Method and apparatus to control an ignition system

This application is a national stage application under 35 USC 371 of PCT Application No. PCT/EP2016/076981 having an international filing date of Nov. 8, 2016, which is designated in the United States and which claimed the benefit of GB Patent Application No. 1519702.3 filed on Nov. 9, 2015, the entire disclosures of each are hereby incorporated by reference in their entirety.

The present invention relates to an ignition system and method of controlling spark plugs. It has particular but not exclusive application to systems which are adapted to provide a continuous spark, such as a multi-spark plug ignition system.

Ignition engines that use very lean air-fuel mixtures have been developed, that is, having a higher air composition to reduce fuel consumption and emissions. In order to provide a safe ignition it is necessary to have a high energy ignition source. Prior art systems generally use large, high energy, single spark ignition coils, which have a limited spark duration and energy output. To overcome this limitation and also to reduce the size of the ignition system multi-charge ignition systems have been developed. Multi-charge systems produce a fast sequence of individual sparks, so that the output is a long quasi-continuous spark. Multi-charge ignition methods have the disadvantage that the spark is interrupted during the recharge periods, which has negative effects, particularly noticeable when high turbulences are present in the combustion chamber. For example this can lead to misfire, resulting in higher fuel consumption and higher emissions.

An improved multi-charge system is described in European Patent EP2325476 which discloses a multi-charge ignition system without these negative effects and, at least partly, producing a continuous ignition spark over a wide area of burn voltage, delivering an adjustable energy to the spark plug and providing with a burning time of the ignition fire that can be chosen freely.

One drawback of current systems is the high primary current peak at the initial charge. That current peak is unwanted, it generates higher copper-losses, higher EMC-Emissions and acts as a higher load for the onboard power generation (generator/battery) of the vehicle. One option to minimize the high primary current peak is a DC/DC converter in front of the ignition coil (e.g. 48 V). However this introduces extra cost.

It is an object of the invention to minimize the high primary current peak without the use of a DC/DC converter.

In one aspect is provided a multi-charge ignition system including a spark plug control unit adapted to control at least two coil stages so as to successively energise and de-energise said coil stage(s) to provide a current to a spark plug, said two stages comprising a first transformer (T 1 ) including a first primary winding (L 1 ) inductively coupled to a first secondary winding (L 2 ); a second transformer (T 2 ) including a second primary winding (L 3 ) inductively coupled to a second secondary winding (L 4 ); characterised in including auxiliary primary winding (L 1 ′) connected from the common high side of the primary winding in series to an auxiliary secondary winding (L 2 ′), the other end of said auxiliary secondary winding (L 2 ′) electrically connected to ground/low side, and including switch means Q 3 adapted to selectively allow current to pass through said auxiliary windings.

The system may including a step-down converter stage located between said control unit and coil stage(s), said step-down converter including a third switch (M 1 ) and a diode (D 3 ), said control unit being enabled to control said third switch to selectively provide power to said coil stages.

The said switch means Q 3 may be controlled by said control unit.

Said switch means may be is located between the low side end of the auxiliary secondary winding and ground.

Said control unit may be enabled to simultaneously energize and de-energize primary windings (L 1 , L 3 ) by simultaneously switching on and off two said corresponding fourth and fifth switches (Q 1 , Q 2 ) to sequentially energize and de-energize primary windings (L 1 , L 3 ) by sequentially switching on and off both corresponding switches (Q 1 , Q 2 ) to maintain a continuous ignition fire.

In a multi-charge ignition cycle, during an initial energization/ramp-up phase of said primary coil of said first stage, said control unit may be adapted to close said switch Q 3 to current to flow through said auxiliary primary windings.

Also provided is a method of controlling the above systems comprising, during an initial energisation/ramp-up phase of said primary coil of said first stage in a multi-charge ignition cycle, allowing current to flow through said auxiliary primary windings.

The invention will now be described by way of example and with reference to the following figures of which:

FIG. 1 shows the circuitry of a prior art coupled-multi-charge ignition system.

FIG. 2 shows timeline of ignition system current.

FIG. 3 shows one example of the invention.

FIG. 1 shows the circuitry of a prior art coupled-multi-charge ignition system for producing a continuous ignition spark over a wide area of burn voltage servicing a single set of gapped electrodes in a spark plug 11 such as might be associated with a single combustion cylinder of an internal combustion engine (not shown). The CMC system uses fast charging ignition coils (L 1 -L 4 ), including primary windings, L 1 , L 2 to generate the required high DC-voltage. L 1 and L 2 are wound on a common core K 1 forming a first transformer (coil stage) and secondary windings L 3 , L 4 wound on another common core K 2 are forming a second transformer (coil stage). The two coil ends of the first and second primary windings L 1 , L 3 may be alternately switched to a common ground such as a chassis ground of an automobile by electrical switches Q 1 , Q 2 . These switches Q 1 , Q 2 are preferably Insulated Gate Bipolar Transistors. Resistor R 1 may be optionally present for measuring the primary current Ip that flows from the primary side and is connected between the switches Q 1 , Q 2 and ground, while optional resistor R 2 for measuring the secondary current Is that flows from the secondary side is connected between the diodes D 1 , D 2 and ground.

The low-voltage ends of the secondary windings L 2 , L 4 may be coupled to a common ground or chassis ground of an automobile through high-voltages diodes D 1 , D 2 . The high-voltage ends of the secondary ignition windings L 2 , L 4 are coupled to one electrode of a gapped pair of electrodes in a spark plug 11 through conventional means. The other electrode of the spark plug 11 is also coupled to a common ground, conventionally by way of threaded engagement of the spark plug to the engine block. The primary windings L 1 , L 3 are connected to a common energizing potential which may correspond to conventional automotive system voltage in a nominal 12V automotive electrical system and is in the figure the positive voltage of battery. The charge current can be supervised by an electronic control circuit 13 that controls the state of the switches Q 1 , Q 2 . The control circuit 13 is for example responsive to engine spark timing (EST) signals, supplied by the ECU, to selectively couple the primary windings L 1 and L 2 to system ground through switches Q 1 and Q 2 respectively controlled by signals Igbt 1 and Igbt 2 , respectively. Measured primary current Ip and secondary current Is may be sent to control unit 13 . Advantageously, the common energizing potential of the battery 15 may be coupled by way of an ignition switch M 1 to the primary windings L 1 , L 3 at 20 the opposite end that the grounded one. Switch M 1 is preferably a MOSFET transistor. A diode D 3 or any other semiconductor switch (e.g. MOSFET) is coupled to transistor M 1 so as to form a step-down converter. Control unit 13 is enabled to switch off switch M 1 by means of a signal FET. The diode D 3 or any other semiconductor switch will be switched on when M 1 is off and vice versa.

In prior art operation, the control circuit 13 is operative to provide an extended continuous high-energy arc across the gapped electrodes. During a first step, switches M 1 , Q 1 and Q 2 are all switched on, so that the delivered energy of the power supply 15 is stored in the magnetic circuit of both transformers (T 1 , T 2 ). During a second step, both primary windings are switched off at the same time by means of switches Q 1 and Q 2 . On the secondary side of the transformers a high voltage is induced and an ignition spark is created through the gapped electrodes of the spark plug 11 . During a third step, after a minimum burn time wherein both transformers (T 1 , T 2 ) are delivering energy, switch Q 1 is switched on and switch Q 2 is switched off (or vice versa). That means that the first transformer (L 1 , L 2 ) stores energy into its magnetic circuit while the second transformer (L 3 , L 4 ) delivers energy to spark plug (or vice versa). During a fourth step, when the primary current Ip increases over a limit (Ipmax), the control unit detects it and switches transistor M 1 off. The stored energy in the transformer (L 1 , L 2 or L 3 , L 4 ) that is switched on (Q 1 , or Q 2 ) impels a current over diode D 3 (step-down topology), so that the transformer cannot go into the magnetic saturation, its energy being limited. Preferably, transistor M 1 will be permanently switched on and off to hold the energy in the transformer on a constant level. During a fifth step, just after the secondary current Is falls short of a secondary current threshold level (Ismin) the switch Q 1 is switched off and the switch Q 2 is switched on (or vice versa). Then steps 3 to 5 will be iterated by sequentially switching on and off switches Q 1 and Q 2 as long as the control unit switches both switches Q 1 and Q 2 off.

FIG. 2 shows timeline of ignition system current; FIG. 2 a shows a trace representing primary current Ip along time. FIG. 2 b shows the secondary current Is. FIG. 2 c shows the signal on the EST line which is sent from the ECU to the ignition system control unit and which indicates ignition time. During step 1, i.e. M 1 , Q 1 and Q 2 switched on, the primary current Ip is increasing rapidly with the energy storage in the transformers. During step 2, i.e. Q 1 and Q 2 switched off, the secondary current Is is increasing and a high voltage is induced so as to create an ignition spark through the gapped electrodes of the spark plug. During step 3, i.e. Q 1 and Q 2 are switched on and off sequentially, so as to maintain the spark as well as the energy stored in the transformers. During step 4, comparison is made between primary current Ip and a limit Ipth. When Ip exceeds Ipth M 1 is switched off, so that the “switched on” transformer cannot go into the magnetic saturation, by limiting its stored energy. The switch M 1 is switched on and off in this way, that the primary current Ip is stable in a controlled range. During step 5, comparison is made between the secondary current is and a secondary current threshold level Isth. If Is<Isth, Q 1 is switched off and Q 2 switched on (or vice versa). Then steps 3 to 5 will be iterated by sequentially switching on and off Q 1 and Q 2 as long as the control unit switches both Q 1 and Q 2 off. Because of the alternating charging and discharging of the two transformers the ignition system delivers a continuous ignition fire. The above describes the circuitry and operation of a prior art ignition system to provide a background to the current invention. In some aspects of the invention the above circuitry can be used. The invention provides various solutions to enhance performance and reduce spark-plug wear. FIGS. 2 d and e show the operating states of the respective coils.

FIG. 3 shows one example of the invention. It is similar to FIG. 1 except there is provided an additional (auxiliary) primary windings L 5 and L 6 on each transformer (coil stage) so as to provide inductive coupling, and which are connected in series. Further an additional switch Q 3 is provided between the low side of the transformer L 6 and ground. The switch may be controlled by an output from the controller. It is to be noted that the connection to the engine ECU is shown in this figure. Thus L 1 L 5 and L 6 share common core K 1 and L 3 L 4 and L 6 share common core K 2 .

In operation during the initial phase of a multi-charge ignition cycle, the windings are connected in series by closing the switch Q 3 . After the initial operation the switch Q 3 is opened during standard CMC operation and toggling of both transformer stages is controlled by switches Q 1 and Q 3 .