CN201367972Y - Engine ignition energy testing system for vehicle - Google Patents
Engine ignition energy testing system for vehicle Download PDFInfo
- Publication number
- CN201367972Y CN201367972Y CNU2009201061505U CN200920106150U CN201367972Y CN 201367972 Y CN201367972 Y CN 201367972Y CN U2009201061505 U CNU2009201061505 U CN U2009201061505U CN 200920106150 U CN200920106150 U CN 200920106150U CN 201367972 Y CN201367972 Y CN 201367972Y
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- ignition
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- stabiliser tube
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Abstract
The utility model provides an ignition energy testing system which adopts a constant voltage tube as an analog load and belongs to the electronic control field of an internal combustion engine. The ignition energy testing system comprises a PC computer, a signal generator, an electronic control ignition system, an ignition coil, an analog load and a digital oscilloscope, wherein the PC computer provides a control interface and can adjust the closing time of the ignition primary coil and the time intervals of multiple ignitions at any times; the signal generator provides square wave as the speed signal of the engine and enables the test to be separated from an engine bench; the electronic control ignition system controls the make-and-break of the primary coil through the input speed signal; the ignition coil converts the low voltage to high voltage, thereby puncturing the analog load; and the digital oscilloscope collects the current signal on the analog load. Through the product-time integration of the voltage signal and the current signal at both ends of the analog load, the quantized value of the ignition energy can be obtained.
Description
Technical field
The utility model relates to a kind of employing voltage-stabiliser tube string (Zener) as fictitious load, measures the ignition energy of the electronic control ignition system that is applied to vehicular engine, comes the performance of spark coil is demarcated.Be mainly used in the various factors that influences ignition energy is analyzed, and then ignition energy is accurately controlled,, in the life-span of improving ignition system, belong to the internal-combustion engine electronic control field to reduce the discharging of pollutant.
Background technique
The ignition system secondary load is a spark plug, and when engine running, spark plug is operated in the High Temperature High Pressure firing chamber, and condition is very abominable, makes the direct measurement of ignition energy difficult.The sparkover process is very complicated, and engine operating condition is more, even under same operating mode, test result also has certain difference, so fictitious load is generally all adopted in the test of ignition energy during the ignition system test, in the world Chang Yong ignition energy test load: three needle-discharging device loads.
Three needle-discharging device loads are made up of main electrode and auxiliary electrode, are the secondary discharge loads commonly used of contact ignition system.According to the rules, the load of measured point ignition system is one and comprises several three needle-dischargings device spark gap devices.Each spark gap can be adjusted separately, and test is lacked one with the other number of electrodes that the spark gap number covers than distributor.Three needle-discharging device loads are owing to three pins wearing and tearing when measuring breakdown voltage are subject to the influence of ambient temperature, humidity than comparatively fast, and repeatability is relatively poor.
The model utility content
The purpose of this utility model has been to overcome the above-mentioned defective of existing ignition energy test method, the ignition energy test system of a kind of measures of quantization electronic control ignition system is provided, can test ignition energy under the different operating modes by this system, and then the performance of spark coil demarcated, with the ignition energy under the various operating modes of accurate control, optimize engine power performance and emission performance.
To achieve these goals, the utility model has been taked following technological scheme.Native system comprises signal generator, Iganition control system, spark coil and the fictitious load that connects successively.Described fictitious load comprises diode, voltage-stabiliser tube string and the resistance that connects successively, and the secondary of diode, voltage-stabiliser tube string and resistance and spark coil is formed the closed-loop path, and Iganition control system is connected with the former limit of spark coil.Signal generator provides the tach signal of square wave as motor, send it to Iganition control system, Iganition control system is by the tach signal of signal generator input, calculate ignition timing, the output ignition control signal is given the former limit of spark coil, thus the break-make control ignition of direct control ignition coil.Spark coil is converted to high pressure to voltage from low pressure, thereby punctures the voltage-stabiliser tube string in the fictitious load.PC links to each other with Iganition control system, and the closing time of igniting primary air is set by PC.
Described Iganition control system includes processor and drive circuit, and signal generator links to each other with processing circuit, and processor links to each other with the former limit of spark coil by drive circuit.
Consuming the energy in the spark plug gap when ignition energy is meant engine ignition, is that the ignition system secondary high pressure acts on the integration of the product of time dependent voltage and electric current between sparking-plug electrode to the time.Ignition energy is subject to the influence of engine operating condition, and the utility model reflects the size of ignition energy with the energy of the secondary output of metastable spark coil.Adopt the recommendation way of SAE J973-1993 standard, 5 voltage-stabiliser tubes (Zener) with withstand voltage 200V are cascaded, as the secondary analog load, can measure the energy that consumes when primary air disconnects on the voltage-stabiliser tube string of connecting, with this important parameter as evaluation ignition system ignition energy with secondary winding.
Voltage-stabiliser tube string carrying method is a kind of repeatably method of measurement, can guarantee to measure simultaneously the conformity of numerical value, and the RF of arc control plug or three pins disturbs.After the primary air of spark coil disconnected, secondary winding was to the voltage-stabiliser tube string discharge as the spark plug fictitious load, and secondary voltage rises rapidly.When voltage rises to 1000V when above, the conducting of voltage-stabiliser tube start of string.After this voltage constant on the voltage-stabiliser tube string remains on 1000V, and secondary current constantly rises, and voltage-stabiliser tube ends when secondary energy has discharged.High pressure resistant diode is used to suppress backward voltage, shields.
The tach signal of the square wave simulated engine of signal generator output is adopted in test, so the measurement of ignition energy does not need to pass through engine rig test.In this test, Iganition control system is made up of processor and drive circuit.Processor calculates ignition advance angle and spark coil duration of charge according to simulation tach signal and the air-distributor pressure value that sets in advance, the output ignition control signal; Ignition control signal passes through the break-make of drive circuit control ignition coil primary circuit, thereby makes secondary induction go out high pressure, punctures the voltage-stabiliser tube string as fictitious load.
By the control interface of PC, the Operational Limits of monitory point ignition system in real time is to control in real time.In order accurately to measure ignition energy, taked the mode of single igniting.The single igniting sends flag bit by monitoring interface, flag bit automatic clear after once lighting a fire.The size of ignition energy is mainly controlled by the duration of charge of primary air, can be sent to lower-position unit at control interface duration of charge window input corresponding data and carry out; Because the higher ignition energy of engine start process need, so adopt repeatedly igniting strategy in starting process, repeatedly the time lag between the igniting also can be controlled by PC.
Compare with existing test system, the utlity model has following advantage:
1) system adopts the square wave simulation tach signal that signal generator produces, and makes ignition energy can break away from engine pedestal;
2) adopt voltage-stabiliser tube string fictitious load, the secondary output ignition energy of measuring point fire coil has avoided the RF of spark plug to disturb;
When 3) using native system to measure,, avoided the programing work of A/D data acquisition board owing to the current signal that adopts in the load of digital oscilloscope measure analog.
Description of drawings
The structure diagram of Fig. 1 system
The power circuit diagram of Fig. 2 system
Fig. 3 single-chip microcomputer and peripheral circuit
Fig. 4 MAX232 and peripheral circuit diagram
Fig. 5 ignition drive circuit figure
Fig. 6 fictitious load circuit diagram
Embodiment
The utility model is described in further detail below in conjunction with accompanying drawing:
Fig. 1 is the structural drawing of system.Mainly form by PC, signal generator, Iganition control system, spark coil, fictitious load, digital oscilloscope etc.Wherein, PC provide control the interface, can adjust at any time the igniting primary air closing time and repeatedly the igniting between the time slot, signal generator provides the tach signal of square wave as motor, makes test can break away from engine pedestal.The electronic control ignition system comprises single-chip microcomputer and two parts of drive circuit, wherein single-chip microcomputer calculates ignition timing by the tach signal of input, the output ignition control signal, the control signal of drive circuit processing single chip output, thus the break-make control ignition of primary ignition coil directly controlled.Spark coil is converted to high pressure to voltage from low pressure, thereby can puncture the voltage-stabiliser tube string; After primary air disconnected, secondary winding was to the voltage-stabiliser tube string discharge as the spark plug fictitious load, and secondary voltage rises rapidly, when voltage rises to 1000V when above, the conducting of voltage-stabiliser tube start of string; After this voltage constant on the voltage-stabiliser tube string remains on 1000V, and secondary current constantly rises, and voltage-stabiliser tube ends when secondary energy has discharged.High pressure resistant diode is used to suppress backward voltage, shields.The sampled digital oscillograph is gathered the current signal on the fictitious load.By to the voltage signal at fictitious load two ends and current signal to time integral, can obtain the quantized value of ignition energy.
Iganition control system is made up of single-chip microcomputer and peripheral circuit thereof, drive circuit.Fig. 2 is the power circuit of single-chip microcomputer, adopts power supply conversion module LM7809 and LM7805, is the 12V power source transition 5V, for single-chip microcomputer provides power supply; Diode D1 is used for voltage stabilizing, eliminates and disturbs, and capacitor C 1, C2 are decoupling capacitor.
Single-chip microcomputer is the core of Iganition control system, and Fig. 3 is the peripheral circuit and the input signal of single-chip microcomputer.One end of inductance L 1 connects the power pin VCC of single-chip microcomputer U1 and the positive pole of capacitor C 3 respectively, and the other end of inductance L 1 meets the positive pole of capacitor C 4 and the reference voltage pin AVCC of single-chip microcomputer U1 respectively.The minus earth of capacitor C 3, the minus earth of capacitor C 4.The positive pole of electric capacity E1 connects the positive pole of E2 and the AREF pin of single-chip microcomputer U1, the minus earth of electric capacity E1, the minus earth of electric capacity E2 respectively.The PB0 pin of simulation tach signal input single-chip microcomputer U1,
Iganition control system and PC carry out communication by serial ports, and Fig. 4 is the circuit diagram of communication part.The PD0 of single-chip microcomputer U1 (RXD) pin connects the R2OUT pin of MAX232, the PD1 of single-chip microcomputer U1 (TXD) pin connects the T2IN pin of MAX232, the positive pole of capacitor C 5 connects the CI+ pin of MAX232, the negative pole of capacitor C 5 connects the CI-pin of MAX232, the positive pole of capacitor C 6 connects the V+ pin of MAX232, the negative pole of capacitor C 6 connects the 5V power supply, the plus earth of capacitor C 7, the negative pole of capacitor C 7 connects the V-pin of MAX232, and the positive pole of capacitor C 8 connects 5V power supply, minus earth, the positive pole of capacitor C 9 connects the C2+ pin of MAX232, and the negative pole of capacitor C 9 connects the C2-pin of MAX232.The T2OUT pin of MAX232 connects 6 pins of DB9 socket, and the R2IN pin of MAX232 connects 7 pins of DB9 socket, and the GND pin of MAX232 connects 5 pins of DB9 socket.The DB9 socket is connected with upper-position unit by elongation line.
The control signal input driving circuit of single-chip microcomputer output, the break-make that the control ignition coil is elementary.Fig. 5 is a drive circuit, and the PD6 port output fire signal FR of single-chip microcomputer U1 arrives the input pin of digital circuit blocks 74F06, the end of the output pin difference connecting resistance R1 of 74F06 and the base stage of triode A1.Another termination 5V power supply of resistance R 1.The end of the emitter difference connecting resistance R2 of triode A1 and the grid of field effect transistor Q1.Another termination 12V power supply of resistance R 2.The grounded-emitter connection of triode A1.The primary edge of the drain contact fire coil T1 of field effect transistor Q1, the grounded drain of field effect transistor Q1.
Energy test need pass through fictitious load.Fig. 6 is the fictitious load of igniting test system.The output of spark coil T1 secondary side connects the negative pole of diode D2, the positive pole of diode D2 connects the positive pole of voltage-stabiliser tube Z1, the negative pole of voltage-stabiliser tube Z1 connects the positive pole of voltage-stabiliser tube Z2, the negative pole of voltage-stabiliser tube Z2 connects the positive pole of voltage-stabiliser tube Z3, the negative pole of voltage-stabiliser tube Z3 connects the positive pole of voltage-stabiliser tube Z4, the negative pole of voltage-stabiliser tube Z4 connects the positive pole of voltage-stabiliser tube Z5, the end of the negative pole connecting resistance R2 of voltage-stabiliser tube Z5, the other end ground connection of resistance R 2.Digital oscilloscope TPO4000 connects the two ends of sampling resistor when gathering signal.
When the igniting primary air disconnected, secondary winding induced high pressure, rises to 1000V rapidly, punctured the voltage-stabiliser tube string, and secondary voltage is stabilized in 1000V, and electric current constantly increases, until the energy full consumption on the voltage-stabiliser tube string.Sampling resistor is connected on the voltage-stabiliser tube string, adopts digital oscilloscope to gather the voltage signal at sampling resistor two ends, through calculating, can obtain the current signal by the voltage-stabiliser tube string.Electric current and voltage to voltage-stabiliser tube string two ends carry out integral operation, can obtain consuming the energy on the voltage-stabiliser tube string, just the secondary output energy of spark coil.
Claims (2)
1, vehicular engine ignition energy test system is characterized in that: comprise signal generator, Iganition control system, spark coil and the fictitious load and the PC that connect successively; Described fictitious load comprises diode, voltage-stabiliser tube string and the resistance that connects successively, and the secondary of diode, voltage-stabiliser tube string and resistance and spark coil is formed the closed-loop path, and Iganition control system is connected with the former limit of spark coil; Signal generator provides the tach signal of square wave as motor, send it to Iganition control system, Iganition control system is by the tach signal of signal generator input, calculate ignition timing, the output ignition control signal is given the former limit of spark coil, thus the break-make control ignition of direct control ignition coil; Spark coil is converted to high pressure to voltage from low pressure, thereby punctures the voltage-stabiliser tube string in the fictitious load; PC links to each other with Iganition control system, and the closing time of igniting primary air is set by PC.
2, vehicular engine ignition energy test system according to claim 1, it is characterized in that: described Iganition control system includes processor and drive circuit, signal generator links to each other with processing circuit, and processor links to each other with the former limit of spark coil by drive circuit.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CNU2009201061505U CN201367972Y (en) | 2009-03-13 | 2009-03-13 | Engine ignition energy testing system for vehicle |
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| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CNU2009201061505U CN201367972Y (en) | 2009-03-13 | 2009-03-13 | Engine ignition energy testing system for vehicle |
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| CN201367972Y true CN201367972Y (en) | 2009-12-23 |
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| CNU2009201061505U Expired - Fee Related CN201367972Y (en) | 2009-03-13 | 2009-03-13 | Engine ignition energy testing system for vehicle |
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Cited By (13)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN102140991A (en) * | 2011-03-25 | 2011-08-03 | 王天乐 | Ignition time correcting lamp |
| CN102493908A (en) * | 2011-12-30 | 2012-06-13 | 力帆实业(集团)股份有限公司 | System for detecting ignition energy of magnetor |
| CN102493907A (en) * | 2011-11-29 | 2012-06-13 | 江门市蓬江区天迅科技有限公司 | Automatic tester for igniter |
| CN102735441A (en) * | 2012-07-18 | 2012-10-17 | 重庆长安志阳汽车电气有限责任公司 | Novel test system of ignition coil |
| CN102981053A (en) * | 2012-11-20 | 2013-03-20 | 天津锐意泰克汽车电子有限公司 | Secondary resistance detection circuit of ignition coil |
| CN103982354A (en) * | 2014-05-14 | 2014-08-13 | 宁波爱姆奇汽车配件有限公司 | Comprehensive parameter tester for vehicle ignition coil |
| CN104897305A (en) * | 2015-05-12 | 2015-09-09 | 清华大学 | Electric spark ignition energy calibration system under high pressure and method thereof |
| CN105443295A (en) * | 2014-09-26 | 2016-03-30 | 大陆汽车电子(长春)有限公司 | Method and equipment used for determining energy value provided for ignition device |
| CN106194547A (en) * | 2016-08-24 | 2016-12-07 | 武汉菱电汽车电控系统股份有限公司 | Automobile ignition coil device for detecting performance and method thereof |
| CN107367645A (en) * | 2017-06-12 | 2017-11-21 | 中国航发哈尔滨东安发动机有限公司 | A kind of method of testing of ignition device energy |
| CN109611256A (en) * | 2018-12-18 | 2019-04-12 | 米艾西(福建)测控技术有限公司 | A kind of load tray that performance is stable |
| DE102018221816B3 (en) * | 2018-12-14 | 2020-04-16 | Robert Bosch Gmbh | Method for checking an ignition spark of a spark plug and device |
| CN112904137A (en) * | 2021-03-12 | 2021-06-04 | 上汽通用五菱汽车股份有限公司 | Auxiliary device used in ignition system electromagnetic compatibility test process |
-
2009
- 2009-03-13 CN CNU2009201061505U patent/CN201367972Y/en not_active Expired - Fee Related
Cited By (18)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN102140991A (en) * | 2011-03-25 | 2011-08-03 | 王天乐 | Ignition time correcting lamp |
| CN102493907A (en) * | 2011-11-29 | 2012-06-13 | 江门市蓬江区天迅科技有限公司 | Automatic tester for igniter |
| CN102493908A (en) * | 2011-12-30 | 2012-06-13 | 力帆实业(集团)股份有限公司 | System for detecting ignition energy of magnetor |
| CN102493908B (en) * | 2011-12-30 | 2013-06-12 | 力帆实业(集团)股份有限公司 | System for detecting ignition energy of magnetor |
| CN102735441A (en) * | 2012-07-18 | 2012-10-17 | 重庆长安志阳汽车电气有限责任公司 | Novel test system of ignition coil |
| CN102981053A (en) * | 2012-11-20 | 2013-03-20 | 天津锐意泰克汽车电子有限公司 | Secondary resistance detection circuit of ignition coil |
| CN102981053B (en) * | 2012-11-20 | 2015-03-04 | 天津锐意泰克汽车电子有限公司 | Secondary resistance detection circuit of ignition coil |
| CN103982354A (en) * | 2014-05-14 | 2014-08-13 | 宁波爱姆奇汽车配件有限公司 | Comprehensive parameter tester for vehicle ignition coil |
| CN103982354B (en) * | 2014-05-14 | 2016-01-20 | 宁波爱姆奇汽车配件有限公司 | A kind of automobile ignition coil comprehensive parameter tester |
| CN105443295A (en) * | 2014-09-26 | 2016-03-30 | 大陆汽车电子(长春)有限公司 | Method and equipment used for determining energy value provided for ignition device |
| CN104897305A (en) * | 2015-05-12 | 2015-09-09 | 清华大学 | Electric spark ignition energy calibration system under high pressure and method thereof |
| CN104897305B (en) * | 2015-05-12 | 2017-05-24 | 清华大学 | Electric spark ignition energy calibration system under high pressure and method thereof |
| CN106194547A (en) * | 2016-08-24 | 2016-12-07 | 武汉菱电汽车电控系统股份有限公司 | Automobile ignition coil device for detecting performance and method thereof |
| CN106194547B (en) * | 2016-08-24 | 2018-04-10 | 武汉菱电汽车电控系统股份有限公司 | Automobile ignition coil device for detecting performance and its method |
| CN107367645A (en) * | 2017-06-12 | 2017-11-21 | 中国航发哈尔滨东安发动机有限公司 | A kind of method of testing of ignition device energy |
| DE102018221816B3 (en) * | 2018-12-14 | 2020-04-16 | Robert Bosch Gmbh | Method for checking an ignition spark of a spark plug and device |
| CN109611256A (en) * | 2018-12-18 | 2019-04-12 | 米艾西(福建)测控技术有限公司 | A kind of load tray that performance is stable |
| CN112904137A (en) * | 2021-03-12 | 2021-06-04 | 上汽通用五菱汽车股份有限公司 | Auxiliary device used in ignition system electromagnetic compatibility test process |
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Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| C14 | Grant of patent or utility model | ||
| GR01 | Patent grant | ||
| C17 | Cessation of patent right | ||
| CF01 | Termination of patent right due to non-payment of annual fee |
Granted publication date: 20091223 Termination date: 20130313 |