Quasi resonant gate controller for a power driver
View Patent ↗A drive circuit for a power device includes a power transistor utilized to drive the power device. The drive circuit utilizes a resonant circuit that drives the power transistor at a high current level when the gate of the power transistor is in its Miller region. In one embodiment, the drive circuit includes dual transistors and an inductor tuned to the gate capacitance to drive the gate of the power transistor. The drive circuit may be useful in a variety of areas, such as with a valve controller for a camless engine.
1. A drive circuit for a power device, comprising:
a high side driver having a first power transistor adapted to couple to a first end of a drive coil, the high side driver having a first inductor tuned to a gate capacitance of the first power transistor to supply at least 80% of maximum current to the gate of the first power transistor as the gate capacitance of the first power transistor transitions through its Miller region; and
a low side driver having a second power transistor adapted to couple to a second end of the drive coil, the low side driver having a second inductor tuned to a gate capacitance of the second power transistor to supply at least 80% of maximum current to the gate of the second power transistor as the gate capacitance of the second power transistor transitions through its Miller region.
2. The drive circuit, as set forth in claim 1 , wherein the high side driver comprises first dual transistors operably coupled to the control logic gate of the first power transistor to selectively activate and deactivate the first power transistor.
3. The drive circuit, as set forth in claim 1 , wherein the low side driver comprises second dual transistors operably coupled to the gate of the second power transistor to selectively activate and deactivate the second power transistor.
4. A controlled drive circuit for a power device, comprising:
a high side driver having a first power transistor adapted to couple to a first end of a drive coil, the high side driver having a first inductor tuned to a gate capacitance of the first power transistor to supply at least 80% of maximum current to the gate of the first power transistor as the gate capacitance of the first power transistor transitions through its Miller region;
a low side driver having a second power transistor adapted to couple to a second end of the drive coil, the low side driver having a second inductor tuned to a gate capacitance of the second power transistor to supply at least 80% of maximum current to the gate of the second power transistor as the gate capacitance of the second power transistor transitions through its Miller region; and
a control circuit operably coupled to the high side driver and to the low side driver, the control circuit being adapted to selectively activate and deactivate the high side driver and the low side driver.
5. The controlled drive circuit, as set forth in claim 4 , wherein the high side driver comprises first dual transistors operably coupled to the gate of the first power transistor to selectively activate and deactivate the first power transistor.
6. The controlled drive circuit, as set forth in claim 4 , wherein the low side driver comprises second dual transistors operably coupled to the gate of the second power transistor to selectively activate and deactivate the second power transistor.
7. The controlled drive circuit, as set forth in claim 4 , wherein the control circuit is adapted to receive at least one input signal and to deliver at least one control signal to the high side driver and to the low side driver in response to the at least one input signal.
8. An engine control module, comprising:
a fuel management control; and
a valve management control, the valve management control comprising;
a high side driver having a first power transistor adapted to couple to a first end of a drive coil, the high side driver having a first inductor tuned to a gate capacitance of the first power transistor to supply at least 80% of maximum current to the gate of the first power transistor as the gate capacitance of the first power transistor transitions through its Miller region;
a low side driver having a second power transistor adapted to couple to a second end of the drive coil, the low side driver having a second inductor tuned to a gate capacitance of the second power transistor to supply at least 80% of maximum current to the gate of the second power transistor as the gate capacitance of the second power transistor transitions through its Miller region; and
a control circuit operably coupled to the high side driver and to the low side driver, the control circuit being adapted to selectively activate and deactivate the high side driver and the low side driver.
9. The engine control module, as set forth in claim 8 , wherein the fuel management control comprises a control adapted to activate and deactivate fuel injectors.
10. The engine control module, as set forth in claim 8 , wherein the high side driver comprises first dual transistors operably coupled to the gate of the first power transistor to selectively activate and deactivate the first power transistor.
11. The engine control module, as set forth in claim 8 , wherein the low side driver comprises second dual transistors operably coupled to the gate of the second power transistor to selectively activate and deactivate the second power transistor.
12. The engine control module, as set forth in claim 8 , wherein the control circuit is adapted to receive at least one input signal and to deliver at least one control signal to the high side driver and to the low side driver in response to the at least one input signal.
13. A camless engine control, comprising:
at least one electrically actuated engine valve, the at least one electrically actuated engine valve comprising at least one solenoid adapted to facilitate movement of the engine valve between open and closed positions; and
a valve control circuit for each electrically actuated engine valve, the valve control circuit comprising:
a high side driver having a first power transistor coupled to a first end of a drive coil of the solenoid, the high side driver having a first inductor tuned to a gate capacitance of the first power transistor to supply at least 80% of maximum current to the gate of the first power transistor as the gate capacitance of the first power transistor transitions through its Miller region;
a low side driver having a second power transistor coupled to a second end of the drive coil of the solenoid, the low side driver having a second inductor tuned to a gate capacitance of the second power transistor to supply at least 80% of maximum current to the gate of the second power transistor as the gate capacitance of the second power transistor transitions through its Miller region; and
a control circuit operably coupled to the high side driver and to the low side driver, the control circuit being adapted to selectively activate and deactivate the high side driver and the low side driver to activate and deactivate the solenoid to facilitate movement of the valve between the opened and closed positions.
14. The camless engine control, as set forth in claim 13 , wherein the electrically actuated valve comprises a hydraulic control valve operably coupled to the at least one solenoid and to the engine valve, the hydraulic control valve being adapted to facilitate movement of the engine valve between the opened and closed positions in response to movement of the at least one solenoid valve.
15. The camless engine control, as set forth in claim 13 , wherein the electrically actuated valve comprises a pneumatic control valve operably coupled to the at least one solenoid and to the engine valve, the pneumatic control valve being adapted to facilitate movement of the engine valve between the opened and closed positions in response to movement of the at least one solenoid valve.
16. The camless engine control, as set forth in claim 13 , wherein the high side driver comprises first dual transistors operably coupled to the gate of the first power transistor to selectively activate and deactivate the first power transistor.
17. The camless engine control, as set forth in claim 13 , wherein the low side driver comprises second dual transistors operably coupled to the gate of the second power transistor to selectively activate and deactivate the second power transistor.
18. The camless engine control, as set forth in claim 13 , wherein the control circuit is adapted to receive at least one input signal and to deliver at least one control signal to the high side driver and to the low side driver in response to the at least one input signal.
19. A camless engine, comprising:
an engine having at least one electrically actuated engine valve, the at least one electrically actuated engine valve comprising at least one solenoid adapted to facilitate movement of the valve between open and closed positions; and
a valve control circuit for each electrically actuated engine valve, the valve control circuit comprising:
a high side driver having a first power transistor coupled to a first end of a drive coil of the solenoid, the high side driver having a first inductor tuned to a gate capacitance of the first power transistor to supply at least 80% of maximum current to the gate of the first power transistor as the gate capacitance of the first power transistor transitions through its Miller region;
a low side driver having a second power transistor coupled to a second end of the drive coil of the solenoid, the low side driver having a second inductor tuned to a gate capacitance of the second power transistor to supply at least 80% of maximum current to the gate of the second power transistor as the gate capacitance of the second power transistor transitions through its Miller region; and
a control circuit operably coupled to the high side driver and to the low side driver, the control circuit being adapted to selectively activate and deactivate the high side driver and the low side driver to activate and deactivate the solenoid to facilitate movement of the valve between the opened and closed positions.
20. The camless engine, as set forth in claim 19 , wherein the engine comprises an internal combustion engine.
21. The camless engine, as set forth in claim 20 , wherein the engine comprises a diesel engine.
22. The camless engine, as set forth in claim 20 , wherein the engine comprises a gasoline engine.
23. The camless engine, as set forth in claim 19 , wherein the electrically actuated valve comprises a hydraulic control valve operably coupled to the at least one solenoid and to the engine valve, the hydraulic control valve being adapted to facilitate movement of the engine valve between the opened and closed positions in response to movement of the at least one solenoid valve.
24. The camless engine, as set forth in claim 19 , wherein the electrically actuated valve comprises a pneumatic control valve operably coupled to the at least one solenoid and to the engine valve, the pneumatic control valve being adapted to facilitate movement of the engine valve between the opened and closed positions in response to movement of the at least one solenoid valve.
25. The camless engine, as set forth in claim 19 , wherein the high side driver comprises first dual transistors operably coupled to the gate of the first power transistor to selectively activate and deactivate the first power transistor.
26. The camless engine, as set forth in claim 19 , wherein the low side driver comprises second dual transistors operably coupled to the gate of the second power transistor to selectively activate and deactivate the second power transistor.
27. The camless engine, as set forth in claim 19 , wherein the control circuit is adapted to receive at least one input signal and to deliver at least one control signal to the high side driver and to the low side driver in response to the at least one input signal.
28. A vehicle system, comprising:
a vehicle having an engine having at least one electrically actuated engine valve, the at least one electrically actuated engine valve comprising at least one solenoid adapted to facilitate movement of the valve between open and closed positions; and
a valve control circuit for each electrically actuated engine valve, the valve control circuit comprising:
a high side driver having a first power transistor coupled to a first end of a drive coil of the solenoid, the high side driver having a first inductor tuned to a gate capacitance of the first power transistor to supply at least 80% of maximum current to the gate of the first power transistor as the gate capacitance of the first power transistor transitions through its Miller region;
a low side driver having a second power transistor coupled to a second end of the drive coil of the solenoid, the low side driver having a second inductor tuned to a gate capacitance of the second power transistor to supply at least 80% of maximum current to the gate of the second power transistor as the gate capacitance of the second power transistor transitions through its Miller region; and
a control circuit operably coupled to the high side driver and to the low side driver, the control circuit being adapted to selectively activate and deactivate the high side driver and the low side driver to activate and deactivate the solenoid to facilitate movement of the valve between the opened and closed positions.
29. The vehicle system, as set forth in claim 28 , wherein the vehicle comprises an on-highway truck.
30. The vehicle system, as set forth in claim 28 , wherein the vehicle comprises a passenger car.
31. The vehicle system, as set forth in claim 28 , wherein the vehicle comprises an off-highway truck.
32. The vehicle system, as set forth in claim 28 , wherein the vehicle comprises a work vehicle.
33. The vehicle system, as set forth in claim 28 , wherein the vehicle comprises a tractor.
34. The vehicle system, as set forth in claim 28 , wherein the vehicle comprises a motorcycle.
35. The vehicle system, as set forth in claim 28 , wherein the vehicle comprises a locomotive.
36. The vehicle system, as set forth in claim 28 , wherein the vehicle comprises a boat.
37. The vehicle system, as set forth in claim 28 , wherein the engine comprises an internal combustion engine.
38. The vehicle system, as set forth in claim 28 , wherein the engine comprises a diesel engine.
39. The vehicle system, as set forth in claim 28 , wherein the engine comprises a gasoline engine.
40. The vehicle system, as set forth in claim 28 , wherein the electrically actuated valve comprises a hydraulic control valve operably coupled to the at least one solenoid and to the engine valve, the hydraulic control valve being adapted to facilitate movement of the engine valve between the opened and closed positions in response to movement of the at least one solenoid valve.
41. The vehicle system, as set forth in claim 28 , wherein the electrically actuated valve comprises a pneumatic control valve operably coupled to the at least one solenoid and to the engine valve, the pneumatic control valve being adapted to facilitate movement of the engine valve between the opened and closed positions in response to movement of the at least one solenoid valve.
42. The vehicle system, as set forth in claim 28 , wherein the high side driver comprises first dual transistors operably coupled to the gate of the first power transistor to selectively activate and deactivate the first power transistor.
43. The vehicle system, as set forth in claim 28 , wherein the low side driver comprises second dual transistors operably coupled to the gate of the second power transistor to selectively activate and deactivate the second power transistor.
44. The vehicle system, as set forth in claim 27 , wherein the control circuit is adapted to receive at least one input signal and to deliver at least one control signal to the high side driver and to the low side diver in response to the at least one input signal.