive supply conductor 2 goes through the primary winding 5 of the ignition coil 6 and is the load of the output transistor 7 and then through the control resistor 8 to the negative supply conductor A. The end of the primary winding 5 connected to the transistor 7 through the secondary winding 9 of the ignition coil 6 It is connected to a spark plug 10. The positive supply conductor 2 after the current source 1 branches to the diode 11, working as a reversal fuse, so that after two resistors 12, 13 connected in series to the negative conductor A. Between the resistors 12, 13 there is a point 1 of potentiali which is almost half voltage source 1 current. The ignition device has a current flow time control unit 15, which in the preferred case is created by an operational amplifier 16 with an invertible input 17, with a non-inverting input 18, and also with a parallel-connected resistor 19 lying between the non-inverting input 18 and its control output 20. In addition, the operational amplifier 16 is connected by conductor 21 to the cathode of diode 11, and conductor 22 is connected to the negative supply conductor 4. Non-inverted input 18 is connected via a resistor 23 to a control circuit point. From the non-inverted input 17, the connection goes through two resistors 24, 25 connected in series, and then through the proximity sensor 2b of the crankshaft angle of the engine to a point. A common connection resistors 24, 25 through a capacitor 27, protecting the block 15 from the secondary pulse, is connected to point 14. In the preferred case, the proximity sensor 26 can be made in the form of an alternator and generate an alternating voltage (J, which has a form similar to shown in the diagram of voltage (.Fig. 2a): Inverted input 17 in addition, through a resistor 28 is connected to the negative supply conductor 4, and through two parallel control circuits 29 and 30 - to the integrator 31 raises the adjustment voltage, which moves the turn-on threshold and 12 (Fig. 2a). The first control circuit 29 includes a series connection of a resistor 32 and a diode 33 with a cathode turned to the integrator 31, and the second control circuit 30 includes a series connection of a resistor 3 and a diode 35 with an anode turned to integrator 31. Resistor 32 is divided into two resistors Zb and 37, and the common connection of these resistors 36 and 37 is located on the anode of the diode 38, the cathode of which is connected to point 14. In addition, the common connection of these Zz resistors, 37 through p Consequently, the resistor 39 and the diode 40 in the direction of passage are connected to the collector of the transistor RPR) 41, the base of which is connected to the output 20 of the operational amplifier 16 through the resistor 42. The transistor k is connected to its base through the k3 resistor and its emitter directly connected to the cathode of diode 11. In the simplest case, the integrator 31 is formed by a capacitor k, which by its connection, turned to the control circuits 29, 30, is located at point T. But it is also possible that the capacitor 4 can be connected with an unassigned operational amplifier acting as an integrator 31. The integrator 31, with its connection turned to the control circuits 29, 30, is connected to the collector of the first (RPR} transistor kS control, as well as to the collector of the second (PRP) transistor 6 control. The first transistor k controls its emitter through the resistor kj, and the base through the iB resistor is connected to the cathode of diode 11. The second transistor 46 controls its emitter through the resistor 9 and the base through the resistor 50 is connected to the negative supply conductor. The base of the second transistor 46 controls through the resistor 51 to the anode of the blocking diode 52, the cathode of which is located on the intermediate transistor 53 like a collector (PRP), and also on the cathode of another blocking diode 5 connected by its anode through resistor 55 to the base of the first trans stories k5 control. The anode of the blocking diode 52 through the resistor 5b is still connected to the collector of the transistor 41, connected via the resistor 57 to the base of the intermediate transistor 53. The connection point of the control resistor 8 to the emitter of the output transistor 7 is connected through a resistor 58 to the base (PDP) of the control transistor 59. The collector of the control the transistor 59 is connected to the base of the intermediate transistor 53. In addition, the emitter of the output transistor 7 is connected through the resistor 60 by the base of a series transistor 61 of the PDP type, the collector of the additional trans Stora 61 connected to the base of the next transistor-type PDP 62, which together with the Darlington transistor circuit .7 forms, and its base is connected through a resistor 63 to the collector of transistor 41. The ignition device operates as follows. When the ignition lock is on and the internal combustion engine is running, the available control signal received from the proximity sensor 26 periodically reaches the on threshold and (FIG. 2a) the current flow time control unit 15 in the output transistor 8 Uj. (fig. - 2li), which roughly corresponds to the potential of the negative supply conductor. Then transistor 41 opens. Therefore, transistor B2, as well as transistor 7, opens, and the charging current begins to flow through the primary winding 5 of the ignition coil 6, the threshold for switching on 0l of the control unit 15, when accelerating the internal combustion engine is about zero, i.e. only that the control unit 15 during engine acceleration is reliably activated by a control signal received from sensor 2b. Through the open transistor 41, the current is also supplied to the base of the intermediate transistor 53, so the latter is also open, which, in turn, ensures the open state of the transistor 45. Due to this, the first change of the LO (figo 2c) of the integrating value U appears on integrator 31 It ends again as soon as the current flow in the primary winding 5 reaches the set reference value. 2c). Then fall. The voltage across the control resistor 8 reaches a value at which the transistor 59 becomes conductive. Because of this, the transistor 59 closes, causing the transistor 45 to turn off. Due to the fact that the transistor 41 is open and the transistor 53 closes, the transistor 46 opens. This moment corresponds to the change in voltage U (Fig. 2c) AlJ- ; . This is the second LU- / End-change. As soon as the control signal from the signal sensor reaches the DO turn-on threshold, (FIG. 2a) of the control unit 15, At the control output 20 of the control unit 15, a potential appears (Jy (o (FIG. 2 |)) which is approximately less than the potential The transistor 41 is closed, which causes the transistor 46 to turn off. The second change in AUy is canceled in / 8 (Fig. 2c). The closing of the transistor M causes the transistor 7 to close, which causes an interruption of the current in the primary winding 5 of the ignition coil, in the secondary area In this case, a high voltage pulse occurs, which causes an electrical breakdown at the ignition point 10. An additional transistor 61 serves to ensure that after reaching the current value in the primary winding 5 of the ignition coil of the nominal value W. 2c :) it is limited. In this case, the mode of the transistor 61 must be chosen so that when the internal combustion engine accelerates, the current in the primary winding 5 of the ignition coil after reaching the rated value 3 in the time interval b (Fig. 2c) saved this value so that despite the reduction in the duration of the passage of current in the primary winding 5 of the ignition coil, the required energy was accumulated. When starting and accelerating an internal combustion engine, the second change in sU-j has a longer duration than the first change, therefore the integrating value U after the second change u-U-j each time becomes smaller than the integrating value and g before the first change jMJg. This signal through the first control circuit 29 acts on inverting input 17 in such a way that the threshold: the switch on of FIG. 2 a) block 15 re. the throat moves in a positive direction. ; If the engine's internal engine speed increases, then on integrator 31 a second change j HMeeT is less complementary than the first change .U, therefore the integrating value and () (fig. 2c) after the second change / iU7 becomes more positive) integrating the itiiero value of the Ib before the first change of 05. This signal acts, first through the first control circuit 29 and after the integrating sign UQ with respect to the H point becomes more positive, through the second circuit of the LSB PZv with a lower resistance, on the inverse iruemy input 17 so that the inclusion threshold 1) 2. The control unit 15 moves in the negative direction B (Fig. 2a). Thus, when the engine is accelerated, the internal combustion engine is fed with current first through the primary winding 5 of the ignition coil for the time required to accumulate the required ignition energy, and the current is contacted by the additional transistor 61, which translates the transistor 7 into an active region, i.e., operates with a loss of power.regulating the time of current flow through the ignition coil during the operation of the internal combustion engine It is processed by moving the switch-on threshold U2 of the control unit 15 from the maximum value U section of the positive half-wave Sft to the maximum value Um from the negative half-wave W. At the same time, a wide range of engine revolutions ensures the accumulation of a constant amount of energy. that when the transistor 1 is opened, the circuit section formed by the diode kQ, the resistor 39 and the diode 38 becomes conductive, due to which the connection point of the resistors 36, 37 is included The position of the control unit 15 takes a potential approximately equal to the point 1t, which causes the integrator 31 to stop the control unit 15. Due to this, a simple method is used to stabilize the switching off time Uy (Fig. 2a) of the control unit 15. Thus, the integrator 31 does not adversely affect the ignition time. At high revolutions this stabilization is not necessary, since in this ignition device the adjustment of the duration of current flow through the primary winding 5 depends on the current increase to a certain value, namely the control value 3, even with fluctuations in the supply voltage, the constant energy is provided. Claims of Invention An ignition device for internal combustion engines comprising a non-contact angle sensor of an engine shaft connected through an operational amplifier provided with a power supply unit. com control of the current flow time in the output transistor, the load of which is the primary winding of the ignition coil, is different from the fact that, in order to expand its functionality and increase reliability, the current flow time control unit is designed as an integrator connected between the inverter and non-inverted inputs of the op amp through two parallel circuits formed by the series connection of at least one diode and one resistor, each of which together with an inte RATOR is connected to a common point, 10 collector connections of two series-connected transistors of different conductivity, the base of the pnp transistor connected to the collector of the pre-end transistor, and the base of the pnp transistor connected to the resistor through a cascade of intermediate and control transistors included in the emitter circuit of the output transistor. Sources of information accepted in the examination 1. US patent 1G 3831571,: cl. 123-H8, published. 197.
    [2]
    2. Published for NT 1539178, CP. iP02 P 3/02, 1970.
    ABOUT
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    同族专利:
    公开号 | 公开日
    DE2549586C3|1979-03-29|
    FR2330876A1|1977-06-03|
    AU505870B2|1979-12-06|
    JPS5949424B2|1984-12-03|
    US4176645A|1979-12-04|
    DE2549586B2|1978-08-10|
    SE7601944L|1977-05-06|
    JPS5257442A|1977-05-11|
    BR7607363A|1977-09-20|
    NL7612244A|1977-05-09|
    IT1068775B|1985-03-21|
    GB1568234A|1980-05-29|
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    FR2330876B1|1983-01-07|
    DE2549586A1|1977-05-18|
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    法律状态:
    优先权:
    申请号 | 申请日 | 专利标题
    DE2549586A|DE2549586C3|1975-11-05|1975-11-05|Ignition device for internal combustion engines|
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