CA1054668A - Ignition apparatus and system - Google Patents
Ignition apparatus and systemInfo
- Publication number
- CA1054668A CA1054668A CA219904A CA219904A CA1054668A CA 1054668 A CA1054668 A CA 1054668A CA 219904 A CA219904 A CA 219904A CA 219904 A CA219904 A CA 219904A CA 1054668 A CA1054668 A CA 1054668A
- Authority
- CA
- Canada
- Prior art keywords
- distributor
- rotor
- module
- vehicle
- plate
- Prior art date
- Legal status (The legal status 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 status listed.)
- Expired
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
- F02P3/00—Other installations
- F02P3/02—Other installations having inductive energy storage, e.g. arrangements of induction coils
- F02P3/04—Layout of circuits
- F02P3/0407—Opening or closing the primary coil circuit with electronic switching means
- F02P3/0435—Opening or closing the primary coil circuit with electronic switching means with semiconductor devices
-
- 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
- F02P7/07—Hall-effect pick-up devices
Landscapes
- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Physics & Mathematics (AREA)
- Electromagnetism (AREA)
- Ignition Installations For Internal Combustion Engines (AREA)
Abstract
A B S T R A C T
There is disclosed herein a new form of electronic ignition apparatus and system including an integral sensor/-electronics module, an adapter plate therefor, which can be mounted within a conventional distributor in direct replace-ment of conventional breaker points and not requiring any modification to the distributor or vehicle wiring system.
The apparatus also includes a rotor, similar to a conventional distributor rotor, but which includes a plurality of permanent magnets secured thereto or imbedded therein. Upon rotation of the rotor, timing signals are generated by the sensor as a function of rotor position, and the electronic module provides electronic switching pulses suitable for switching the primary of the ignition coil of a vehicle. Several rotor and adapter plate configurations are described for enabling conversion of different existing vehicles from a conventional breaker point type ignition system to an electronic ignition system.
There is disclosed herein a new form of electronic ignition apparatus and system including an integral sensor/-electronics module, an adapter plate therefor, which can be mounted within a conventional distributor in direct replace-ment of conventional breaker points and not requiring any modification to the distributor or vehicle wiring system.
The apparatus also includes a rotor, similar to a conventional distributor rotor, but which includes a plurality of permanent magnets secured thereto or imbedded therein. Upon rotation of the rotor, timing signals are generated by the sensor as a function of rotor position, and the electronic module provides electronic switching pulses suitable for switching the primary of the ignition coil of a vehicle. Several rotor and adapter plate configurations are described for enabling conversion of different existing vehicles from a conventional breaker point type ignition system to an electronic ignition system.
Description
~ ~5~
This invention relates to ignition systems, for vehicles, and more particularly to an improved form of ignition device and ~ system for facilitating the conversion of conventional ignition - breaker point devices systems to a breakerless electronic system.
Various types of ignition systems and devices are in use today in vehicles. The most common is the breaker point assembly used in the distributor of an automobile or truck and which includes a pair of breaker points which are caused to open and close upon rotation of a distributor cam in synchronism with engine rotation.
These breaker points are electrically connected to open and close the primary winding of an ignition coil. A rotor and distributor ~;;;
cap also are used, and the rotor rotates in synchroni;m with the ~ -distributor cam shaft to distribute suitable firing pulses to the spark plugsof the engine.
I Various transistor ignition systems have been devised. ~`
`, The early developments utilized a transistor to switch the electri-cal current through the primary winding of the ignition coil thus ~
~, removing the electrical switching load from the breaker points ~ ;
which resulted in an extended lifetime for the breaker points.
~owever, the breaker points were still retained to provide the timing synchronism with the engine rotation. The breaker points controlled the base drive current to the switching transistor to `
cause the transistor to turn on and off in synchronism with the -~
engine rotation.
~' Further improvements replaced the breaker points entirely, ~ ~
~, using magnetic or optical means to generate timing pulses in ~ i"
synchronism with the engine rotation. These electrical timing pulses were then amplified and used to control the base drive current to the power switching transistor. These electronically timed or "breakerless" systems, as they have become to be known, ~ provided improved timing and virtual maintenance-free operation ~-`1 not afforded by the breaker point controlled transistor systems.
~ ,`:
Optically controlled systems utilized a light source and light sensor arrangement in conjunction with a light interrupting device, usually denoted as a shutter wheel, which rotated in syn-chronism with the engine. Exemplary systems using a light source and sensor arrangement are shown in United S~ates patent No.
3,581,725 and in United States patent No. 3,23~,742.
Magnetically controlled systems utilized a magnetic source and magnetic sensor arrangement. The magnetic field imping-ing on the sensor was caused to change in magnitude in synchronism 1~ with the engine rotation. Two distinct types of magnetically -~
timed systems evolved. The first was a "variable reluctance" type of sensor. An example is found in Kaisha Japanese Patent Publication ~o. 13122/1963, published July 24, 1963. In this type of system the air gap in a magnetic circuit is alternately in-creased and decreased, in synchronism with the engine rotation, ~;
causing the magnetic flux in the circuit to alternately decrease and increase respectively. A pick-up coil is so placed in the , circuit that the magnetic flux in the circuit passes through the pick-up coil. A voltage is developed across ~he pick-up coil ;-which is directly proportional to the rate of change of the mag-netic flux in the circuit. This type of pulse generating system -~
` has one large drawback. The production of timing pulses is not only a function of engine position but also engine speed. There is a minimum speed required to generate a timing pulse of suffi-cient voltage amplitude to operate the electronic amplifier and ;~
transistor switch. Hence, these systems perform poorly, or not at all, under low speed, starting conditions. Also the timing pulses generated by some types of systems do not duplicate the signals produced by the breaker points in that the ratio of "on"
time to "off" time or, "dwell time", varies with engine speed 3Q making it impossible to optimize ignition performance over the entire engine speed range.
, .~ ': ,
This invention relates to ignition systems, for vehicles, and more particularly to an improved form of ignition device and ~ system for facilitating the conversion of conventional ignition - breaker point devices systems to a breakerless electronic system.
Various types of ignition systems and devices are in use today in vehicles. The most common is the breaker point assembly used in the distributor of an automobile or truck and which includes a pair of breaker points which are caused to open and close upon rotation of a distributor cam in synchronism with engine rotation.
These breaker points are electrically connected to open and close the primary winding of an ignition coil. A rotor and distributor ~;;;
cap also are used, and the rotor rotates in synchroni;m with the ~ -distributor cam shaft to distribute suitable firing pulses to the spark plugsof the engine.
I Various transistor ignition systems have been devised. ~`
`, The early developments utilized a transistor to switch the electri-cal current through the primary winding of the ignition coil thus ~
~, removing the electrical switching load from the breaker points ~ ;
which resulted in an extended lifetime for the breaker points.
~owever, the breaker points were still retained to provide the timing synchronism with the engine rotation. The breaker points controlled the base drive current to the switching transistor to `
cause the transistor to turn on and off in synchronism with the -~
engine rotation.
~' Further improvements replaced the breaker points entirely, ~ ~
~, using magnetic or optical means to generate timing pulses in ~ i"
synchronism with the engine rotation. These electrical timing pulses were then amplified and used to control the base drive current to the power switching transistor. These electronically timed or "breakerless" systems, as they have become to be known, ~ provided improved timing and virtual maintenance-free operation ~-`1 not afforded by the breaker point controlled transistor systems.
~ ,`:
Optically controlled systems utilized a light source and light sensor arrangement in conjunction with a light interrupting device, usually denoted as a shutter wheel, which rotated in syn-chronism with the engine. Exemplary systems using a light source and sensor arrangement are shown in United S~ates patent No.
3,581,725 and in United States patent No. 3,23~,742.
Magnetically controlled systems utilized a magnetic source and magnetic sensor arrangement. The magnetic field imping-ing on the sensor was caused to change in magnitude in synchronism 1~ with the engine rotation. Two distinct types of magnetically -~
timed systems evolved. The first was a "variable reluctance" type of sensor. An example is found in Kaisha Japanese Patent Publication ~o. 13122/1963, published July 24, 1963. In this type of system the air gap in a magnetic circuit is alternately in-creased and decreased, in synchronism with the engine rotation, ~;
causing the magnetic flux in the circuit to alternately decrease and increase respectively. A pick-up coil is so placed in the , circuit that the magnetic flux in the circuit passes through the pick-up coil. A voltage is developed across ~he pick-up coil ;-which is directly proportional to the rate of change of the mag-netic flux in the circuit. This type of pulse generating system -~
` has one large drawback. The production of timing pulses is not only a function of engine position but also engine speed. There is a minimum speed required to generate a timing pulse of suffi-cient voltage amplitude to operate the electronic amplifier and ;~
transistor switch. Hence, these systems perform poorly, or not at all, under low speed, starting conditions. Also the timing pulses generated by some types of systems do not duplicate the signals produced by the breaker points in that the ratio of "on"
time to "off" time or, "dwell time", varies with engine speed 3Q making it impossible to optimize ignition performance over the entire engine speed range.
, .~ ': ,
- 2 -A second approach to the generating of magnetically ?
yroduced timing pulses is the use of a Hall cell for the magnetic sensor in place of a pick-up coil. The Hall cell generates a voltage, -the amplitude of which is directly proportional to the magnitude of the magnetic flux passing through it and completely independent of the rate of change of the magnitude of that flux.
Various means were devised to produce a change in the amplitude of the magnetic flux passing through the Hall cell in synchronism with the rotation of the engine. An example is found in United States patent No. 3,297~009.
Thus, the optically timed systems and the Hall cell ~;
magnetically timed systems duplicate the operation of the breaker point timing function in that they produce electrical pulses which are dependent only on the engine position whereas the magnetic pick-up coil systems produce pulses which are a function of both :. :: '. :
` engine speed and position.
From the time that the first breaker point controlled , transistor systems appeared~ the advantages of a completely `;
`~ electronic "breakerless" system were obvious. However, the 2Q requirement of providing an economical means of installing elec~
tronic pulse generating means in the many types of existing auto- ~ ~
motive distributors was not an easy one. Odd contours and shapes, ~-;' limited access for electrical connections and stringent size , limitations hampered the appearance of such "breakerless" systems. `
'i This feat has only recently been accomplished on any kind of com-mercial scale and that was only on an original equipment basis.
There remains one primary drawback to all of the above existing systems. All of them, including the breaker point con-trolled systems, involve the installation, external to the ~;
distributor housing, of the electronics amplifier and transistor switch package. This package contains virtually all of the - electronics circuitry with the exception of the pulse generating means. This package is typically ten to twenty times larger than
yroduced timing pulses is the use of a Hall cell for the magnetic sensor in place of a pick-up coil. The Hall cell generates a voltage, -the amplitude of which is directly proportional to the magnitude of the magnetic flux passing through it and completely independent of the rate of change of the magnitude of that flux.
Various means were devised to produce a change in the amplitude of the magnetic flux passing through the Hall cell in synchronism with the rotation of the engine. An example is found in United States patent No. 3,297~009.
Thus, the optically timed systems and the Hall cell ~;
magnetically timed systems duplicate the operation of the breaker point timing function in that they produce electrical pulses which are dependent only on the engine position whereas the magnetic pick-up coil systems produce pulses which are a function of both :. :: '. :
` engine speed and position.
From the time that the first breaker point controlled , transistor systems appeared~ the advantages of a completely `;
`~ electronic "breakerless" system were obvious. However, the 2Q requirement of providing an economical means of installing elec~
tronic pulse generating means in the many types of existing auto- ~ ~
motive distributors was not an easy one. Odd contours and shapes, ~-;' limited access for electrical connections and stringent size , limitations hampered the appearance of such "breakerless" systems. `
'i This feat has only recently been accomplished on any kind of com-mercial scale and that was only on an original equipment basis.
There remains one primary drawback to all of the above existing systems. All of them, including the breaker point con-trolled systems, involve the installation, external to the ~;
distributor housing, of the electronics amplifier and transistor switch package. This package contains virtually all of the - electronics circuitry with the exception of the pulse generating means. This package is typically ten to twenty times larger than
- 3 '' ~.
.
. .
.: , , : , ~54L~
the pulse generating means. ~ conventional breaker point system cannot be readily converted to any of these systems. The installa-tion of this electronics package involves considerable effort to mount it mechanically and involves considerable modification to the existing vehicle wiring system. Many automotive mechanics are not capable of making the necessary wiring modifications. The time involved to install these systems is typically four to five hours.
The labor cost involved and the fact that ordinary mechanics cannot repair such systems has greatly retarded their acceptance, especi-ally for retro-fit applications, even though vehicle owners accept the fact that such installations would significantly reduce fuel consumption and undesirable exhaust emissions.
The present invention represents a completely new concept in the configuration of electronic ignition systems. At a time when the state-of-the-art has just reached the point where ~ : , electronic pulse generating devices can be installed within the distributor housing, the present invent:ion provides for the installation of the entire electronics circuitry, pulse generating means, amplifier and power transistor swi*ch within the distribu-2Q tor housing. This feature has a substantial impact relative to ~ -the ease with which it can be installed on a vehicle, both in a retro-fit and an original equipment situation. The mechanical installation is identical to installing a new rotor and set of breaker points, somethingthat every automotive mechanic has done :. :
many times. The use of adaptor plates of various configurations ~`-allows the installation of the same module into existing distribu- ~-tor configurations. The additional electrical hook-up involves a single wire being connected to a readily recognizable point in the automotive wiring system. No alterations need to be made to the existing vehicle wiring. No holes or fastening devices need to be added to the vehicle. All initial adjustments and timing are done in the same manner as with conventional breaker point systems. If desired, the electronic system can be removed and the breaker points reinstalled with the same effort as ch~mging a set of breaker points in the conventional system. The entire ~ ~;
s~stem can be installed and adjusted quickly and is a practical system for installation in existing vehicl~s.
The ability to mount the entire system within the dis-tributor housing is made possible by imbedding permanent magnets or "source" elements substantially within the outline dimensions - of the existing rotor. By doing this, none of the available mount-ing space, on the existing distributor breaker plate, is used by the magnetic "source". In conjunction with this, the "sensor", or ; ~-~
~ ,.. -~ :
~ Hall cell, is molded into, and made an integral part of, the ;
.~ ... .
electronics module. These features, combined with micro-miniature :~ :
packaging, make possible the installation of the entire system within the distributor housing.
~ .~ ,, .
Some ignition systems have been described wherein a ~
tIming source and sensor are mounted on a type of adapter plate ; ~-for facilitating the mounting thereof within the distributor.
Examples are found in United States patents No. 3,581,725, No. `~
;~ 3,272,930, and No. 3,660,623.
The present invention provides an improved distributor apparatus and system, and one which can be readily substituted within a conventional distributor for enabling conversion from the standard breaker point assembly to be made quickly and effi-ciently. The present apparatus includes a sensor and all associ-~l ated electronics in a single module connected to a suitable -` adapter plate, and this assembly is directly substituted for the conventional breaker points. A two-wire cable is substituted for ;~ the usual single wire in the conventional ignition system, and provides the switching lead for the primary of the ignition coil -and provides power from the ignition switch of the vehicle to the electronics module~ The bracket of the module which is integrally `
connected to the adapter plate provides a ground return. Further, the apparatus of the present invention includes a new form of .: , . . .
.. . .
~-~s~
rotor substantially idcntical to the existing rotor of a given vehicle, but which includes a plurality of magnets imbedded into it and equally spaced around the periphery thereof. The number of magnets is equal to the number of cylinders of the vehicle.
These magnets operate in conjunction with the sensor to provide timing signals which are a function of rotor position only. The system of the electronic module includes a sensor in the form of a Hall cell, a pulse shaping circuit connected therewith for pro-viding suitably shaped pulses, an amplifier and a solid state power switch which is connected to the primary of the ignition coil.
In replacing the breaker point assembly of a conventional ignition sys~em of a vehicle with the electronics module, it is ;` only necessary to remove the breaker points and the existing rotor, , as well as the wire from the breaker points and the existing rotor.
The sensor and electronics module with the appropriate adapter plate attached thereto is positioned on the existing advance plate ~
of the distributor in direct replacemen1: of the breaker points. - ~`
The existing ignition capacitor is used in the same manner as before, and is connected to the electronics module along with one 1 20 wire of the two-wire cable. The other wire of the two-wire cable is connected to power the electronics module from the ignition switch of the vehicle. Then, the new rotor is merely inserted in the same fashion as is a conventional ro~or, the distributor cap is replaced, and the conversion is complete. The centrifugal and vacuum advance devices of the distributor function in their usual ` manner, and timing likewise is set in a conventional manner. The arrangement of the electronics and sensor module on the adapter plate is such that it can be readily properly positioned and spaced from the magnets of the rotor.
The entire new apparatus and system is disposed within the distributor,and no complex or cumbersome rewiring is neces-sary in accomplishing the conversion. The new form of rotor, which is substantially identical to the standard rotor for a given _ ~ _ ~35~
type of vehicle, but wi*h the addition of the magnets thereto, and the arrangement of the sensor and electronics circuit~y in a single module on an adapter plate allows the present apparatus and system to be mounted entirely within the distributor housing in this simple and efficient manner.
In some cases, as will appear subsequently, the existing rotor is not ; replaced~ but the new form of rotor with magnets is added.
According to the broadest aspect of the invention there is provided a modular assembly for mounting within a conventional distributor for providing timing and switching signals for an ignition coil of an engine, comprising sensor and circuit module means, said module means includ-- ing a sensor and a switching circuit for generating switching signals for an ignition coil of an engine, said module means including first and second power conductors and an output terminal connected with said circuit, and bracket means attached to said module means for enabling said module means to be mounted within a distributor of said engine and for providing a heat sink for said module means, said bracket means including metal tab and plate means with the tab means being physically connected with said module means, said plate means of said bracket means having at least an aperture therein for allowing said plate means to be attached to said distributor.
Figure 1 is an exploded perspective view of a conventional distributor illustrating the manner in which the breaker points and rotor thereof are removed and the assembly of the present invention substituted therefor;
Figure 2 is a top plan view of the distributor with the sensor ~` and electronics module and rotor of the present invention installed therein; ;
Figure 3 is an elevational view of the assembly of Figure 2;
Figure 4 is a circuit diagram of an exemplary circuit of the present ignition system; and Figure 5 is an elevational view of another form of rotor according D ~ 7-6~
to the present invention, and Figures 6 and 7 are additional views thereof.
Turning to Figure 1, a conventional automobile distributor 10 is shown Iwith distributor cap removed and not shown) having a conventional vacuum advance plate 11 disposed therein. A conventional breaker point cam 12 is shown which, in the conventional ignition system, serves to operate a movable breaker point 13 of a breaker point assembly 14. The breaker point assembly 14 also includes a stationary breaker point 15~ and a mounting bracket 16 which normall~ is secured to the advance plate 11 by means of screws 17 and 18. A key pin 16a facilitates proper alignment of the bracket 16 with the plate 11. A capacitor 19 used in the conventional ignition system is shown within the distributor 10, and normally is physically and electrically .~
,.
~, .
7a ~ ~)5~
to the present invention, and Figures 6 and 7 are additional views thereof. -~-Turning to Figure 1, a conventional automobile distributor 10 is shown ~with distributor cap removed and not shown) having a conventional vacuum advance plate 11 disposed ~herein. A conventional breaker point ~ ;
cam 12 is shown which, in the conventional ignition system, serves to operate ~ `
a movable breaker point 13 of a breaker point assembly 14. The breaker point assembly 14 also includes a stationary breaker point 15, and a mounting bracket 16 which normally is secured to the advance plate 11 by means of screws 17 and 18. A key pin 16a facilitates proper alignment of the bracket 16 with the plate 11. A capacitor 19 used in the conventional ignition System is shown within the distributor 10, and normally is physically and , electrically connected to a stud 20 of the breaker point assembly 14 along , with a wire 21 which connects the breaker point assembly 14 to the primary `~ winding of the ignition coil of the vehicle. Also shown in Figure 1 is the conventional rotor 22 which normally is disposed on and keyed to the shaft 23 ~ ;
so as to cause the rotor 22 to rotate in synchronism with the engine speed of ~i the vehicle. The exploded view of Figure 1 illustrates the manner in which the breaker point assembly 14 and the rotor 22 are removed from the distribu~
tor 10 in making the conversion from a breaker point ignition system to that -j 2Q of the present invention.
In this regard, Figure 1 also illustrates the electronic module 25 ' which includes the Hall sensor~ and a suitable adapter plate 26 therefor.
-i The module 25 has a metal tab 25a physically connected thereto, and this tab ~-i is secured to the adapter pla~e 26 by rivets 27 and 28. The tab 25a also , serves as an electrical conductor for connecting the circuit in the module 25 to ground through ~he adapter plate 26 and plate 11. The tab 25a also serves to conduct heat generated in the electronics module to the adap~er plate 26 from which it is dissipated. The adapter plate 26 includes apertures 29 and 30 for enabling the same to be mounted in place of the breaker point assembly ~;
14 by the screws 17 and 18, respectively. In some cases, the aperture 30 and screw 18 are not needed. A key pin 26a facilitates alignment. The sensor and electronics module 25 which will be described in greater detail subse-.
., .;
. , ... ~ , . . . .
5~6~
quently, includes a power input terminal 32 by which operating power is supplied thereto, and an output terminal 33 which is connected to the primary winding of the ignition coil and ignition capacitor. A two-wire cable 35 is provided having a first insulated wire 36 which is connected between the terminal 32 of the module 25 and the ignition switch of the vehicle, and a second insulated wire 37 which is connected between the output terminal 33 of the module 25 and the primary winding of the ignition coil of the vehicle.
A suitable grommet 39 also is provided for allowing the cable 35 to be insert-ed through and be insulated from aperture 40 of the sidewall 41 of the dis- ;
tributor 10 in place of the standard wire 21.
In addition to the foregoing, Figure 1 illustrates the new form of ~ -rotor 45 of the present invention. This rotor is identical to the standard rotor 22 of a given vehicle, with the exception of the addition of equally spaced magnets 46 into the wall 47 thereof. For best performance, these magnets should produce the strongest magnetic field possible. In a preferred - embodiment they are rare earth magnets, such as samarium cobalt magnets manu-factured by Hitachi Magnetics. As will be apparent to those skilled in the , art, the precise form of the rolor will be different for different vehicles inasmuch as different rotor configurations are used conventionally. Another exemplary form of rotor wi71 be discussed later in the discussion of Figures 5 through 7. The rotor 45 ~and also the cam 12) shown in Figure 1 are for ~;
an eight-cylinder vehicle and, thus, eight magnets 46 are equally spaced about the periphery of the wall 47 of the rotor 45. As will be discussed later, these magnets, in combination with a Hall cell sensor in the module 25, serve to provide timing signals as a function of the position of the rotor 45 as the same is rotated by the shaft 23 of the distributor assembly. The rotor 45 includes a radially disposed contact 48 and a center contact 49 the ~
same as the conventional rotor 22 for distr~buting impulses to the eight spark ~ ;
plugs of the engine through ignition wires and the distributor cap (not shown) ~ ~
in a conventional manner. ~`
Figures 2 and 3 illustrate the module 25, cable 35 and rotor 45 installed within the conventional distributor 10. Installation, and, thus, _ 9 _ : ' ' "~.~ ':
- .~ : :
~s~
conversion from the breaker point ignition system, merely involves the removal of the breaker point assembly 14, the standard rotor 22 and the single-wire 21 of the conventional system. The two-wire cable 35 then is inserted through the aperture 40 in the wall 41 of the distributor 10, and the adapter plate 26 attached to the module 25 is secured to the advance plate 11 in direct replacement of the breaker point assembly 14. The adapter plate 26 is secured to the plate 11 by the screws 17 and 18. The wire 50 of the capacitor 19 and the wire 37 of the two-wire cable 35 are attached to the output terminal 33 of the module 25. The wire 36 is attached to the terminal 32 of the module.
The other ends of the wires 36 and 37 are respectively connected to the ignition switch and to the primary of the ignition coil of the vehicle. The rotor 45 is inserted on to the shaft 23, and the distributor cap (not shown) ., is reattached to the distributor 10 in a conventional manner.
.~, The module 25 contains the Hall cell sensor 52 as best seen in ' Figures 2 and 3. In an exemplary embodiment, the sensor and entire electronic ` circuit of the present ignition system are encapsulated in a suitable plastic `~ material to form the module 25. The sensor, in the form of a Hall cell, may be approximately ten thousandths of an inch square and disposed approximately thirty-five thousandths of an inch below the inwardly facing surface 53 of the module 25. The aperture 29 of the adapter plate 26 for the module 25 is -' elongated to enable adjustment of the position of the sensor 52 with respect ; to the periphery of the magnets 46 of the rotor 45. It is desired that the periphery of the magnets 46 be as close as possible to the surface 53 (and, ;~ thus, the sensor 52) to maximize timing accuracy but, of course, they should , not touch. An exemplary spacing between the surface 53 and outer surface of . ~ . .
the magnets is five thousandths of an inch, and a plastic feeler gauge can be used to set this spacing.
The magnets 46 may be disposed within the wall 47 of the rotor 45 ~:
-~ in any suitable manner. For example, these magnets 46 may be epoxied within slots 55 formed in the peripheral wall 47 of the rotor. These magnets likewise may be imbedded or recessed within the wall 47. Typically, the magnets 46 ~-~
are mounted so as not to protrude more than ten thousandths o~ an inch or to ~ -~05~
be recessed more than five thousandths o an inch with presently available rare earth magnets.
The configuration of the adapter plate 26 can be changed to allow the same to readily fit in place of various different breaker point assem-blies 14. That isl it may have a different shape, other apertures, and the like to enable a standard module 25 to be used with different distributors.
In some instances, the plate 26 is omitted and the tab 25a is directly attached to a breaker plate the same as the plate 11 of the distributor being connected. In this case, the original plate 11 is removed from the distribu- ;
tor 10 and discarded, and the breaker plate attached to the tab 25a constitutes both an adapter plate and replacement breaker plate. Likewise, the rotor configuration can be different as are conventional rotors.
Figure 4 illustrates an exemplary circuit or system for use with a Hall cell 52 which is an integral element of circuit 60, and rotor 45 having the magnets 46 thereon. This integrated circuit 60 is similar in function to that shown and described in United States Patent No. 3,581,725, and serves to ~ ;
convert the slow rise and fall time output of the Hall cell to a square pulse train having a ~requency and pulse width over the entire operating speed of the engine down to zero rpm, determined by the timing signals ~rom the Hall '`
cell to, in turn, operate a solid state switch in series with the primary winding of the conventional ignition coil. Figure 4 diagrammatically illus-trates the relationship between the rotor 45 and the Hall cell sensor 52. ; -~
This sensor is a silicon Hall generator included within an integrated circuit i 60. This integrated circuit also includes an amplifier, trigger and output `
,.
stage integrated with its own voltage regulator onto a monolithic silicon ~-:j . '~:
' chip, and may be a Sprague ULS 3006M. -; The integrated circuit 60 receives operating power through a resistor 61 connected to line 72 which is connected to input terminal 32 of ;
the module 25. This terminal 32 is connected through wire 36 to the ignition ,,.:
switch 62 of the vehicle. The circuit 60 is connected to a common conductor ' 63 which, in turn, is connected to ground 64. This ground connection is -~ provided by the tab 25a and adapter plate 26 connected to the advance plate 11 of the distributor 10. 'I'he battery ~12 volt) of the vehicle is indicated at 65 and is connected between ground 6~ and the ignition switch 62 in a conventional manner. A Zener dioe 67 is connected across the circuit 60 by connecting the same between the common connection of resistor 61 and circuit 60 and the common conductor 63.
The circuit 60 includes an output driver stage having a pair of transistors ~only one of which is shown) whose collectors are connected to output terminals. Either one or both of these output terminals may be used ;~
as output terminal 68 of the circuit 60. This output terminal 68 supplies the square pulse train and is connected to the base of a transistor amplifier 70.
The base of the arnplifier 70 is connected through a resistor 71 to line 72 ;which is connected to the terminal 32. The collector of the transistor 70 is connected through a resistor 73 to the line 72. A Zener diode74 is connected ~' between the collector of the transistor 70 and the common line 63. Zener diode 67 isolates the circuit 60 from wide voltage variations and harmful transient spikes which appear on line 72, and Zener diode74 performs a similar function for the transistor amplifier 70.
The emitter of the amplifier 70 is connected to an input terminal 76 of an integrated Darlington power transistor circuit 77. This circuit may be a TRW SVT 6001, and includes a pair of transistors 78 and 79 connected in a Darlington configuration. The emit~er of the transistor 79 is connected to the common conductor 63, and the collectors of the transistors 78 and 79 are connected together and to the common conductor 63, and the collectors of the ~'~ transistors 78 and 79 are connected together and to output terminal 33 of the ~;
! module 25. This terminal 33 is connected by the line 37 to the primary winding 81 of the existing ignition coil 82 of the vehicle. Also shown in series with the winding 81 is the existing ballast resistor of the vehicle which is connected between the other end of winding 81 and the ignition switch by means of the existing vehicle wiring. A pair of Zener diodes 85 and 86 are connected in series between the terminal 76 connected to the base of the transistor 78 and the terminal 33 connected to the collectors of the transis-tors 78 and 79. The existing capacitor 19 normally used with the breaker ~5~;8 point assembly 14 is connected across line 63 and terminal 33, and a diode 87 is connected in parallel between the line 63 and the terminal 33. ~ener diode 85 and 86 clip the voltage generated across the switch 77 when it turns off to maintain the switch 77 within a safe voltage rating and to protect the same from large voltage transients occasioned by the sudden decrease of current in the inductance of the primary winding 81 of the ignition coil 82. Diode 87 protects the switch 77 from reverse voltage resulting from the resonant circuit found by primary winding 81 and capacitor 19 when transistor 77 turns off.
The Hall cell sensor 52 of the circuit 60 provides timing signals as a function of the position of the rotor 45 by virtue of the provision of the magnets 46 on the periphery thereof. These timing signals have a relative-ly slow rise and fall time. The electronics of the circuit 60 function as a pulse shaper for generating square pulses having a frequency and pulse width determined by the signals from the Hall cell sensor 52. The square pulses are necessary to prevent a portion of the energy, stored in the ignition coil7 from being dissipated as heat in transistor 77 rather than being deliver-ed to the spark plug. These pulses are amplified by the amplifier transistor 70, and are applied to the output switch 77. This switch functions to switch , the primary winding 81 of the ignition coil 82. A waveform 90 associated with ~
output terminal 33 illustrates the switching pulses. It should be noted that ~ -~, the ratio between "on" time B and "off" time A is constant with the present system, and is equal to the ratio of the distance between the magnets to the width of the magnets. The waveform of the present system is equivalent to that of an idealized breaker point system over the entire operation speed range of the engine.
Considering the circuit operation in more detail, when one of the magnets is in close proximity to the Hall cell, the output transistor(s), connected to terminal 68, are turned on, pulling the voltage at the base of ;~
transistor 70 to the ground potential 64. This turns transistor 70 off and, thus, turns off Darlington power switch 77. The resultant interruption of current flow in the primary winding 81 of ignition coil 82 causes a high voltage to be generated in the secondary winding. When the magnet moves away . ~ .
.~ --: : , . . :
:.. , , , . , , :
, , : i .
:~05~
from the ~lall cell, the output transistor turns off, base current is supplied -~ to transistor 70 through resistor 71 and transistors 70 and 77 turn on again.
~hen the next magnet comes into proximity with the llall cell sensor, the cycle is repeated. For accurate operation, the Hall cell width (the dimension of the Hall cell in the direction of rotor rotation) must be much smaller than the distance between adjacent magnets in the rotor. In a preferred embodiment, the Hall cell operates on only one polarity of magnetic field, thus all of the magnets must have the same magnetic pole facing outward from the dis- ;
tributor shaft. Alternatively, a bipolar Hall cell and two magnets per ~ ~-cylinder can be used.
The circuit 60 is available in a package configuration of .25 inch by .4 inch by eighty thousandths of an inch thick, and the Hall cell sensor is integral therein approximately twenty-five thousandths of an inch from an , outer surface thereof. The Hall cell is approximately ten thousandths of an inch square as noted earlier. The circuit 60 is encapsulated with the other circuit components of Figure 4 to form the module 25, with the circuit 60 ~`
ten thousandths of an inch below the surface 53 of the module 25. This places the Hall cell sensor thirty-five thousandths ~ten thousandths plus twenty-five thousandths) of an inch below the surface 53. Typical spacing between the ~ 20 surface 53 and the outer surface of the magnets 46 is five thousandths o an ;~ inch and, thus, the outer surface of the magnet is approximately forty thousandths of an inch from the Hall cell sensor 52 of the circuit 60 encapsu-~, lated within the module 25.
; Figures 5 through 7 illustrate another form of the rotor of the present invention. Figure 5 illustrates the conventional vacuum advance plate 95, breaker point cam 96, shaft 97 and rotor mounting plate 98 for certain types of current vehicles, such as certain General Motors vehicles. Also shown is the conventional capacitor 99. These distributor assemblies use a cup-shaped rotor ~not shown) which attaches to the top of the rotor mounting plate 98. Inasmuch as the rotor mounting plate 98, the cam 96 and shaft 97 are secured together, and there is no way of mounting the magnets in the existing rotor such that they will pass in close proximity to the Hall cell ; ~ , - . . .. . .
censor when the distributor shaft rot~ ~e ~, a~ ~e~ form of rotor 100 is made in two halves, 101 and 102, to enable the same to be secured about the periphery of the cam 96 and shaft 97. Thus, the conventional rotor is retained. In this embodiment, the cam 96 has six faces and is used with a six-cylinder vehicle. Thus, the rotor 100 includes six magnets 103 mounted in the peri-pheral wall thereof. These magnets may be mounted in the same manner discuss-ed previously, and preferably protrude no more than ten thousandths of an inch or are recessed no more than five thousandths of an inch. Figure 7 shows one section 101 of the rotor 100, and illustrates the aperture 104 which fits over the shaft 97 and hex faces 105 which fit over and are a press fit with the cam 96. The rotor halves 101 and 102 may be secured together in any suit-able manner, as by an adhesive. Locking arrangements for enabling the two ;~ . -halves to lock together upon placement thereof on the cam 96 and shaft 97 may ~
be used. An exemplary material for the rotor 100 is glass-filled nylon inas- ~ ;
much as this rotor does not include any high voltage switching contacts ~such as contacts 48 and 49 of the rotor 45 in Figure 1).
~' As an example of circuit components, other than those described above, used in the system of ~igure 4, the following have been found to be suitable:
Battery 65 Standard 12V vehicle battery ;~ , Resistor 61 125 ohms Resistor 71 2.2 K ohms ~ ~
Resistor 73 80 ohms ~ -Diode 67 6.2 volt Zener Diode 74 22 volt Zener Diodes 85 and 86 140 volt Zeners, each Diode 81 IN4004 The present embodiments of this invention are to be considered in all respects as illustrative and not restrictive, the scope of the invention 3Q being indicated by the appended claims rather than by the foregoing descrip-tion or abstract of the disclosure, and all changes which come within the ~: .
- meaning and range of equivalency of the claims, therefore, are intended to be embraced therein.
,. .. - . :
:.: ~ .... . , . :
.
. .
.: , , : , ~54L~
the pulse generating means. ~ conventional breaker point system cannot be readily converted to any of these systems. The installa-tion of this electronics package involves considerable effort to mount it mechanically and involves considerable modification to the existing vehicle wiring system. Many automotive mechanics are not capable of making the necessary wiring modifications. The time involved to install these systems is typically four to five hours.
The labor cost involved and the fact that ordinary mechanics cannot repair such systems has greatly retarded their acceptance, especi-ally for retro-fit applications, even though vehicle owners accept the fact that such installations would significantly reduce fuel consumption and undesirable exhaust emissions.
The present invention represents a completely new concept in the configuration of electronic ignition systems. At a time when the state-of-the-art has just reached the point where ~ : , electronic pulse generating devices can be installed within the distributor housing, the present invent:ion provides for the installation of the entire electronics circuitry, pulse generating means, amplifier and power transistor swi*ch within the distribu-2Q tor housing. This feature has a substantial impact relative to ~ -the ease with which it can be installed on a vehicle, both in a retro-fit and an original equipment situation. The mechanical installation is identical to installing a new rotor and set of breaker points, somethingthat every automotive mechanic has done :. :
many times. The use of adaptor plates of various configurations ~`-allows the installation of the same module into existing distribu- ~-tor configurations. The additional electrical hook-up involves a single wire being connected to a readily recognizable point in the automotive wiring system. No alterations need to be made to the existing vehicle wiring. No holes or fastening devices need to be added to the vehicle. All initial adjustments and timing are done in the same manner as with conventional breaker point systems. If desired, the electronic system can be removed and the breaker points reinstalled with the same effort as ch~mging a set of breaker points in the conventional system. The entire ~ ~;
s~stem can be installed and adjusted quickly and is a practical system for installation in existing vehicl~s.
The ability to mount the entire system within the dis-tributor housing is made possible by imbedding permanent magnets or "source" elements substantially within the outline dimensions - of the existing rotor. By doing this, none of the available mount-ing space, on the existing distributor breaker plate, is used by the magnetic "source". In conjunction with this, the "sensor", or ; ~-~
~ ,.. -~ :
~ Hall cell, is molded into, and made an integral part of, the ;
.~ ... .
electronics module. These features, combined with micro-miniature :~ :
packaging, make possible the installation of the entire system within the distributor housing.
~ .~ ,, .
Some ignition systems have been described wherein a ~
tIming source and sensor are mounted on a type of adapter plate ; ~-for facilitating the mounting thereof within the distributor.
Examples are found in United States patents No. 3,581,725, No. `~
;~ 3,272,930, and No. 3,660,623.
The present invention provides an improved distributor apparatus and system, and one which can be readily substituted within a conventional distributor for enabling conversion from the standard breaker point assembly to be made quickly and effi-ciently. The present apparatus includes a sensor and all associ-~l ated electronics in a single module connected to a suitable -` adapter plate, and this assembly is directly substituted for the conventional breaker points. A two-wire cable is substituted for ;~ the usual single wire in the conventional ignition system, and provides the switching lead for the primary of the ignition coil -and provides power from the ignition switch of the vehicle to the electronics module~ The bracket of the module which is integrally `
connected to the adapter plate provides a ground return. Further, the apparatus of the present invention includes a new form of .: , . . .
.. . .
~-~s~
rotor substantially idcntical to the existing rotor of a given vehicle, but which includes a plurality of magnets imbedded into it and equally spaced around the periphery thereof. The number of magnets is equal to the number of cylinders of the vehicle.
These magnets operate in conjunction with the sensor to provide timing signals which are a function of rotor position only. The system of the electronic module includes a sensor in the form of a Hall cell, a pulse shaping circuit connected therewith for pro-viding suitably shaped pulses, an amplifier and a solid state power switch which is connected to the primary of the ignition coil.
In replacing the breaker point assembly of a conventional ignition sys~em of a vehicle with the electronics module, it is ;` only necessary to remove the breaker points and the existing rotor, , as well as the wire from the breaker points and the existing rotor.
The sensor and electronics module with the appropriate adapter plate attached thereto is positioned on the existing advance plate ~
of the distributor in direct replacemen1: of the breaker points. - ~`
The existing ignition capacitor is used in the same manner as before, and is connected to the electronics module along with one 1 20 wire of the two-wire cable. The other wire of the two-wire cable is connected to power the electronics module from the ignition switch of the vehicle. Then, the new rotor is merely inserted in the same fashion as is a conventional ro~or, the distributor cap is replaced, and the conversion is complete. The centrifugal and vacuum advance devices of the distributor function in their usual ` manner, and timing likewise is set in a conventional manner. The arrangement of the electronics and sensor module on the adapter plate is such that it can be readily properly positioned and spaced from the magnets of the rotor.
The entire new apparatus and system is disposed within the distributor,and no complex or cumbersome rewiring is neces-sary in accomplishing the conversion. The new form of rotor, which is substantially identical to the standard rotor for a given _ ~ _ ~35~
type of vehicle, but wi*h the addition of the magnets thereto, and the arrangement of the sensor and electronics circuit~y in a single module on an adapter plate allows the present apparatus and system to be mounted entirely within the distributor housing in this simple and efficient manner.
In some cases, as will appear subsequently, the existing rotor is not ; replaced~ but the new form of rotor with magnets is added.
According to the broadest aspect of the invention there is provided a modular assembly for mounting within a conventional distributor for providing timing and switching signals for an ignition coil of an engine, comprising sensor and circuit module means, said module means includ-- ing a sensor and a switching circuit for generating switching signals for an ignition coil of an engine, said module means including first and second power conductors and an output terminal connected with said circuit, and bracket means attached to said module means for enabling said module means to be mounted within a distributor of said engine and for providing a heat sink for said module means, said bracket means including metal tab and plate means with the tab means being physically connected with said module means, said plate means of said bracket means having at least an aperture therein for allowing said plate means to be attached to said distributor.
Figure 1 is an exploded perspective view of a conventional distributor illustrating the manner in which the breaker points and rotor thereof are removed and the assembly of the present invention substituted therefor;
Figure 2 is a top plan view of the distributor with the sensor ~` and electronics module and rotor of the present invention installed therein; ;
Figure 3 is an elevational view of the assembly of Figure 2;
Figure 4 is a circuit diagram of an exemplary circuit of the present ignition system; and Figure 5 is an elevational view of another form of rotor according D ~ 7-6~
to the present invention, and Figures 6 and 7 are additional views thereof.
Turning to Figure 1, a conventional automobile distributor 10 is shown Iwith distributor cap removed and not shown) having a conventional vacuum advance plate 11 disposed therein. A conventional breaker point cam 12 is shown which, in the conventional ignition system, serves to operate a movable breaker point 13 of a breaker point assembly 14. The breaker point assembly 14 also includes a stationary breaker point 15~ and a mounting bracket 16 which normall~ is secured to the advance plate 11 by means of screws 17 and 18. A key pin 16a facilitates proper alignment of the bracket 16 with the plate 11. A capacitor 19 used in the conventional ignition system is shown within the distributor 10, and normally is physically and electrically .~
,.
~, .
7a ~ ~)5~
to the present invention, and Figures 6 and 7 are additional views thereof. -~-Turning to Figure 1, a conventional automobile distributor 10 is shown ~with distributor cap removed and not shown) having a conventional vacuum advance plate 11 disposed ~herein. A conventional breaker point ~ ;
cam 12 is shown which, in the conventional ignition system, serves to operate ~ `
a movable breaker point 13 of a breaker point assembly 14. The breaker point assembly 14 also includes a stationary breaker point 15, and a mounting bracket 16 which normally is secured to the advance plate 11 by means of screws 17 and 18. A key pin 16a facilitates proper alignment of the bracket 16 with the plate 11. A capacitor 19 used in the conventional ignition System is shown within the distributor 10, and normally is physically and , electrically connected to a stud 20 of the breaker point assembly 14 along , with a wire 21 which connects the breaker point assembly 14 to the primary `~ winding of the ignition coil of the vehicle. Also shown in Figure 1 is the conventional rotor 22 which normally is disposed on and keyed to the shaft 23 ~ ;
so as to cause the rotor 22 to rotate in synchronism with the engine speed of ~i the vehicle. The exploded view of Figure 1 illustrates the manner in which the breaker point assembly 14 and the rotor 22 are removed from the distribu~
tor 10 in making the conversion from a breaker point ignition system to that -j 2Q of the present invention.
In this regard, Figure 1 also illustrates the electronic module 25 ' which includes the Hall sensor~ and a suitable adapter plate 26 therefor.
-i The module 25 has a metal tab 25a physically connected thereto, and this tab ~-i is secured to the adapter pla~e 26 by rivets 27 and 28. The tab 25a also , serves as an electrical conductor for connecting the circuit in the module 25 to ground through ~he adapter plate 26 and plate 11. The tab 25a also serves to conduct heat generated in the electronics module to the adap~er plate 26 from which it is dissipated. The adapter plate 26 includes apertures 29 and 30 for enabling the same to be mounted in place of the breaker point assembly ~;
14 by the screws 17 and 18, respectively. In some cases, the aperture 30 and screw 18 are not needed. A key pin 26a facilitates alignment. The sensor and electronics module 25 which will be described in greater detail subse-.
., .;
. , ... ~ , . . . .
5~6~
quently, includes a power input terminal 32 by which operating power is supplied thereto, and an output terminal 33 which is connected to the primary winding of the ignition coil and ignition capacitor. A two-wire cable 35 is provided having a first insulated wire 36 which is connected between the terminal 32 of the module 25 and the ignition switch of the vehicle, and a second insulated wire 37 which is connected between the output terminal 33 of the module 25 and the primary winding of the ignition coil of the vehicle.
A suitable grommet 39 also is provided for allowing the cable 35 to be insert-ed through and be insulated from aperture 40 of the sidewall 41 of the dis- ;
tributor 10 in place of the standard wire 21.
In addition to the foregoing, Figure 1 illustrates the new form of ~ -rotor 45 of the present invention. This rotor is identical to the standard rotor 22 of a given vehicle, with the exception of the addition of equally spaced magnets 46 into the wall 47 thereof. For best performance, these magnets should produce the strongest magnetic field possible. In a preferred - embodiment they are rare earth magnets, such as samarium cobalt magnets manu-factured by Hitachi Magnetics. As will be apparent to those skilled in the , art, the precise form of the rolor will be different for different vehicles inasmuch as different rotor configurations are used conventionally. Another exemplary form of rotor wi71 be discussed later in the discussion of Figures 5 through 7. The rotor 45 ~and also the cam 12) shown in Figure 1 are for ~;
an eight-cylinder vehicle and, thus, eight magnets 46 are equally spaced about the periphery of the wall 47 of the rotor 45. As will be discussed later, these magnets, in combination with a Hall cell sensor in the module 25, serve to provide timing signals as a function of the position of the rotor 45 as the same is rotated by the shaft 23 of the distributor assembly. The rotor 45 includes a radially disposed contact 48 and a center contact 49 the ~
same as the conventional rotor 22 for distr~buting impulses to the eight spark ~ ;
plugs of the engine through ignition wires and the distributor cap (not shown) ~ ~
in a conventional manner. ~`
Figures 2 and 3 illustrate the module 25, cable 35 and rotor 45 installed within the conventional distributor 10. Installation, and, thus, _ 9 _ : ' ' "~.~ ':
- .~ : :
~s~
conversion from the breaker point ignition system, merely involves the removal of the breaker point assembly 14, the standard rotor 22 and the single-wire 21 of the conventional system. The two-wire cable 35 then is inserted through the aperture 40 in the wall 41 of the distributor 10, and the adapter plate 26 attached to the module 25 is secured to the advance plate 11 in direct replacement of the breaker point assembly 14. The adapter plate 26 is secured to the plate 11 by the screws 17 and 18. The wire 50 of the capacitor 19 and the wire 37 of the two-wire cable 35 are attached to the output terminal 33 of the module 25. The wire 36 is attached to the terminal 32 of the module.
The other ends of the wires 36 and 37 are respectively connected to the ignition switch and to the primary of the ignition coil of the vehicle. The rotor 45 is inserted on to the shaft 23, and the distributor cap (not shown) ., is reattached to the distributor 10 in a conventional manner.
.~, The module 25 contains the Hall cell sensor 52 as best seen in ' Figures 2 and 3. In an exemplary embodiment, the sensor and entire electronic ` circuit of the present ignition system are encapsulated in a suitable plastic `~ material to form the module 25. The sensor, in the form of a Hall cell, may be approximately ten thousandths of an inch square and disposed approximately thirty-five thousandths of an inch below the inwardly facing surface 53 of the module 25. The aperture 29 of the adapter plate 26 for the module 25 is -' elongated to enable adjustment of the position of the sensor 52 with respect ; to the periphery of the magnets 46 of the rotor 45. It is desired that the periphery of the magnets 46 be as close as possible to the surface 53 (and, ;~ thus, the sensor 52) to maximize timing accuracy but, of course, they should , not touch. An exemplary spacing between the surface 53 and outer surface of . ~ . .
the magnets is five thousandths of an inch, and a plastic feeler gauge can be used to set this spacing.
The magnets 46 may be disposed within the wall 47 of the rotor 45 ~:
-~ in any suitable manner. For example, these magnets 46 may be epoxied within slots 55 formed in the peripheral wall 47 of the rotor. These magnets likewise may be imbedded or recessed within the wall 47. Typically, the magnets 46 ~-~
are mounted so as not to protrude more than ten thousandths o~ an inch or to ~ -~05~
be recessed more than five thousandths o an inch with presently available rare earth magnets.
The configuration of the adapter plate 26 can be changed to allow the same to readily fit in place of various different breaker point assem-blies 14. That isl it may have a different shape, other apertures, and the like to enable a standard module 25 to be used with different distributors.
In some instances, the plate 26 is omitted and the tab 25a is directly attached to a breaker plate the same as the plate 11 of the distributor being connected. In this case, the original plate 11 is removed from the distribu- ;
tor 10 and discarded, and the breaker plate attached to the tab 25a constitutes both an adapter plate and replacement breaker plate. Likewise, the rotor configuration can be different as are conventional rotors.
Figure 4 illustrates an exemplary circuit or system for use with a Hall cell 52 which is an integral element of circuit 60, and rotor 45 having the magnets 46 thereon. This integrated circuit 60 is similar in function to that shown and described in United States Patent No. 3,581,725, and serves to ~ ;
convert the slow rise and fall time output of the Hall cell to a square pulse train having a ~requency and pulse width over the entire operating speed of the engine down to zero rpm, determined by the timing signals ~rom the Hall '`
cell to, in turn, operate a solid state switch in series with the primary winding of the conventional ignition coil. Figure 4 diagrammatically illus-trates the relationship between the rotor 45 and the Hall cell sensor 52. ; -~
This sensor is a silicon Hall generator included within an integrated circuit i 60. This integrated circuit also includes an amplifier, trigger and output `
,.
stage integrated with its own voltage regulator onto a monolithic silicon ~-:j . '~:
' chip, and may be a Sprague ULS 3006M. -; The integrated circuit 60 receives operating power through a resistor 61 connected to line 72 which is connected to input terminal 32 of ;
the module 25. This terminal 32 is connected through wire 36 to the ignition ,,.:
switch 62 of the vehicle. The circuit 60 is connected to a common conductor ' 63 which, in turn, is connected to ground 64. This ground connection is -~ provided by the tab 25a and adapter plate 26 connected to the advance plate 11 of the distributor 10. 'I'he battery ~12 volt) of the vehicle is indicated at 65 and is connected between ground 6~ and the ignition switch 62 in a conventional manner. A Zener dioe 67 is connected across the circuit 60 by connecting the same between the common connection of resistor 61 and circuit 60 and the common conductor 63.
The circuit 60 includes an output driver stage having a pair of transistors ~only one of which is shown) whose collectors are connected to output terminals. Either one or both of these output terminals may be used ;~
as output terminal 68 of the circuit 60. This output terminal 68 supplies the square pulse train and is connected to the base of a transistor amplifier 70.
The base of the arnplifier 70 is connected through a resistor 71 to line 72 ;which is connected to the terminal 32. The collector of the transistor 70 is connected through a resistor 73 to the line 72. A Zener diode74 is connected ~' between the collector of the transistor 70 and the common line 63. Zener diode 67 isolates the circuit 60 from wide voltage variations and harmful transient spikes which appear on line 72, and Zener diode74 performs a similar function for the transistor amplifier 70.
The emitter of the amplifier 70 is connected to an input terminal 76 of an integrated Darlington power transistor circuit 77. This circuit may be a TRW SVT 6001, and includes a pair of transistors 78 and 79 connected in a Darlington configuration. The emit~er of the transistor 79 is connected to the common conductor 63, and the collectors of the transistors 78 and 79 are connected together and to the common conductor 63, and the collectors of the ~'~ transistors 78 and 79 are connected together and to output terminal 33 of the ~;
! module 25. This terminal 33 is connected by the line 37 to the primary winding 81 of the existing ignition coil 82 of the vehicle. Also shown in series with the winding 81 is the existing ballast resistor of the vehicle which is connected between the other end of winding 81 and the ignition switch by means of the existing vehicle wiring. A pair of Zener diodes 85 and 86 are connected in series between the terminal 76 connected to the base of the transistor 78 and the terminal 33 connected to the collectors of the transis-tors 78 and 79. The existing capacitor 19 normally used with the breaker ~5~;8 point assembly 14 is connected across line 63 and terminal 33, and a diode 87 is connected in parallel between the line 63 and the terminal 33. ~ener diode 85 and 86 clip the voltage generated across the switch 77 when it turns off to maintain the switch 77 within a safe voltage rating and to protect the same from large voltage transients occasioned by the sudden decrease of current in the inductance of the primary winding 81 of the ignition coil 82. Diode 87 protects the switch 77 from reverse voltage resulting from the resonant circuit found by primary winding 81 and capacitor 19 when transistor 77 turns off.
The Hall cell sensor 52 of the circuit 60 provides timing signals as a function of the position of the rotor 45 by virtue of the provision of the magnets 46 on the periphery thereof. These timing signals have a relative-ly slow rise and fall time. The electronics of the circuit 60 function as a pulse shaper for generating square pulses having a frequency and pulse width determined by the signals from the Hall cell sensor 52. The square pulses are necessary to prevent a portion of the energy, stored in the ignition coil7 from being dissipated as heat in transistor 77 rather than being deliver-ed to the spark plug. These pulses are amplified by the amplifier transistor 70, and are applied to the output switch 77. This switch functions to switch , the primary winding 81 of the ignition coil 82. A waveform 90 associated with ~
output terminal 33 illustrates the switching pulses. It should be noted that ~ -~, the ratio between "on" time B and "off" time A is constant with the present system, and is equal to the ratio of the distance between the magnets to the width of the magnets. The waveform of the present system is equivalent to that of an idealized breaker point system over the entire operation speed range of the engine.
Considering the circuit operation in more detail, when one of the magnets is in close proximity to the Hall cell, the output transistor(s), connected to terminal 68, are turned on, pulling the voltage at the base of ;~
transistor 70 to the ground potential 64. This turns transistor 70 off and, thus, turns off Darlington power switch 77. The resultant interruption of current flow in the primary winding 81 of ignition coil 82 causes a high voltage to be generated in the secondary winding. When the magnet moves away . ~ .
.~ --: : , . . :
:.. , , , . , , :
, , : i .
:~05~
from the ~lall cell, the output transistor turns off, base current is supplied -~ to transistor 70 through resistor 71 and transistors 70 and 77 turn on again.
~hen the next magnet comes into proximity with the llall cell sensor, the cycle is repeated. For accurate operation, the Hall cell width (the dimension of the Hall cell in the direction of rotor rotation) must be much smaller than the distance between adjacent magnets in the rotor. In a preferred embodiment, the Hall cell operates on only one polarity of magnetic field, thus all of the magnets must have the same magnetic pole facing outward from the dis- ;
tributor shaft. Alternatively, a bipolar Hall cell and two magnets per ~ ~-cylinder can be used.
The circuit 60 is available in a package configuration of .25 inch by .4 inch by eighty thousandths of an inch thick, and the Hall cell sensor is integral therein approximately twenty-five thousandths of an inch from an , outer surface thereof. The Hall cell is approximately ten thousandths of an inch square as noted earlier. The circuit 60 is encapsulated with the other circuit components of Figure 4 to form the module 25, with the circuit 60 ~`
ten thousandths of an inch below the surface 53 of the module 25. This places the Hall cell sensor thirty-five thousandths ~ten thousandths plus twenty-five thousandths) of an inch below the surface 53. Typical spacing between the ~ 20 surface 53 and the outer surface of the magnets 46 is five thousandths o an ;~ inch and, thus, the outer surface of the magnet is approximately forty thousandths of an inch from the Hall cell sensor 52 of the circuit 60 encapsu-~, lated within the module 25.
; Figures 5 through 7 illustrate another form of the rotor of the present invention. Figure 5 illustrates the conventional vacuum advance plate 95, breaker point cam 96, shaft 97 and rotor mounting plate 98 for certain types of current vehicles, such as certain General Motors vehicles. Also shown is the conventional capacitor 99. These distributor assemblies use a cup-shaped rotor ~not shown) which attaches to the top of the rotor mounting plate 98. Inasmuch as the rotor mounting plate 98, the cam 96 and shaft 97 are secured together, and there is no way of mounting the magnets in the existing rotor such that they will pass in close proximity to the Hall cell ; ~ , - . . .. . .
censor when the distributor shaft rot~ ~e ~, a~ ~e~ form of rotor 100 is made in two halves, 101 and 102, to enable the same to be secured about the periphery of the cam 96 and shaft 97. Thus, the conventional rotor is retained. In this embodiment, the cam 96 has six faces and is used with a six-cylinder vehicle. Thus, the rotor 100 includes six magnets 103 mounted in the peri-pheral wall thereof. These magnets may be mounted in the same manner discuss-ed previously, and preferably protrude no more than ten thousandths of an inch or are recessed no more than five thousandths of an inch. Figure 7 shows one section 101 of the rotor 100, and illustrates the aperture 104 which fits over the shaft 97 and hex faces 105 which fit over and are a press fit with the cam 96. The rotor halves 101 and 102 may be secured together in any suit-able manner, as by an adhesive. Locking arrangements for enabling the two ;~ . -halves to lock together upon placement thereof on the cam 96 and shaft 97 may ~
be used. An exemplary material for the rotor 100 is glass-filled nylon inas- ~ ;
much as this rotor does not include any high voltage switching contacts ~such as contacts 48 and 49 of the rotor 45 in Figure 1).
~' As an example of circuit components, other than those described above, used in the system of ~igure 4, the following have been found to be suitable:
Battery 65 Standard 12V vehicle battery ;~ , Resistor 61 125 ohms Resistor 71 2.2 K ohms ~ ~
Resistor 73 80 ohms ~ -Diode 67 6.2 volt Zener Diode 74 22 volt Zener Diodes 85 and 86 140 volt Zeners, each Diode 81 IN4004 The present embodiments of this invention are to be considered in all respects as illustrative and not restrictive, the scope of the invention 3Q being indicated by the appended claims rather than by the foregoing descrip-tion or abstract of the disclosure, and all changes which come within the ~: .
- meaning and range of equivalency of the claims, therefore, are intended to be embraced therein.
,. .. - . :
:.: ~ .... . , . :
Claims (9)
PROPERTY OR PRIVILEGE IS CLAIMED ARE DEFINED AS FOLLOWS:
1. The modular assembly for mounting within a conventional distributor for providing timing and switching signals for an ignition coil of an engine, comprising sensor and circuit module means, said module means including a sensor and a switching circuit for generating switching signals for an ignition coil of an engine, said module means including first and second power conduc-tors and an output terminal connected with said circuit, and bracket means attached to said module means for enabling said module means to be mounted within a distributor of said engine and for providing a heat sink for said module means, said bracket means including metal tab and plate means with the tab means being physically connected with said module means, said plate means of said bracket means having at least an aperture therein for allowing said plate means to be attached to said ditributor.
2. An assembly as in claim 1 and further including a rotor means similar in configuration and construction to the rotor for a conventional distributor, said rotor means having magnets imbedded in a cylindrical wall of said rotor means.
3. An assembly as in claim 1 and further including a rotor means com-prising a plurality of cooperatively mating sections said sections being positionable on the rotary member of said distributor and having an inner surface configuration for mating and keying with said rotary member.
4. An ignition assembly for use in a distributor of a vehicle compris-ing sensor and circuit module means, said module means including a Hall cell sensor and circuit for generating switching signals for an ignition coil of a vehicle, said module means including first and second power conductors and an output terminal connected with said circuit, plate means for said module means for enabling said module means to be mounted within a distributor of a vehicle, one of said power conductors of said module means being electrically connected to said plate means, said plate means comprising a plate having at least an aperture therein for allowing said plate to be attached to a member of a distributor to which a conventional breaker point assembly normally is attach-ed, electrical conductor means coupled with said second power conductor and said output terminal of said module means for enabling respective connection with a power source of a vehicle and an ignition coil of a vehicle, and rotor means for connection with a rotary member of said distributor for rotating said rotor means in synchronism with engine rotation of a vehicle, said rotor means comprising a wall having disposed therein a plurality of spaced per-manent magnets having outer surfaces for movement closely contiguous with the sensor of said module means.
5. An assembly as in claim 4 wherein said rotor means is similar in configuration and construction to the rotor for a conventional distributor, and said magnets being imbedded in a cylindrical wall of said rotor means.
6. An assembly as in claim 4 wherein said rotor means comprises a plurality of cooperatively mating sections, said sections being positionable on said rotary member of said distributor and having an inner surface con-figuration for mating and keying with said rotary member.
7. A module assembly for mounting within a conventional distributor for providing timing and switching signals for an ignition coil of a vehicle, comprising sensor and circuit module means, said module means including a Hall cell sensor and circuit for generating switching signals for an ignition coil of a vehicle, said module means including first and second power con-ductors and an output terminal connected with said circuit, and plate means attached to said module means for enabling said module means to be mounted within a distributor of a vehicle, (Claim 7 continued) one of said power conductors of said module means being electri-cally connected to said plate means, said plate means comprising a plate having at least an aperture therein for allowing said plate to be attached to a member of a distributor to which a conventional breaker point assembly normally is attached.
8. A method of converting a conventional breaker point ignition system of the distributor of a vehicle to an electronic sensor and switching signal system wherein the distributor includes a breaker point assembly, rotor, and electrical conductor connected with the breaker point assembly, comprising the steps of removing said rotor from said distributor, removing said breaker point assembly and conductor from said distributor, positioning a sensor and circuit module means, including a Hall cell sensor and circuit for generating switching signals for an ignition coil, in place of said breaker point assembly, said module means including a power terminal and an output terminal, inserting cable means into said distributor, said cable means having two conductors, connecting one of said conductors between said power terminal of said module and a power source of said vehicle, and connecting the other of said cables between the output terminal of said module means and an ignition coil of said vehicle, and positioning rotor means having a wall with a plurality of spaced permanent magnets on a rotary shaft of said distributor, and adjusting the sensor of said module means to be closely con-tiguous to but out of contact with the outer surface of said magnets.
9. An ignition apparatus for a vehicle, wherein said ignition apparatus includes a distributor having a rotary member rotated in synchronism with engine rotation of said vehicle and (claim 9 continued) having a breaker plate disposed therein, said ignition apparatus including an ignition coil for the spark plugs of said vehicle, the improvement comprising sensor and circuit module means mounted within said distributor, said module means including a Hall cell censor and circuit for generating switching signals for the ignition coil of said vehicle, said module means including first and second power conductors and an output terminal connected with said circuit, bracket means attached to said module means, one of said power conductors of said module means being electrically connected to said bracket means, said bracket means comprising a plate secured to said breaker plate of said distributor and said plate of said bracket means having at least an aperture therein for allow-ing said plate of said bracket means to be adjusted with respect to the rotary member of said distributor, electrical conductor means coupled with said second power conductor and said output terminal of said module means, said electrical conductor means including cables respectively con-nected to a power source of said vehicle and to said ignition coil, and rotor means coupled with said rotary member of said distributor, said rotor means comprising a wall having disposed therein a plurality of spaced permanent magnets having outer surfaces for movement closely contiguous with the sensor of said module means.
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| US463853A US3906920A (en) | 1974-04-25 | 1974-04-25 | Ignition apparatus and system |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CA1054668A true CA1054668A (en) | 1979-05-15 |
Family
ID=23841573
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CA219904A Expired CA1054668A (en) | 1974-04-25 | 1975-02-12 | Ignition apparatus and system |
Country Status (4)
| Country | Link |
|---|---|
| US (1) | US3906920A (en) |
| JP (2) | JPS50139236A (en) |
| CA (1) | CA1054668A (en) |
| DE (2) | DE2509759C3 (en) |
Families Citing this family (29)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US3989023A (en) * | 1974-06-07 | 1976-11-02 | Eltra Corporation | Triggering rotor and sensor assembly |
| US4061938A (en) * | 1975-06-20 | 1977-12-06 | Matsushita Electric Industrial Co., Ltd. | Device for generating electrical pulses in response to shaft rotation |
| US4036197A (en) * | 1975-11-03 | 1977-07-19 | Beshore Craig S | Automotive ignition distributor conversion means |
| JPS5296137U (en) * | 1976-01-16 | 1977-07-19 | ||
| JPS5717093Y2 (en) * | 1976-02-23 | 1982-04-09 | ||
| US4089316A (en) * | 1976-04-05 | 1978-05-16 | Motorola, Inc. | Adjustable rotary position sensor for electronic spark timing control |
| US4086894A (en) * | 1976-07-06 | 1978-05-02 | Motorola, Inc. | Rotary direction sensor for engine ignition control |
| US4128091A (en) * | 1976-11-18 | 1978-12-05 | Chrysler Corporation | Hall effect electronic ignition controller with programmed dwell and automatic shut-down timer circuits |
| DE2716510C3 (en) * | 1977-04-14 | 1981-12-10 | Robert Bosch Gmbh, 7000 Stuttgart | Exchange kit for ignition distributors with a contactless transmitter for the ignition of internal combustion engines |
| JPS53165126U (en) * | 1977-05-31 | 1978-12-25 | ||
| JPS5851415Y2 (en) * | 1977-05-31 | 1983-11-22 | 三菱電機株式会社 | Engine ignition power distributor |
| US4165726A (en) * | 1977-10-05 | 1979-08-28 | Chrysler Corporation | Low mass breakerless ignition distributor |
| JPS55500056A (en) * | 1978-01-12 | 1980-02-07 | ||
| JPS54112931U (en) * | 1978-01-27 | 1979-08-08 | ||
| JPS54113734A (en) * | 1978-02-24 | 1979-09-05 | Hitachi Ltd | Contactless type distributor |
| FR2437506A1 (en) * | 1978-09-29 | 1980-04-25 | Thomson Csf | ANGULAR POSITION SENSOR FOR INTERNAL COMBUSTION ENGINE EQUIPPED WITH ELECTRONIC IGNITION SYSTEM |
| US4315493A (en) * | 1978-11-16 | 1982-02-16 | Mitsubishi Denki Kabushiki Kaisha | Internal combustion engine ignition device |
| JPS5566663A (en) * | 1979-06-29 | 1980-05-20 | Mitsubishi Electric Corp | Ignition device for engine |
| DE2935412A1 (en) * | 1979-09-01 | 1981-03-19 | Robert Bosch Gmbh, 7000 Stuttgart | CONTACTLESSLY CONTROLLED COIL IGNITION SYSTEM FOR INTERNAL COMBUSTION ENGINES |
| US4315487A (en) * | 1979-10-17 | 1982-02-16 | Wyatt Sr James W | Method and apparatus for modifying the ignition system of multi-cylinder engines |
| DE3018787A1 (en) * | 1980-05-16 | 1981-11-26 | Robert Bosch Gmbh, 7000 Stuttgart | CONTACTLESSLY CONTROLLED COIL IGNITION SYSTEM FOR INTERNAL COMBUSTION ENGINES |
| DE3328951A1 (en) * | 1983-08-11 | 1985-02-28 | Telefunken electronic GmbH, 7100 Heilbronn | ELECTRONIC IGNITION SYSTEM |
| DE3616693A1 (en) * | 1986-05-16 | 1987-11-19 | Bosch Gmbh Robert | IGNITION DISTRIBUTOR WITH HALL SENSOR FOR IGNITION DEVICES OF INTERNAL COMBUSTION ENGINES |
| DE3807792A1 (en) * | 1987-02-20 | 1988-09-22 | Mitsubishi Electric Corp | Ignition distributor for an internal-combustion engine |
| US5167214A (en) * | 1991-04-11 | 1992-12-01 | Pertronix, Inc. | Push rod-actuated engine ignition apparatus |
| US5402761A (en) * | 1993-11-12 | 1995-04-04 | Dechellis; Anthony | Engine timing plate |
| US5513617A (en) * | 1994-12-08 | 1996-05-07 | Bass; Charles D. | Breakerless ignition system for internal combustion aircraft engines |
| JP2001308566A (en) * | 2000-04-26 | 2001-11-02 | Auto Network Gijutsu Kenkyusho:Kk | Cooling structure of control unit for vehicle |
| WO2021257414A1 (en) | 2020-06-17 | 2021-12-23 | Plummer Duram | System and method for independently controlling firing of individual internal combustion engine cylinders at least partly with engine position sensor |
Family Cites Families (8)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US3241538A (en) * | 1962-09-08 | 1966-03-22 | Philips Corp | Electronic ignition system |
| GB1083551A (en) * | 1963-07-10 | 1967-09-13 | Hitachi Ltd | Contactless ignition devices |
| US3272930A (en) * | 1963-09-18 | 1966-09-13 | Holley Carburetor Co | Magnetic pulse generator ignition distributor |
| JPS4113605Y1 (en) * | 1964-09-26 | 1966-06-27 | ||
| US3820521A (en) * | 1971-11-11 | 1974-06-28 | Lucas Industries Ltd | Vehicle ignitions systems |
| US3822686A (en) * | 1972-07-24 | 1974-07-09 | M Gallo | Auto ignition system |
| US3783314A (en) * | 1972-12-20 | 1974-01-01 | Ford Motor Co | Signal generating mechanism |
| US3853108A (en) * | 1973-03-12 | 1974-12-10 | Solitron Devices | Solid state ignition |
-
1974
- 1974-04-25 US US463853A patent/US3906920A/en not_active Expired - Lifetime
-
1975
- 1975-02-12 CA CA219904A patent/CA1054668A/en not_active Expired
- 1975-03-06 DE DE2509759A patent/DE2509759C3/en not_active Expired
- 1975-03-06 DE DE19757507026U patent/DE7507026U/en not_active Expired
- 1975-03-14 JP JP50031743A patent/JPS50139236A/ja active Pending
-
1982
- 1982-04-26 JP JP1982061016U patent/JPS6024947Y2/en not_active Expired
Also Published As
| Publication number | Publication date |
|---|---|
| JPS50139236A (en) | 1975-11-07 |
| US3906920A (en) | 1975-09-23 |
| DE2509759C3 (en) | 1978-10-05 |
| DE2509759A1 (en) | 1975-11-06 |
| JPS57202753U (en) | 1982-12-23 |
| JPS6024947Y2 (en) | 1985-07-26 |
| DE7507026U (en) | 1979-02-08 |
| DE2509759B2 (en) | 1978-02-09 |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| CA1054668A (en) | Ignition apparatus and system | |
| CA1076194A (en) | Signal generating mechanism | |
| US3910243A (en) | Electronic spark timing advance and emission control system | |
| US4095576A (en) | Dwell time control system | |
| US4024458A (en) | Electrical signal generating system | |
| US3941110A (en) | Ignition system for internal combustion engines | |
| US5239973A (en) | Ignition apparatus for an internal combustion engine | |
| US3328614A (en) | Breakerless ignition control unit | |
| US4611570A (en) | Capacitive discharge magneto ignition system | |
| US3390668A (en) | Electronic ignition system | |
| US3948239A (en) | Signal generator for use in a breakerless ignition system for an internal combustion engine | |
| US3370190A (en) | Electromagnetic pickup device | |
| US4176643A (en) | Pulse generating and distributing circuits for internal combustion engines or the like | |
| US3783314A (en) | Signal generating mechanism | |
| JPH0421013Y2 (en) | ||
| US4245601A (en) | Internal combustion engine speed ignition spark advance system | |
| US4509495A (en) | Ignition coil for a multi-cylinder internal combustion engine | |
| US3675635A (en) | Electronic ignition device for internal combustion engines | |
| US4606323A (en) | Magneto for ignition system | |
| JPH11507426A (en) | Ignition device | |
| US3517655A (en) | Capacity-discharge electronic ignition apparatus for internal combustion engines | |
| GB1458731A (en) | Ignition apparatus for internal combustion engine | |
| GB1104957A (en) | Electromechanical generator for use in an electronic ignition system | |
| US3289020A (en) | Ignition distributor | |
| GB2028511A (en) | Indicating stages of an operating cycle |