Automobile ignition system
SUBSTANCE: automobile ignition system includes induction pickup (1) with magnetic two-pole rotor (2) mechanically connected to crankshaft of engine and to induction winding (3) on stator, pulse shapers (4) and (5), controller (6), amplifier-shaper (7), disjunctor (8), ignition transformer (9), high voltage distributor (10), ignition (11) plugs located in engine cylinder (12) and pressure sensor (13) located in the same place.
EFFECT: simplifying the construction and improving reliability.
The invention relates to the automotive industry, and in particular to electrical equipment to ensure operation of internal combustion engines, and can be used in the production and operation of automotive vehicles.
Known ignition system of the working mixture in the engine of a motor vehicle comprising a transformer ignition distributor voltage connected to the secondary winding of the transformer, spark plugs connected to the distributor voltage, the current interrupter of the primary winding of the transformer, the gauge of position of the piston in the engine cylinder in contact with the breaker and mechanically connected with the shaft of the distributor voltage [Achtergael, Weott. Diagnosis of electrical cars. - M.: Transport. 1987].
All of these elements are similar in the composition of the inventive ignition system.
The work of this analogue is based on the formation of high electric voltage by interrupting the current in the primary winding of the ignition transformer decoupling the electrical contacts in the time period when the intensity of the combustion mixture is maximum, that is after the point of maximum compression or top dead center (TDC).
The disadvantage of this analog is arcing at the contacts when the interruption of the current, due to fur the practical way of interrupting it.
Also known ignition system of the internal combustion engine of a motor vehicle comprising a transformer ignition distributor voltage connected with the secondary cover of the transformer, ignition, spark plugs, connected to the distributor voltage, the electronic circuit breaker of the primary coil of the transformer ignition, the gauge of position of the piston in the cylinder of the engine, connected to the breaker and mechanically connected with the shaft of the distributor [Dan B.A., Rogachev E Electrical KAMAZ trucks. - M.: Transport. - 1997].
All of the elements of this analogue also included in the inventive ignition system.
In this analogue interrupt current is conducted through transistor with electronic control, which eliminates arcing at the contacts. Control signals come from induction sensor which is mechanically connected to the crankshaft of the engine, which allows to generate signals to control the transistor based on the position of the piston in the cylinder. The length of time from filing a control signal to the transistor circuit breaker up to the moment of most intense combustion of the mixture depends on many factors (speed of rotation, the composition of the working mixture, dilution etc) So the voltage on the spark plugs podes is ahead of time to the position of TDC. For combining time of the most intense combustion mixture (the detonation time) with the desired position of the piston is capable to convert the energy of combustion into mechanical energy, use mechanical controls ignition timing.
The disadvantage of this analogue is that mechanical regulators do not allow to take into account all the factors that significantly affect the time of ignition of the working mixture (the development of the spark charge). This significantly limits the range of operating conditions of engine operation mode, close to the most economical.
Closest to the technical nature of the claimed (prototype) is the ignition system of the vehicle, protected by the RF patent №2306451 CL F02P 1/00, 2006, It contains the position sensor of the piston in the cylinder with three induction coils, which have phase angles that correspond to the top dead center position of the piston in the cylinder, before and after TDC, four shaper pulses sequentially included controlled delay element, the amplifier-shaper, circuit breaker, transformer, ignition, distributor high-voltage spark plug located in the engine cylinder, the pressure sensor, placed in the cylinder of the engine, measuring a time offset, the first and second inputs through which the first and second FD is Miravalle pulses connected respectively to the conclusions of induction coils with phase after TDC position sensors of the piston and the output of the pressure sensor, phaseamplitude Converter "time-voltage included between the output of measuring a time offset control input of the control element of the delay signal input through the third pulse shaper connected to the leads of induction coils with phase before TDC, and the synchronizer, the entrance through which the fourth pulse shaper connected to the leads of induction coils with a phase corresponding to TDC, and first and second outputs connected to the state clock inputs respectively controlled delay element and measuring a time offset.
All of the elements of the prototype, in addition to the induction windings with the phases before TDC and TDC, the third and fourth formers pulse synchronizer and measuring the time interval included in the inventive system.
The working prototype is based on the formation of three hardware channels ignition control of the vehicle, corresponding to the three positions of the piston in the cylinder, and the delay control pulse induction winding position sensor with phase up to TDC, flowing in a circuit interrupting current so that the pulse detonation pressure sensor coincided with pulse induction winding position sensor piston phase after TDC.
The disadvantages of the prototype are the complexity and the relatively low reliability due to Bo isim number of its constituent elements. Another drawback of the prototype system, is poor ability to adapt to sudden change in the vehicle speed. In fact, when a sudden change in the angular velocity of the crankshaft, for example when braking or pulling away, the system may be in such a mode that the corresponding actual speed at the time of sparking will be so spaced in time with the best that sparking will not occur. In this case, the pressure sensor is not triggered, and the system disappears information about in which direction and how you need to change the ignition timing. The same search mechanism of the ignition timing that is close to optimal, in the absence of pulses of the pressure sensor in the system is not provided. These circumstances make the system unstable.
Technical problem on which the invention is directed, is to simplify and improve the reliability and sustainability of the system.
The solution of the stated problem is achieved by the fact that in the known ignition system of a motor vehicle comprising a position sensor of the piston in the cylinder of the engine, an induction coil which has a phase angle corresponding to the position of the piston after TDC, the first driver pulse, the input of which is connected with the induction winding serially included in elitel-shaper, the circuit breaker current transformer plugs, distributor high-voltage spark plug located in the engine cylinder, the pressure sensor, placed in the engine cylinder, and a second pulse shaper entered the controller, the first and second inputs which are connected respectively to the outputs of the first and second pulse shapers, and the output to the input of the amplifier-shaper.
There are no sources of information, in which the newly introduced set of controller with other elements and connections of the ignition system would have the same effect. Therefore, the inventive ignition system of the vehicle should be considered to be new and involve an inventive step.
The invention is illustrated by drawings on which is shown:
- figure 1 - structural diagram of the inventive ignition system;
- figure 2 - block diagram of the algorithm of the controller.
The proposed ignition system contains a sensor 1 with the magnetic pole of the rotor 2 that is connected mechanically to the crankshaft of the engine and having a definite angular position corresponding to the angular positions of the crankshaft and the provisions of the piston in the engine cylinder. On the stator of the sensor is an inductive coil 3. Its position corresponds to the angle of maximum performance (about 10 hail the s after TDC). The system also includes conditioners 4 and 5 pulses, the controller 6, the amplifier-shaper 7, the circuit breaker 8 current transformer 9 ignition distributor 10 high voltage, candles 11 plugs located in the cylinder 12 of the engine. In the first cylinder 12 of the engine is the sensor 13 of the pressure.
The output of the induction coil 3 through the driver 4 is connected to the first input of the controller 6. The channel pulse ignition contains cascaded controller 6, the amplifier-shaper 7, the circuit breaker 8, the transformer 9 ignition distributor 10 and candles 11. The output of the sensor 13 through the driver 5 is connected to the second input of the controller 6.
The ignition system consists of the following.
During the rotation of the crankshaft of the engine sensor 1 periodically with a period T corresponding to the speed of rotation of the shaft produces in the winding 3, the voltage from which the imaging unit 4 generates short pulses. These pulses are produced at points in time corresponding to the angle of maximum performance (about 10 degrees after TDC). The generated pulses are received at the first input of the controller 6.
In the controller 6 received at its input pulses are delayed in time order 0,9T. It will be shown below how this is done.
With every pulse shaper 4, starting from the second, on vicodinonline 6 appears impulse control transistor breaker 8 current of the primary winding of the transformer 9. It appears at the moment of time corresponding to about 30 degrees before TDC. This pulse is amplified by the driver 7, actuates the circuit breaker 8 in the circuit of the transformer 9, and using the dispenser 10 high voltage and spark 11 is the ignition of the working mixture in the cylinder 12. The signal from the sensor 13 driver 5 generates a short pulse which is fed to the second input of the controller 6. At the time of occurrence of this pulse is ahead of the corresponding pulse shaper 4 or more behind him. The described process is repeated with each pulse shaper 4.
This is done as follows.
The controller 6 for each pair of pulse shapers 4 and 5 carries out the following steps. Captures moments tiandtheir occurrence. By the time the tithe current pulse and the time ti-1previous pulse determines the current period Tipulses corresponding to the angular velocity of the crankshaft. At the moments tiandthe appearance of the pulse shaper 4 and 5 (if timetook place) determines the magnitude and sign of the error Δibetween them. Specifies the time τiignition timing - the time interval between the moment the m t ithe appearance of the pulse shaper 4 and torquethe formation of an impulse control transistor breaker 8. Clarifies this time taking into account the magnitude and sign of the measured errors.
Figure 2 shows the block diagram of the algorithm of the controller 6. It contains 12 operators.
Operator 1 generates an initial period of T0pulse at the first input of the controller. Period T0is selected approximately equal to the half of the maximum repetition period of the pulses. In addition, he writes a unit cell of the i - counter non operating cycle of the engine.Next, control passes to the statement 2.
Operator 2 provides fixation of tithe appearance of the pulse shaper 4 and the fixation pointthe appearance of the pulse shaper 5, if it has occurred, and passes control to the operator 3.
Operator 3 determines the current period Tipulse shaper 4 and passes control to the operator 4.
Statement 4 provides a time delay for 0,05Tito use operator 5 to determine tripped sensor 13 (i.e formed if the pulse shaper 5) in the current cycle of engine operation. Next, control passes to the statement 5.
Operator 5 determines Russ is approval . between tiandthe appearance of the pulse shaper 4 and 5 according to the formula
where i' is the contents of the cell i'.
If i'=1, that is, if entered, only the first pulse shaper 4, and the corresponding pulse shaper 5 is still not received, the error term Δiequals ∞. Next, the operator 5 checks conditions. This condition means that the pulse shaper 5 in the current operating cycle of the engine was not formed. In this case, the control is passed to the operator 6. Note that in the first cycle of operation of the engine, when i'=1, control is always transferred to the operator 6, as in this case, the. If this condition is not met, i.e. ifthis means that the pulse shaper 5 in this cycle of engine operation has been generated, control is passed to the operator 9.
The operator 6 checks for the condition Δi≥3Ti. Compliance with this condition indicates the absence of a pulse shaper 5 for at least three cycles of engine operation. This suggests that the current time τiignition timing is far from optimal or not defined. In this case, the control parade is paid to the operator 7. Note that this event will take place in the first cycle of operation of the engine, when i'=1. If this condition is not satisfied, that is, Δi≥3Tiit means the absence of a pulse shaper 5 in less than three cycles of engine operation. So, it's probably a simple failure of the engine, it is possible to return to normal operation and the change time τiignition timing is inappropriate. In this case, the control is passed to the operator 8.
The operator 7 sets the current value of the time τiignition timing is equal to 0.9 T; (for the first cycle of engine operation, that is, for i'=1, it is the initial time τiignition timing 0 9T1that provides the appearance of the pulse shaper 5 in the near cycle of engine operation. Then the control is passed to the operator 10.
The operator 8 leaves the current value of the time τiignition timing without changes and transfers control to the operator 10.
Operator 9 clarifies the current time τiignition timing, calculating the new value of τiby the formula
where τi-1- time value of the ignition timing in the previous cycle of operation.
If the misalignment Δi>0, that is, the pulse shaper 5 lags behind the pulse form is routes 4, then the new value of τitime ignition timing exceeds the previous τi-1and in the new cycle engine operation, this gap will decrease or will turn into proactive. If Δi<0, that is, the pulse shaper 5 is ahead of the pulse shaper 4, then the new value of τitime ignition timing is less than the previous τi-1and in a new cycle of operation of the engine is ahead of the curve will decrease or will turn into the gap. Thus, in any case, the change time τiignition timing decreases the mismatch between the pulse shaper 4 and 5, or even changes its sign.
After the exact time τiignition timing operator 9 passes control to the operator 10.
The operator 10 calculates a required point in timethe formation of the pulse control circuit breaker 8, and passes control to the operator 11.
The operator 11 provides a time delay before the onset of the timeand the formation of the pulse control circuit breaker 8. Then the control is passed to the operator 12.
The operator 12 increments the contents of the counter i, and passes control to the operator 2.
The following describes the process operators 2÷12 repeats.
Thus, as in the proposed system, Saihan what I and in the prototype supported the minimum mismatch between the pulse generated by the signal induction sensor, and the pulse generated by the signal of the pressure sensor. However, the system prototype when a sudden change in the angular velocity of the crankshaft can get into a mode in which the respective actual speed at the time of sparking so shifted in time with respect to the desired that sparking will not occur. This leads to system instability. The inventive system is adapted to the speed change, including abrupt.
The inventive system requires a controller. However, usually the controller, as a rule, still part of the car. In addition to the ignition control, it performs other functions. So we can assume that the use in the ignition system controller does not lead to any complication of the system, and only leads to more complete use of the controller. In the remaining part of the inventive ignition system much easier of a prototype system. Great simplicity provides the proposed system, in addition to greater strength, more and more high reliability.
An approximate calculation shows that the MTBF of the claimed system is approximately 15% greater than that of the prototype system.
Thus, the achievable zavsemi system technical result is a simplification of the system and increase its reliability.
The proposed ignition system quite marketable. As the controller 6 can serve as a "Infinion SAF-C509-LM".
Other elements of the system do not differ from the corresponding elements of a prototype system.
The ignition system of a motor vehicle comprising a position sensor of the piston in the cylinder of the engine, an induction coil which has a phase angle corresponding to the position of the piston after the top dead center (TDC), the first pulse shaper, the input of which is connected with the induction coil, cascaded amplifier-shaper, circuit breaker, transformer, ignition, distributor high-voltage spark plug located in the engine cylinder, the pressure sensor, placed in the engine cylinder, and a second pulse shaper, characterized in that it introduced the controller, the first and second inputs which are connected respectively to the outputs of the first and second shapers of pulses, and the output to the input of the amplifier-shaper.
FIELD: electrical engineering.
SUBSTANCE: invention relates to resonator supply with voltage over 200 V with frequency over 1 MHz and, particularly, to resonators incorporated with ignition systems. ICE RF-ignition system control device (2) comprises interface (21) to receiver ICE parametre measurement signals, interface (24) of command signal output, memory module (26) (MM), command signal frequency module (25) and command signal output module (27). Module (25) generates command signal depending upon measurement signals generated at reception interface and ratios saved in MM (26). Module (27) outputs certain-frequency command signal to output interface. Control device can also comprise interface (22) to receive power supply system parametre measurement signals (23) and MM programming interface (23). MM (26) saves ratios in the form of multivariable table with input data represented by measurement signals, or in the form of function relating integrated frequency of command signal with pre-determined measurement signals. Power supply system of RF-ignition system comprises control device (2) and supply circuit. The latter comprises switch (4) controlled by signal generated by device (2). The said switch sends intermediate voltage to supply circuit output at frequency governed by command signal. Ignition system comprises power supply system and resonator (5). Resonance frequency of resonator (5) exceeds 1 MHz. The said resonator is connected with power supply circuit output.
EFFECT: guaranteed resonator gain that allows plasma generation.
9 cl, 2 dwg
FIELD: mechanical engineering; internal combustion.
SUBSTANCE: according to invention, load is regulated by common throttle valve for all cylinders. Separate intake pipelines of separate cylinders are furnished with additional throttle valves providing correction of air delivery basing on information from free oxygen sensors installed in separate exhaust pipeline of separate cylinders. Control of ignition advance angle is provided separately for each cylinder by means of knocking sensor.
EFFECT: reduced nonuniformity of load on separate cylinders of multicylinder piston internal combustion engine with forced ignition and distributed fuel injection.
FIELD: automotive industry; electrical equipment of automobiles.
SUBSTANCE: proposed ignition control device of internal combustion engine contains crankshaft position pickup and electronic ignition device containing comparator and controlled one-shot multivibrator. Device includes additionally first low-pass, filter, voltage stabilizer, variable resistor, second low-filter, optron. Crankshaft position pickup is connected with trigger input of controlled one-shot multivibrator and with input of first low-pass filter whose output is connected with first input of comparator. Plus wire of device is connected with input of stabilizer whose output s connected with first output of variable resistor whose second output is connected to frame and third output, with second input of comparator whose output, through second low-pass filter, is connected to input optron, photoresistor of which is placed in time-setting circuit of controlled one-shot multivibrator.
EFFECT: simplified design, reduced cost of device.
FIELD: engines and pumps.
SUBSTANCE: automobile ignition system includes the following: position sensor (1) of piston in cylinder (11), pulse shaper (4), controlled delay element (5), shaping amplifier (6), disjunctor (7), ignition transformer (8), high voltage distributor (9) and in-series connected ignition plugs (10), as well as clock-pulse generator of reference frequency (12), pulse counter (13), memory register (15), element of fixed delay (14) and inertia-free non-linear converter (16). Inverting input of pulse counter is connected to output of reference frequency pulse generator (12), zero setting input is connected to input of fixed delay element (14), and output is connected to information input of memory register (15). Memory register recording input (15) is connected to output of pulse shaper (4) and to input of fixed delay element (14). Input of inertia-free non-linear converter (16) is connected to output of memory register (15), and output is connected to control input of controlled delay element (5). Controlled delay element (5) consists of clock-pulse generator of reference frequency (5.1), logic OR element (5.2), pulse counter (5.4) and code comparator (5.4). The first input of code comparator (5.4) is connected to output of pulse counter (5,3); the second one is control input of delay element (5), and output is output of delay element (5) and is connected to the first input of OR element (5.2). The second input of OR element (5.2) is signal input of delay element (5), and output is connected to input of zero setting of pulse counter (5.3). Inverting input of pulse counter (5.3) is connected to output of clock-pulse generator (5.1).
EFFECT: higher operating reliability of the system at change of advance angle of ignition for various angular speeds of crankshaft.
FIELD: mechanical engineering; internal combustion engines.
SUBSTANCE: invention relates to ignition timing control systems. It is aimed at optimization of process of conversion of energy of combusted fuel-air mixture into mechanical energy of engine crankshaft rotation. Proposed invention makes it possible to determine automatically and time optimum ignition moment of fuel-air mixture in any internal combustion engine irrespective of its condition, grade of fuel and environment. According to invention, commencement of moment of ignition of fuel-air mixture is regulated by results of end of burning. Burning process of fuel-air mixture is monitored by light-sensitive flame pickup, and after each cycle actual and preset time of burning of entire amount of fuel-air mixture is compared. Basing of obtained data, ignition timing for following cycle is corrected.
EFFECT: increased efficiency of internal combustion engine.