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WO2018163038A1 - Procédé d'allumage et système associé - Google Patents

Procédé d'allumage et système associé Download PDF

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Publication number
WO2018163038A1
WO2018163038A1 PCT/IB2018/051378 IB2018051378W WO2018163038A1 WO 2018163038 A1 WO2018163038 A1 WO 2018163038A1 IB 2018051378 W IB2018051378 W IB 2018051378W WO 2018163038 A1 WO2018163038 A1 WO 2018163038A1
Authority
WO
WIPO (PCT)
Prior art keywords
ignition
speed
engine
angle
internal combustion
Prior art date
Application number
PCT/IB2018/051378
Other languages
English (en)
Inventor
Vediappan SUDHAGAR
Dinesh BHIMRAO GHODESWAR
Thalakku PANDIAN MANIKANDAN
Vedhanayagam JAYAJOTHI JOHNSON
Original Assignee
Tvs Motor Company Limited
Priority date (The priority date 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 date listed.)
Filing date
Publication date
Application filed by Tvs Motor Company Limited filed Critical Tvs Motor Company Limited
Publication of WO2018163038A1 publication Critical patent/WO2018163038A1/fr

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
    • F02P5/00—Advancing or retarding ignition; Control therefor
    • F02P5/04—Advancing or retarding ignition; Control therefor automatically, as a function of the working conditions of the engine or vehicle or of the atmospheric conditions
    • F02P5/145—Advancing or retarding ignition; Control therefor automatically, as a function of the working conditions of the engine or vehicle or of the atmospheric conditions using electrical means
    • F02P5/15—Digital data processing
    • F02P5/1502—Digital data processing using one central computing unit
    • 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
    • F02P5/00—Advancing or retarding ignition; Control therefor
    • F02P5/04—Advancing or retarding ignition; Control therefor automatically, as a function of the working conditions of the engine or vehicle or of the atmospheric conditions
    • 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
    • F02P7/00—Arrangements of distributors, circuit-makers or -breakers, e.g. of distributor and circuit-breaker combinations or pick-up devices
    • F02P7/06—Arrangements of distributors, circuit-makers or -breakers, e.g. of distributor and circuit-breaker combinations or pick-up devices of circuit-makers or -breakers, or pick-up devices adapted to sense particular points of the timing cycle
    • F02P7/067—Electromagnetic pick-up devices, e.g. providing induced current in a coil
    • 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
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/40—Engine management systems

Definitions

  • the present subject matter relates generally to an internal combustion engine, and more particularly but not exclusively, to an ignition method for starting an internal combustion engine for a vehicle.
  • an internal combustion (IC) engine either is mounted to a frame assembly or is swingably supported by a frame assembly of the vehicle.
  • the IC engine is a four-cycle type acting as powerhouse of the vehicle that helps in providing motion for the vehicle.
  • the IC engine has to be cranked for it to start.
  • a mechanical force is to be provided by the user or through a source of electrical energy.
  • a kick-start mechanism or an electric start mechanism is provided for cranking the engine.
  • an auxiliary power source drives an electrical machine for cranking the engine.
  • the vehicle In addition to cranking system, the vehicle is provided with an ignition system for combustion of air-fuel mixture in a combustion chamber of the IC engine.
  • an ignition system for combustion of air-fuel mixture in a combustion chamber of the IC engine.
  • a spark plug is used for providing timely combustion of air-fuel mixture. Therefore, the ignition system plays an important role in the combustion process, which is essential for generating desired power and torque output from the IC engine.
  • FIG. 1 (a) illustrates a left side view of an exemplary vehicle, in accordance with an embodiment of present subject matter.
  • Fig. 1 (b) illustrates a left side of an exemplary power unit, in accordance with the embodiment of Fig. 1 (a).
  • FIG. 2 depicts a schematic view of an ignition system, in accordance with the embodiment of Fig. 1 (b).
  • FIG. 3 illustrates a method of operation of the ignition system, in accordance with the embodiment of Fig. 2.
  • Fig. 4 depicts a graph for ignition timing and engine speed plotted against time, in accordance with another embodiment of the present subject matter.
  • an electrical machine functioning as a motor for starting the IC engine is generally provided, which is referred to as electric starting system.
  • electric starting system an electrical machine functioning as a motor for starting the IC engine
  • Such electric starting systems are also implemented in small capacity vehicles such as scooter or motorcycles.
  • a battery is provided on the vehicle for driving the electrical machine as motor.
  • another electrical machine is provided in the vehicle that is used as a generator, which is a magneto.
  • the generator/magneto is functional during the operation of the IC engine and the output of the generator is used to charge the battery and/or to drive vehicle loads.
  • a single electrical machine has come to use that is capable of operating as both a starter and a generator, which is called integrated starter generator.
  • the magneto or the integrated starter-generator is used.
  • the IC engine is provided with an ignition system with one or more spark plugs provided for generation of sparks. Timing of spark generation is an essential aspect of the spark ignition systems as the ignition system is functional during entire running state of the IC engine including during start of the IC engine.
  • the ignition system is capable of affecting the performance, efficiency, fuel consumption, and exhaust emission of the IC engine as the spark can be generated at any moment during the four-stroke cycle.
  • spark timing plays an important role in case of starting the vehicle at conditions like cold start.
  • the ignition system uses throttle position sensor information to accordingly produce high voltage across electrodes of the spark plug(s), which in turn generates spark for initiating combustion of air-fuel mixture process towards the end of a compression stroke of the IC engine.
  • a two-wheeled or three-wheeled vehicle is a low cost vehicle having a compact layout.
  • Such vehicles are provided with either a carburetor or fuel injector for mixing and providing the air from intake path and fuel from fuel tank, thereafter delivering the air-fuel mixture to the intake manifold of the IC engine.
  • the ignition timing will be close to the Top Dead Center (TDC) of a piston of the IC engine to generate maximum power during the power stroke.
  • TDC Top Dead Center
  • the ignition timing is advanced to complete combustion process before the start of the power stroke.
  • coolant/engine temperature based ignition controls are known in the art to address aforementioned problem.
  • coolant/engine temperature based ignition controls are known in the art to address aforementioned problem.
  • take air heaters or coolant flow restricting valve mechanism are used in the art.
  • implementation of the aforementioned system requires major engine modification; say the cooling jacket is to be deployed around the combustion chamber region requiring engine modifications.
  • Such system cannot be accommodated in compact vehicles like two-wheelers or three-wheelers with limited space.
  • electronic control units that are used for taking data from various systems of the vehicle, which makes it costlier.
  • a temperature sensor is to be additionally provided in case of temperature base ignition control either in the power unit or in the coolant path which complicates the engine design and also adds additional cost of using a temperature sensor or any other sensor and a control unit for processing the data from the additional component provided on the vehicle. This affects the compact layout of the IC engine in small vehicles and also increases cost of the system due to various sensors etc.
  • the ignition system should be deployable in the current engine configurations without increasing cost of the system.
  • the ignition control should enable retaining of the current engine design without the need for engine modifications.
  • the present subject matter provides an ignition method and a system thereof for staring an internal combustion engine.
  • the ignition method modifies ignition timing or triggering of ignition means at an ignition angle with reference to piston reaching top dead center thereby providing improved startability.
  • the ignition method includes triggering of an ignition means at a first angle of the crankshaft before the piston reaches top dead center. Then, calculating an engine speed and comparing the engine speed with a target reference speed.
  • the target reference speed is a first reference speed, wherein the first reference speed is the speed beyond which the vehicle reaches a start condition.
  • the ignition control system modifies triggering of the ignition means at a second angle of the crankshaft depending on the calculated engine speed, wherein the second angle is one of an advanced angle or a delayed angle depending on the engine speed.
  • the combustion process is either advanced or delayed depending on the force applied on the piston due to combustion when the piston reaches top dead center or is moving away from top dead center.
  • DangleD is angle of the crankshaft from a reference.
  • the change in angle of the crankshaft enables the piston to reach the top dead center or to move away from top dead center towards bottom dead center.
  • the system initially starts the vehicle by triggering at a base angle, which is a first angle.
  • the system changes the angle to a second angle, which is either advanced or delayed.
  • the engine speed is calculated from the engine speed data acquired from a rotor/rotating member coupled to the crankshaft. It is an advantage that a temperature sensor or the like to be mounted to the engine, which would have mandated engine design modification, is avoided.
  • the threshold reference speed is less than said target reference speed, wherein the threshold reference speed is the speed below which the piston experiences retarding force.
  • the ignition method eliminates stalling of the engine during starting by reducing retarding forced acting on the piston before reaching top dead center.
  • the ignition method improves stability of the engine speed thereby enabling in improved and faster starting of the IC engine.
  • the present system provides a closed loop engine speed control thereby accelerating the engine speed to its target idling speed by varying ignition timing to second angle based on the error in engine speed. Furthermore, the unstable combustion is monitored by measuring engine deceleration below a threshold reference speed and ignition timing is changed to a third angle, which is a predetermined value thereby avoiding engine stalling.
  • the system of the present subject matter enables quick starting of the engine during first attempt itself in a cold start condition of the vehicle, thereby providing improved user experience.
  • a throttle position sensor is used to sense the throttle opening and ignition timing is retarded based on the amount of throttle opening.
  • the ignition system is cost effective as the ignition system uses crankshaft speed sensor like a pulser coil and a pip. Any additional systems like air heater or coolant flow controls are avoided. This not only eliminates additional components or system in the vehicle but also costlier components like temperature sensors and complex computing controllers are used. Further future being, the present system can be deployed and retro-fitted into all engines without the need for any engine modifications.
  • the ignition system is compact and is implementable in a compact vehicle like scooter, motorcycle, or a three-wheeler.
  • the ignition system provides improved starting thereby providing ease of starting and improved vehicle usage experience to user.
  • the ignition system of the present subject matter reduces any retarding forces acting on the piston thereby eliminating engine stalling during start and also improving durability & life of the parts thereof.
  • the present subject matter is applicable to both carburetor based and fuel injector based systems.
  • arrows as and where provided in the top right corner of each figure depicts direction with respect to the vehicle, wherein an arrow F denotes front direction, an arrow R indicates rear direction, an arrow Up denotes upward direction, an arrow Dw denotes downward direction. Also, an arrow with LH denotes a left side, and an arrow with RH denotes a right side. All aforementioned directions are with respect to the vehicle.
  • Fig. 1 (a) illustrates a left side view of an exemplary two-wheeled vehicle, in accordance with an embodiment of the present subject matter.
  • the vehicle 100 has a frame assembly 105 that includes a head tube 105A, a main tube 105B extending rearwardly downward from the head tube 105 A, and a pair of railing 105C extending inclinedly rearward from a rear portion of the main tube 105B.
  • a handlebar assembly 110 is connected to one or more front wheel(s) 115 through one or more front suspension(s) 120.
  • a steering shaft (not shown) connects the handlebar assembly 110 to the front suspension(s) 120.
  • the steering shaft is rotatably journaled about the head tube 105A.
  • a power unit 125 including at least one of an internal combustion engine and/or a traction motor is disposed in a posterior portion of the vehicle 100.
  • the IC engine is forwardly inclined i.e. a piston axis of the IC engine is forwardly inclined.
  • the IC engine can be a vertical type with the power unit being fixedly mounted to the frame assembly 105.
  • the terms power unit 125 and the IC engine 125 are interchangeably used.
  • the power unit 125 is functionally connected to a rear wheel 130 through a transmission system (not shown).
  • the transmission system includes a continuously variable transmission or a fixed gear ratio transmission or automatic-manual transmission.
  • the rear wheel 130 is connected to the frame assembly 105 through one or more rear suspension(s) 135.
  • the power unit 125 is swingably mounted to the frame assembly 105 through a toggle link or the like.
  • a seat assembly 140 is disposed above a utility box (not shown) and is supported by the pair of railing(s) 105C.
  • a passenger grip 145 is provided posterior to the seat assembly 140 for pillion/passenger support.
  • the vehicle 100 includes a front fender 150 covering at least a portion of the front wheel 115.
  • a floorboard 145 is disposed at a step-through space formed between the handle bar assembly 110 and the seat assembly 140 and the floorboard 145 is supported by the main tube 105B.
  • the user can operate the vehicle 100 by resting feet on the floorboard 145, in a sitting position.
  • a fuel tank (not shown) is disposed below the seat assembly 140.
  • a rear fender 155 is covering at least a portion of the rear wheel 130.
  • the vehicle 100 comprises of plurality of electrical/electronic components including a headlight 160A, a tail light 160B, a battery (shown in Fig.
  • the vehicle 100 includes a synchronous braking system, an anti-lock braking system, or the like.
  • the vehicle 100 includes plurality of panels 170 that include a front panel disposed in an anterior portion of the head tube 105 A, a leg shield is disposed in a posterior portion of the head tube.
  • a rear panel assembly 170 extending downwardly of the seat assembly 140 and extends rearward from a rear portion of the floorboard 145 towards a rear portion of the vehicle 100.
  • the rear panel assembly 170 encloses the utility box.
  • the rear panel assembly 170 partially encloses the power unit 125.
  • the IC engine 125 includes an air intake system (not shown), an air fuel supply system (not shown) that are coupled to an intake side of the IC engine 125 and are disposed on the IC engine 125.
  • an exhaust system (not shown) is coupled to exhaust side of the IC engine 125 and the exhaust system extends towards one lateral side of the vehicle 100.
  • Fig. 1 (b) depicts a left side view of the power unit, in accordance with the embodiment depicted in Fig. 1 (a).
  • the power unit 125 includes a crankcase 125 A comprising at least two portions including plurality of apertures and mounting portion for rotatably supporting various components including a rotating member like crankshaft 125B.
  • the crankshaft 125B, a rotatable member, is rotatably supported by the crankcase 125 A and the crankshaft 125B is connected to a piston (not shown) having a reciprocating motion about a cylinder portion CP therein. The reciprocating motion of the piston is converted into a rotating motion of the crankshaft 125B.
  • the cylinder portion CP includes a cylinder body 125CA and a cylinder head 125CB that are supported by the crankcase 125 A.
  • the power unit 125 is swingably connected to the frame assembly 105 through an aperture portion 125F provided on the crankcase 125 A.
  • the power unit 125 includes an air-fuel supply means 125D that includes a carburetor or a fuel injector.
  • an ignition means including a spark plug (not shown) is provided for creation of spark for combustion of air-fuel mixture.
  • One or more spark plug(s) are provided in the IC engine 125.
  • the electrical machine 125E is mounted to the crankshaft 125B.
  • the electrical machine 125E is disposed on a shaft parallel to the crankshaft 125B and is connected to the crankshaft 125B through gear or a belt.
  • the electrical machine 125E is a magneto 125E.
  • the electrical machine can be an integrated starter generator that is capable of functioning as a starter and also as a generator.
  • the terms electrical machine 125E and magneto 125E are interchangeably used for brevity.
  • the magneto 125E includes a rotor and a stator (not shown). The rotor is connected to the crankshaft 125B.
  • the rotor includes magnetic members and the stator is provided with plurality of windings (not shown).
  • the starter motor enables rotation of the crankshaft 125B for cranking the IC engine 125 and an ignition system 200 (shown in Fig. 2) enables triggering of spark.
  • FIG. 2 depicts a schematic view of an ignition system for the power unit of the vehicle, in accordance with the embodiment of Fig. 1 (b).
  • the ignition system 200 includes a magneto 125E coupled to the crankshaft 125B for generating electricity based on mechanical energy available at the crankshaft 125B of the IC engine 125.
  • an integrated starter generator ISG is coupled to the crankshaft 125B of the IC engine 125.
  • the rotating magnetic field produced due to rotation of the crankshaft 125B generates alternating current (AC) voltage across coils 205 wound to the stator.
  • the voltage from the coils 205 it rectified and regulated by a regulator and rectifier (RR) unit 210 that can be used for charging the auxiliary power source 215, which is a battery 215 in the present embodiment.
  • the auxiliary power source can be a fuel cell or a hydrogen cell.
  • the terms battery and auxiliary power source are interchangeably used.
  • the battery 215 and the output of RR unit 210 are capable of driving various direct current (DC) loads 220 of the vehicle 100.
  • the ignition system 200 includes an ignition control unit (ICU) 225, wherein either the battery 215 or the RR unit 210 drives the ignition control unit 225.
  • ICU ignition control unit
  • a fuse 230 is provided to protect wires and other components against a short circuit condition of the battery 215.
  • the vehicle 100 may include AC loads 235 that are driven by the RR Unit 210, wherein regulated AC voltage is supplied to the AC loads 235.
  • a reference member like the integrated starter-generator or a magneto acts as a reference member that helps in identifying the rotation of the rotating member like crankshaft.
  • the rotor of the magneto 125E includes a ferromagnetic pip 240 provided on the outer periphery of the rotor.
  • the pip 240 works in conjunction with a pulser coil 245, wherein the pip 240 and the pulser coil 245 enable detection of the position of the rotor of the magneto 125E, which is analogous to position of the crankshaft 125B due to direct connection.
  • the ignition system 200 includes an ignition coil 250 including a primary winding and a secondary winding used for stepping up the voltage.
  • the ignition control unit 225 is capable of actuating the primary winding that further generates high voltage across a spark plug 255 connected to the secondary winding.
  • a suppressor resistor 260 limits a spark current for reducing any electromagnetic interference.
  • the stroke of the IC engine 125 or the piston position is determined by the ignition control unit 225 from the pulser coil 245 signal.
  • Fig. 3 depicts the method of operation of the ignition system 200, in accordance with the embodiment as depicted in Fig. 3.
  • the vehicle 100 includes a key (not shown) for activating ignition of the IC engine 125 by an authorized user.
  • the key can be a physical key, a biometric key, or a wireless key that is detected by the vehicle 100.
  • the vehicle 100 includes an ignition switch (not shown) to initiate ignition or cranking of the power unit 125.
  • the vehicle 100 is also provided with an electric start switch (ESS) (not shown).
  • ESS electric start switch
  • the electric start switch enables cranking of the IC engine 125.
  • the ignition system 200 enables cranking of the IC engine 125.
  • the ignition control unit 225 receives data from the pulser coil 245.
  • the rotor of the magneto 125E is provided with the magnetic pip 240.
  • the four-cycles of the IC engine 125 results in two complete rotations of the crankshaft 125B. Therefore, the magnetic pip 240 working in conjunction with the pulser coil 245 provides the relative position of the piston depending on pip 240 detection timing.
  • the piston has a reciprocating motion, moving between a top dead center (TDC) and a bottom dead center (BDC) within the combustion chamber.
  • the pulser coil 245 provides corresponding crankshaft 125B data to the ICU 225 for triggering ignition at desired position of the piston.
  • the battery 230 drives the starter motor that is connected to connected to the crankshaft 125B resulting in cranking of the engine 125.
  • D Hardware -trigger speedO which is speed at which the ignition timing modification is triggered.
  • D First reference speedD which can be the idling speed and the speed beyond which the power unit is considered to be started.
  • D Second reference speedD which is the speed below which the power unit tends to stall.
  • DExit speedD which is the speed at which the engine is considered to be started.
  • D First angleD which is base angle at which the initial triggering of ignition coil happens.
  • D Second angleD which is an angle either advanced or delayed with respect to the first angle.
  • DThird angleD which is a delayed angle at which the ignition coil is triggered to prevent engine stalling.
  • the ignition control unit 225 receives data from pulser coil 245, which gives data about the position of the crankshaft 125B and successive detection of the pip 240 gives the speed of rotation of the crankshaft 125B.
  • the ignition control unit 225 calculates engine speed from the data received from the pulser coil 245.
  • the engine speed is analogous to the rotations per minute (RPM) of the crankshaft 125B.
  • RPM rotations per minute
  • the terms engine speed, engine RPM, crankshaft speed, or crankshaft RPM are interchangeably used.
  • the ICU 225 compares the calculated engine speed with a first hardware -trigger speed, at step S315.
  • the ICU 225 detects that the engine speed is less than the hardware -trigger speed, at step S320, the ICU 225 enables triggering of the ignition coil 250 at a first angle of the crankshaft 125B and subsequently checks the engine speed at step S310.
  • the first angle is a base angle, which is a pre-determined angle determined by the manufacturer.
  • the ICU 225 calculates and compares the engine speed with a target reference speed/first reference speed. Upon detection of the engine speed being less than the first reference speed, the ICU 225 modifies the triggering of spark plug/ignition coil 250 at a second angle, at step S345.
  • the triggering of the ignition coil 250 is advanced upon detection of engine speed to be less than the first reference speed, at step S345. In other words, the timing of triggering of the ignition coil 250 is advanced. This enables occurrence of combustion of air-fuel mixture at a position of the piston, which is advanced providing improved force to the piston increasing the engine speed.
  • step S325 upon detection of the engine speed being greater than the first reference speed, the ICU 225 delays the triggering of the ignition coil 250 which becomes the second angle. Then at step S335, the ICU 225 compares the engine speed with an exit speed, and upon detection of the engine speed being greater than the exit speed, the ICU 225 identifies the IC engine 125 has started. Further, at step S340, the ICU 225 will enable triggering of the ignition coil 250 with reference to a pre-determined look-up table or ignition table for triggering the ignition coil basing on various engine parameters including throttle position, engine speed, a load on said internal combustion engine or the load on the vehicle, an input from an oxygen sensor, or the like.
  • the ICU 225 calculates the engine speed and checks the engine speed with a threshold reference speed/second reference speed. If the calculated engine speed is less than the second reference speed, the ICU 225 further modifies the angle of triggering of the ignition coil 250 to a third angle. In a preferred embodiment, the third angle is a delayed angle or is analogous to delayed triggering of the ignition coil 250 with respect to the previous angle of trigger. The ICU 225 modifies the third angle until the engine speed is above the threshold reference speed. In a preferred embodiment, the second reference speed/threshold is the speed below which the piston experiences speed retarding forces. At step S350, upon detection of the engine speed being greater than the second reference speed, the ICU 225 compares the engine speed with the target reference speed of step S325.
  • Fig 4 depicts an exemplary graph for Ignition timing and engine speed plotted against time, in accordance with an embodiment of the present subject matter.
  • the ignition method enables raising the engine speed to a target idling RPM quickly.
  • the hardware-trigger RPM is set in the range of 700-900 RPM.
  • the base angle for triggering the ignition coil 250 is set to 8-12 degrees before TDC.
  • the ignition timing is advanced, thereby increasing engine speed.
  • the ICU 225 enables triggering of the ignition coil at a base angle, initially. If the engine speed is less than the value set in the range of 1400-1500 RPM, the ignition angle is advanced to a first angle before the piston reaches TDC. In one embodiment, the maximum ignition timing or angle advance is set to 25 degrees before TDC. If the engine speed is greater than the value set in the range of 1400-1500 RPM, the ignition timing is delayed to a value set in the range of 13-17 degrees before TDC. Also, the second reference speed, which is the threshold reference speed, is set in the range of 1000-1200 RPM. Upon detection of the engine speed falling below the value set in the range of 1000-1200 RPM, the ICU 225 delays the triggering of the ignition coil before the piston reaches TDC.
  • the engine speed is detected to be falling below the threshold reference speed, where after the ICU 225 of the ignition system 200 delays the ignition timing or the ignition angle thereby recovering the engine 125 from unstable combustion.
  • the delaying of the ignition timing is performed in a closed loop.
  • the instantaneous engine speed is compared with an ignition-timing table, wherein the engine speed in the ignition-timing table is averaged over few cycles.
  • TCI Transistor Controlled Ignition
  • CDI Capacitive Discharge Ignition
  • IDI Inductive Discharge Ignition

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Physics & Mathematics (AREA)
  • Electromagnetism (AREA)
  • Theoretical Computer Science (AREA)
  • Signal Processing (AREA)
  • Electrical Control Of Ignition Timing (AREA)

Abstract

La présente invention concerne un système d'allumage (200) pour un moteur à combustion interne (125). Une machine électrique (125E) est fonctionnellement couplée à un élément rotatif (125B) du moteur à combustion interne (125). Une unité de commande d'allumage (225) permet initialement le déclenchement d'un moyen d'allumage (250, 255) à un premier angle de l'élément rotatif (125B). Une vitesse de moteur est calculée et est comparée à une première vitesse de référence. L'unité de commande d'allumage (225) modifie le déclenchement du moyen d'allumage (250, 255) à un deuxième angle en fonction de la vitesse du moteur. L'unité de commande d'allumage (225) vérifie ensuite la vitesse du moteur et modifie le déclenchement du moyen d'allumage (250, 255) à un troisième angle lorsqu'il est détecté que la vitesse du moteur est inférieure à une seconde vitesse de référence, qui est inférieure à la première vitesse de référence.
PCT/IB2018/051378 2017-03-09 2018-03-05 Procédé d'allumage et système associé WO2018163038A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
IN201741008242 2017-03-09
IN201741008242 2017-03-09

Publications (1)

Publication Number Publication Date
WO2018163038A1 true WO2018163038A1 (fr) 2018-09-13

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PCT/IB2018/051378 WO2018163038A1 (fr) 2017-03-09 2018-03-05 Procédé d'allumage et système associé

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Citations (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US7753028B2 (en) * 2008-02-08 2010-07-13 Toyota Jidosha Kabushiki Kaisha Control apparatus and method for internal combustion engine

Patent Citations (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US7753028B2 (en) * 2008-02-08 2010-07-13 Toyota Jidosha Kabushiki Kaisha Control apparatus and method for internal combustion engine

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