DD154232A5 - DEVICE FOR GENERATING THE FOREIGN DELIVERY OF A COMBUSTION ENGINE - Google Patents

Abstract

Device for generating external ignition in an internal combustion engine, in which spark is formed at the spark plugs by a high-voltage pulse of generally 20 kV and then maintained by a DC voltage of in general 3 kV. In one embodiment, the DC voltage is generated from a 12 volt source by a DC-DC converter, wherein the converter can generate a substantially constant voltage regardless of the current drain through the generated spark within certain limits. The converter can also stop its operation in case of an output short circuit. The converter is described as being connected to a lean burn PROCO engine with the result that only one spark plug per cylinder is required. In another embodiment, the DC continuous voltage is taken directly from a conventional AC generator driven by the motor.

Description

Device for generating external ignition of an internal combustion engine

Area of application of the Br.findungs

The invention relates to improvements to and with respect to a device for generating spark ignition of an internal combustion engine _s, and relates in particular, though not exclusively, to engines for motor vehicles.

Characteristic, the 'known technical solutions ι

As is known, the electric sparks conducted to the spark plugs of an internal combustion engine are usually generated by means of an ignition coil whose high-voltage secondary winding is connected to the spark plug of the engine through a distributor, and if the primary winding of the coil is connected to a high-voltage source, and Although a 12-volt Bafcterie or a motor-driven alternator system, a motor-operated circuit breaker, namely a mechanical breaker, generates breaks in the current flowing to the primary winding of the coil, and as a result, high-voltage pulses are generated in the secondary winding. which arrive at the spark plugs _e

Considerable research has been done to improve fuel economy and to reduce exhaust emissions from internal combustion engines. Have efforts been made to develop an engine _? the satisfactory, with a leaner ratio of fuel and air, that the. Cylinders of the engine pulls • runs, runs. Due to such a leaner fuel

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Air ratio, the fuel consumption is reduced, but it has the disadvantage that the fuel / air mixture with a conventional spark-ignition system is difficult to ignite. The higher air to fuel ratio also increases the likelihood that nitrogen-containing fuel components will be converted by combustion into nitrogen oxides, which will be referred to as NO thereafter. Such NO products

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It is difficult to remove from the exhaust of the engine as would be required if the engine were to comply with harmful emissions regulations.

In order to reduce NO emissions, recent research has focused on exhausting engine exhaust into the engine cylinder to reduce the ratio of fuel and air in the engine exhausted mixture while maintaining a lean fuel content in the mixture. Such exhaust gas recirculation, hereinafter referred to as SGR, reduces the NO emissions, but also reduces the combustion temperature and makes the combustible mixture in the engine cylinders even more difficult to ignite.

A variety of proposals have been made to eliminate the difficulties encountered in igniting a lean fuel / air mixture. Sine solution provides for such a redesign of the engine that a so-called stratified charge is generated in the cylinders layered charge, a fuel / air mixture has a non-uniform spatial fuel distribution within the cylinder, so that a higher fuel concentration in the vicinity of the

When spark ignition occurs, combustion is more likely to take place in the relatively high concentration of fuel near the spark plug, and the resulting heat of combustion causes combustion to become leaner in the other parts of the engine One example of a stratified charge engine is described in "A New Conceit of Stratified Charge Combustion - The Fora Combustion Process (FCP)" (A New Concept of Stratified Charge Combustion - The Ford Combustion Process). SAE ~ Article No. ₀ 680041 j January 1968>. This engine was developed into the PROCO engine described in "The Ford PEOCO Engine U pdate" -SAB Article · Wr. 780699, Aug. 19-8. Man. It will be noted that in contrast to the FCP engine, the PROCO engine is equipped with an EGR system to reduce HO exhaust emissions. "In addition, two spark plugs per cylinder are required in the EGR assisted PIiOCO engine to achieve satisfactory combustion , thus revealing the further difficulties that arise in triggering the ignition of a lean mixture of combustion when EGR is applied. It will be appreciated that _s a complex distributor is required when two spark plugs per cylinder and the overall cost of the ignition system all are appreciably higher. Another problem that arises from the use of two spark plugs per cylinder is that the design of the PROCO engine can only be used with large engine strokes of almost 5 liters or more. "There is not enough room in the smaller engine room. Cylinder head for accommodating spark plugs and valves and injectors required for this type of engine <,

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Another proposal for the ignition of a fuel / air mixture is made in Birchenough, US Pat. No. 4-0033,316, and relates to an arrangement in which a high voltage DC source is connected to the secondary winding of an ignition coil in such a manner connected in series is that the spark generated by the conventional operation of the coil is maintained. Thus spark ignition in the cylinder is triggered by a typical 20 kV pulse conventionally generated by interrupting the current flow in the primary winding of the coil, and the spark is then excited by a high voltage of about 2 to 4 kV of the same. High voltage DC power source, which is connected in series with the secondary winding of the coil, maintained in a manner which is largely analogous to the manner in which a welding arc is generated by a high voltage pulse and maintained by a DC voltage of lower voltage. It is well known that a single-fired arc can be sustained by a voltage less than that used to ignite the arc.

Birchenough states that the voltage required to maintain the spark is generally constant, and that the voltage-current characteristic of the DC generator should be such that a constant current is supplied to the spark.

The circuit shown in FIG. 2 of Birchenough US-IB obtains this state by virtue of the fact that the DC generator has been set up so as to produce an output voltage.

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Current characteristic, j-which is defined by a curve for which a reduced output voltage leads to a higher current, the maximum current at low voltage being limited by the output impedance of the direct current generator.

In practice it has been found 'that required for the maintenance of the arc voltage, although generally having a constant average value, but also temporarily fluctuates, wherein during the Vex ^l these fluctuations bremiungsbedingungen at high EGE, high compression high gas swirl rates within the Cylinder and combustion of extremely lean fuel mixtures. During such a transient fluctuation, both a relative 'high' voltage and a relatively high current may be required to maintain the spark. However, Birchenough's DC generator provides a relatively low voltage at 'high current levels and will therefore only sustain the spark during such transient conditions when the DC generator is designed more powerful and therefore is not efficient for most of its use.'

Another problem arises with the Birchenough DC generator in the event of a short circuit at the spark plug or at the output of the generator. Such a short circuit condition may occur when a technician checks the operation of the ignition circuit. It is common practice to contact the lead of the spark plug with the engine to see if a spark is leaking from the end of the lead. While

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Such a check can easily cause a short circuit at the output of the DC generator. Now, the Birchenough DC generator has a free-running oscillator which drives a step-up transformer whose output is applied to a diode and capacitor circuit which acts as a rectifier and voltage multiplier to produce a high voltage DC output at the output capacitor. If a short circuit occurs at the output, the DC generator operates to pump a high current into the short circuit. As a result, the oscillator will overheat and possibly fail. Birchenough's circuit is therefore dangerous to 'service technicians' If a technician accidentally touches the high voltage lead of the spark plug to cause a short circuit, the DC generator will pump a heavy current into the short circuit with dangerous consequences for the technician *

Another problem with the circuit proposed by Birchenough is that substantial erosion rates of the electrodes of the spark plugs and the electrodes of the manifold and its associated rotor arm are produced by the operation of the high voltage DC power source. This problem is particularly serious when the of. Power supplied to the DC generator is selected so high that the spark during combustion at high BGR Geschwin ickkeite'n and strong swirling of the combustion gas is to be maintained for a lean fuel combustion mixture.

Another problem arising from the Birchenough circuit is that the output capacitor of the DC

--.regs remains charged for quite a long time after the circuit is switched off. »So a technician, if he touches the output of the ignition circuit even after switching off the circuit, still get an electric shock.

Target of _M % _M %

The object of the invention is based on a ₅ verhessei · - tes ignition system for an internal combustion engine for lean to provide "

Another object of the invention relates to an ignition system that results in satisfactory combustion in an EGE-equipped internal combustion engine

A further object of the invention is development of an ignition system in which the .erzeugten through the spark plug sparks are triggered by the conventional operation of an ignition coil and then maintained by the use of a DC generator _v the provision, wherein the DC generator is arranged so that it also the sparks during the above-mentioned transient endurance and current fluctuations can be maintained «.

Another object of the invention is to provide such a direct current generator which has no high current. pumps the initial short circuit and is much less likely to

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dangerous electrical shocks at maintenance technicians.

Another object of the invention relates to a stratified charge combustion engine having an EGR system, wherein an ignition system includes only one spark plug per engine cylinder.

Yet another object of the invention is to provide an EROGO engine with an ignition system that includes only one spark plug per cylinder.

And one more task. The invention relates to an ignition system that enables the construction of smaller PKOOO engines,

Explanation of the essence of the invention s

In one aspect, the invention relates to the provision of a spark ignition engine of an internal combustion engine in which sparks are generated at the spark plugs by an electrical impulse and subsequently maintained by the use of a DC generator which supplies a continuous voltage to the engine. The generator is characterized in that it is designed to generate a substantially constant voltage over a certain range of current levels supplied by it to maintain the spark and to stop it from sustaining the sparking process in the case _s that thereby passed to the spark plug a

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certain maximum value is exceeded. The DC generator offers the advantage that, because its voltage remains substantially constant, the generator can sustain the sparks even under conditions of high BGR, gas turbulence and extremely economical combustion. "If the spark requires a transient current, it can to supply the voltage of the generator without the voltage dropping below the arc endurance _e

There. the generator will also stop working when the current exceeds a certain maximum, the generator will not pump a high current into a short circuit, and thus the dangers for the maintenance technician who inadvertently touches the spark plug leads are greatly reduced even in the event of an output short circuit the generator does not overheat or fail ",

In accordance with a preferred feature of the invention, the DC generator develops its output voltage through a capacitor which is parallel-connected by resistive elements so that the capacitor can discharge when the generator is out of service. In this way, the capacitor will dissipate the charge which could otherwise result in an electric shock to the service technician.

According to another aspect, the invention provides a device for generating spark ignition in an internal combustion engine, in which the spark duration spark generated by the direct current generator is provided

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has a selectively variable value, the value being variable depending on the operating parameters of the engine and the advantage being that relatively high punk energies can only be used for extreme combustion conditions and lower spark energies can be applied at other times, so that erosion electrode of the spark plug is reduced «·

According to another aspect of the invention, there is provided an improved ignition system for a stratified-charge lean-burn internal combustion engine, especially, but not limited to, a HOCO engine in which the sparks on the spark plugs in the combustion chambers of the engine are electrical According to this aspect of the invention, only one spark plug per combustion chamber is provided, since according to the invention a satisfactory ignition is achieved with only one spark plug can, without the fuel economy would be reduced and with an improvement in terms of a lower pollution of the exhaust gas is achieved. In addition, the invention allows the stratified charge engine to operate at higher EGR speeds without having to run quite hard,

Implementation example ;

Other features, objects and advantages of the invention will be apparent from the following description, which

explanatory example with reference to the accompanying drawings.

In the drawings represent;

1 is a schematic diagram of a device for generating spark ignition according to the invention.

Fig. 2 is a more detailed view of the circuit diagram of a DC generator of Pig «1;

Fig. 3 shows the operation of the DC generator typical Wellenfortien, Fig. 3a shows the current in the primary winding of the transformer T1 of Fig. 2? ? Ig _e 33 is a view of the current induced in the secondary winding of the transformer voltage ΤΛ 3; Fig. 3G represented the characteristic of the generator 7 voltage »current output

Fig. 4 shows a modification of the device of Figs. 1 and 2, in which the voltage generated by the generator 7 is controlled in dependence on the operating parameters of the engine to reduce spark erosion

Fig. _{6 shows} 5 to 7 alternative arrangements of the circuit of Fig. 4i

Fig. 8 is a schematisch.es diagram of an arrangement that makes it _possible} that a separate inductor in series

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~ 12 -

with the spark plugs we switched & i

9 shows a schematic arrangement which allows the use of the DC generator as an auxiliary unit for a conventional ignition system?

3 thirty _e 10 is a sectional view of a cylinder of a PROGO-Motorsj

Figure 11 i is a schematic plan view of the cylinder head of the PrOOo-Motorsj

Fig. 12 is a schematic sectional view of a PRGCO engine adapted for an ignition system according to the invention and having only one spark plug per cylinder

e 13 is a schematic diagram of another example of the invention using a conventional alternator.

In Fig. 1, there is shown a spark pulse generator comprising an ignition coil 1 having the primary winding 1a and the secondary winding 1b, a current controller 2 which controls a low-voltage current flowing in the primary winding, and a motor-driven spark timer control means 3 the current control device 2 drives. The flow control device 2 is adapted to provide a rapid rate of change of the

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in the 'primary winding 1a can cause existing current flow in function of the operation of the timer control device 3, so that in the secondary winding 1b, a high voltage pulse of about 20 to 40 kV induced «This high voltage pulse can cause the spark ignition in an internal combustion engine, and the pulse is a , Distributor 4, which may be one of the known types to those in the cylinders of the engine. (not shown) mounted spark plugs 5 applied

The flow control device 2 and the timing device 3 may consist of a conventional interrupter actuated by a squat in the manifold 4 which switches a 12 volt current from the conventional battery / alternator assembly (not shown) of the engine on line 6 Alternatively, the current regulating device may be a semiconductor switch which operates to discharge a capacitor through the primary winding 1a. Also, the spark timing control device 3 may be composed of a semiconductor device which is capable of interrupting the current flow and causing a rapid rate of change of the current in the primary winding 1a known photoelectric, infrared or similar detector, which responds to the angular rotation position of the motor

Thus, when the spark generator is operated, high voltage pulses are generated in the secondary winding 1b of the coil in response to the successive operations of the spark timing controller 3, which pulses are successively applied to one of the spark plugs 5 through the manifold 4 to sequentially fire sparks in one to produce the cylinder and

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Ignite by the air-fuel mixture in the cylinders.

In addition, a DC generator 7 is provided, which is connected in series with the secondary winding 1b. The generator 7 applies to the spark plugs 5 a DC voltage, through which a spark on the spark plugs can be maintained., After the high voltage generated by the action of the circuit 2 HochspannuDgs spark trigger pulse has dropped to a fourth 'through which the spark is no longer maintained can be. The DC generator 7 includes a DC-DC converter, which has a nominal high voltage output of 3 kV. The generator 7 produces a rectified DC output in line 8 which is passed through the secondary winding 1b of the coil to the distributor 4 and consequently to the spark plugs 5. The magnitude of the output voltage of the generator 7 is thus that a spark is maintained at one of the spark plugs 5 but not ignited, and the generator per se is capable of producing a steady state voltage of such magnitude. Once the spark has been ignited by a high voltage pulse generated by the power controller 2, the spark can be maintained by a slightly lower voltage and the DC generator 7 is able to provide such a sustained voltage. The fact that the spark duration current is supplied by a separate generator 7 offers the advantage that much stronger spark currents can be formed over longer periods of time, resulting in a better. Fuel combustion and improved fuel economy and / or exhaust emission reduction

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In the forms of the invention described herein, the generator 7 develops a continuous output voltage, and each spark is ignited either by the work of the distributor interrupting the applied continuous voltage and applying it to a succeeding spark plug, or by the increased gas pressure in Cylinder is generated by the spark-triggered combustion, deleted. The increased gas pressure represents an increased electrical impedance for the arc generated between the spark plug electrodes, and the voltage level generated by the generator 7 may be selected so that the increased gas pressure will cause the spark to automatically extinguish when the gas pressure drops to one certain altitude is increased, indicating that "satisfactory combustion has taken place in the cylinder, so when a certain pressure level has been reached in the cylinder, the voltage generated by the generator 7 is no longer sufficient to sustain the spark that the spark extinguishes automatically »

In another arrangement, the DC generator 7 is turned off and turned on again to clear the spark »

Because the generator 7 is per se capable of producing a continuous high voltage output, the period in which the generator 7 can be switched so can that he Lie the spark duration voltage to the sparks, fert, regardless of the characteristics of the circuit of Generator 7 can be selected, and thus the duration of the Ausgarigsspaanung be chosen for example so that they are a few milliseconds, up to a practically Unbe-

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limited time is. By this arrangement, the spark duration can be controlled independently of the characteristics of the circuit, and the current passing through the arc created at the spark plug can be maintained substantially constant throughout the period in which the popping is sustained by the voltage of generator 7 §-. to hold. Therefore, by the system of the present invention, it is possible to expand the dot duration and increase the energy, thereby improving engine combustion

The DC-DC reverse conversion circuit of the generator 7 will be explained in more detail below with reference to FIG. The circuit of the generator 7 is shown within a dashed outline and its connections to the rest of the ignition circuit are shown Bchematically. The circuit has an oscillator stage 9 which drives a step-up transformer T1 whose output is connected to a voltage multiplier and rectifier stage 10 is directed.

The oscillator stage 9 is driven by the 12 volt low voltage line 6 through an interference filter circuit comprising the capacitors 01 to C3 and an inductor L1. The filter circuit prevents disturbing transients in line 6 disturb the oscillator condition of the oscillator stage 9. The transformer T1 has a primary winding with the winding sections 11a, 11b and a center tap CT, a negative feedback winding 12, a secondary winding 13, and a saturable one. Core 14 · »Transistors TR1 and TR2 can control the current flowing from rail 6 into prioic winding sections 11a and _e '11b, respectively

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Based on the transistors receives a derived from the negative feedback winding 12 circuit voltage by a bias resistor RI and the diodes D1 and D2 »

The operation of the oscillator will be described below with reference to the waveform diagrams of FIGS. 3A and 3B. 33 described, is a condition that the transistor TR1 is conductive _B A current flows from line 6 through the winding portion 11a from the center tap CT, wherein the current is substantially linear mit.einer Geschwin, -, 'builds up speed substantially by the Inductance of the winding section 11a is determined; "The resulting current increase in the dimming section 11a is shown at 15 in Fig. 3-A-. The purpose of this substantially constant rate of change of current in the winding is to induce in the feedback loop a generally constant voltage having such a polarity as to bias the base of transistor TR1 accordingly, so that the transistor is in a conducting state is held. As the current flowing in the winding section 11a builds up, the core 1-4 becomes saturated with magnetic flux and the current can not increase any further. As a result, the voltage across the negative feedback winding rapidly collapses and that to the transistor TR1 goes off bias decreases _s so that the Strcnnfluß decreases in the coil section 11a, which is induced in the feedback winding 12 a bias voltage having the opposite polarity. By this bias voltage having the opposite polarity of the transistor TR2 rapidly and "the rapidly turned Transistor.TR1" The current then builds up in an opposite sense in the winding portion 11b to 5 to the core 14 in the U ¹ Ig, 3A at 16 showed- «

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the way that saturates, being to this. Time the transistor TR1 again, turns on and the transistor TP.2 turns off. The circuit will oscillate in this way. The current increases as in Figs. 15 and 16 induce positive voltages in the secondary winding of the transformer, as in Figs. 17 and 18 in Fig. 3B, the voltages relative to that applied to the primary winding sections 11 depending on the turns ratio of the primary winding section 11 and the primary winding section 11 If there is no load condition on the generator 7, switching transition states occur in the oscillator, leading to voltage spikes 19 (Figure 3B) occurring at the voltage waveform of the secondary winding 12.

The voltage multiplier and rectifier 10 has fast-recovery diodes D3, D4, each pumping charge into series-connected capacitors 04, 05 during opposite polarities of the voltage across winding 13. Thus, when the output voltage at winding 13 is positive, diode conducts D4 and charges the capacitor 05, and when the output voltage is negative, the capacitor 04 is charged by diode D3. Since the capacitors are connected in series, the output at both represents a doubling of the positive voltage swing across the winding 13, .Bin the final output capacitor 06 is with. The capacitors 04, 05 connected in parallel with the final output capacitor for smoothing purposes is a resistor chain R2, R3, which contributes to the smoothing of the output and also provides a discharge path for the final output capacitor 06 »A function indicator 20, generally a neon tube _? is connected in parallel with the resistor R3 to indicate that the generator 7 is operating "

The voltage-current characteristic of the output of generator 7 fed to line 8 is shown in FIG. 30 as curve 21. It will be noted that generator 7 provides a substantially constant voltage over a specified range of current that is, a spark has been ignited on a spark plug 5, the generator 7 will maintain a constant voltage irrespective of the current demand defined by the impedance of the arc up to a maximum current value 22 (FIG. 3O). ₉ The current value is defined by the point at which the current No longer saturating bases of TR1 and TE2, which is adjustable by adjusting the fourth-of-resistance RI * Currents higher than the value 22 indicate a short circuit or other fault condition on the spark plug, and the generator is set to automatically shuts off operation when such a condition occurs. The occurrence of such a short circuit will be so on the output winding 13 of the transformer T1 (Fig _c 2) to ~ backwirkeη that the inductance of the transformer is changed and the oscillator 9 is put out of service 'is. Another useful feature of the generator 7 "is shown in Fig. 30. Before a spark is ignited on one of the spark plugs, substantially no current is removed from the generator 7 on line 8. Under such a condition, the capacitor 06 (FIG. Fig. 2) is charged to a voltage which is substantially twice the value of the voltage peaks 19. This relatively high voltage from the generator 7 assists in igniting the sparks at the spark plugs 5> 6a to this high voltage Wake up the spark, 'power is removed from the generator 7, and the voltage peaks 19 v / earth through the capacitors 04 to CS integrated with the result that the output ™

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voltage in line 8 falls to a substantially constant plateau shown in Pig. 30, which is substantially equal to that shown in FIG. double voltage level of the waveform 17 is (Fig.

The voltage-current characteristic of the generator 7 has the advantage that the generator can sustain the spark under conditions of extremely low combustion in conjunction with substantial rates of EGR and gas turbulence within the cylinders of the engine. Under such conditions, the impedance of the arc may undergo considerable transient fluctuations, so that there is an increased current drain from the generator 7, it has been found that the arc sustaining generator must be able to supply a corresponding current to the arc in these extreme conditions Deliver arc without the voltage applied to the arc may drop. If the voltage falls below a certain level, even momentarily, the arc will go out and only light up again when a new 20 kV pulse is applied from the ignition coil. FIG. 3 is a dashed outline of the voltage-current characteristic of the generators of the type described in US Pat. No. 4,033,316 to Birchenough. It can be seen that when the arc suddenly * requires a relatively high current, the voltage applied by the generator will drop. Thus, either the arc would go out, or if the Birchenough generator were designed to operate satisfactorily under these conditions, it would consume much more energy and would normally deliver unnecessarily high voltages to the spark plugs.

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It is also to be noted that the generator 7 consists of a small number of parts and is therefore cheap to manufacture and more reliable.

Another advantage of the generator 7 is _that} that in the event that a technician touches the spark plug lead to produce a short circuit, the oscillator 9 of the generator becomes damped and ceases to work * In this way avoided wird'ein state in which Of course, such a condition would be dangerous for the technician and could possibly lead to overheating and failure of the generator. "

Another safety feature of the generator 7 is that the output capacitor C6 (Figure 2) is connected in parallel through the resistors K2, R3 so that its charge can dissipate when the motor is turned off.

Without this parallel connection, the capacitor C6 would retain its charge for a long time, so that a technician when working on the motor could receive an electric shock from the capacitor C6 through the ignition leads. In the illustrated generator 7, the Not only does Neon Tube 20 tell him immediately whether the system is working, but also whether a charge remains in the capacitor Go

A feature of the ignition system just described is that significantly increased average spark energies are injected as compared to conventional spark ignition with the aid of the generators injected into the sparks

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Currents are achieved. If considerable SGR or extreme weak burns in one. Used motor, the spark energies must be significant if a reliable ignition is to be created. One possible disadvantage is that the increased spark energies can lead to unacceptable rates of erosion at the spark plug electrodes and the electrodes of the manifold 4. According to an aspect of the invention, the energy level of the sparks may be selected in accordance with operating parameters of the engine such that higher energy sparks are generated only when extreme conditions occur. In this way, the average energy of the sparks can be reduced without losing the better running characteristics of the engine resulting from the invention. An example of such an arrangement is shown in Fig. 4. From this figure it can be seen that the generator 7 is connected in series with the ignition coil substantially as in Fig. 2, but that in addition a relay 23 is present ', which serves to switch the voltage applied to the oscillator 9. The relay 23 has a coil 24 and contacts 25 which are connected in parallel by a voltage drop resistor R4. Normally, the contacts 25 are open as shown in the drawing so that a portion of the 12-Y voltage fed to the oscillator 9 will drop across the resistor RM- reducing the voltage developed in the primary winding 11 to less than 12 volts becomes. As a result, the high voltage DC output developed in line 8 is reduced below its maximum value. However, when the contacts 25 of the relay close, the resistor R4- is shorted and the voltage applied to the oscillator 9 increases with the result that the DC output voltage in Line 8 reaches its maximum.

9 C

The relay is controlled by a logic circuit · 26 practically a switching path to earth for the · flowing through the relay coil 24 current that creates _o The logic scarf · - tung responsive to sensed operating parameters of the engine, schematically shown at 27th The logic circuit 26 determines when operating parameters of the engine indicate that extreme combustion conditions prevail and, accordingly, the circuit 26 switches the relay 23. As shown in Fig. 4, the engine is with an EGR system. in which the gas flow rate is selectively controlled by a controller 28. As one skilled in the art will appreciate, the EGR rate is controlled virtually in response to the vacuum level in the intake manifold. Logic circuit 26 responds to EGR speed «

The logic circuit 26 is also responsive to a fuel regulator 29 which determines the fuel mixture's strength. In an engine with intake by a conventional carburettor, the logic circuitry will respond to the conventional throttle setting while in a stratified engine Charge with fuel injectors the flow rate of fuel to the injectors will be monitored «

The logic circuit 26 also responds to the engine temperature as determined by a temperature sensor 30. Now, if these parameters collectively or individually indicate a condition known to be extreme combustion conditions _$ , the relay 23 is switched to provide a maximum output voltage in line 8, but otherwise

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the output voltage is switched to a lower level, with consequent minimization of erosion of the spark plug electrodes.

FIGS. 5 and 7 show alternative ways of connecting relay 25 to the DC generator 7. In FIG. 5, the drop resistor R'4 is connected to the 12 volt rail 6 and not to the ground return. In Fig. 6, the dropping resistor is connected in the output high voltage line -8 of the generator 7. In Fig. 7, the drop resistance is shunted into the earth current line of the rectifier output stage 10 of the generator. ·

In the above-described embodiments of the present invention, the DC generator 7 is connected in series with the secondary coil 1b of the ignition coil. This arrangement has the advantage that the inductance of the secondary winding 1b to increase the continuous voltage 'above the level determined by the generator 7 in response to the increased arc impedance, which occurs, for example, with strong gas vortexing contributes. In certain cases, the inductance of the secondary winding 1b may not be sufficient for this purpose and it may be appropriate to use a separate induction coil to create the ballast.

Fig. 8 shows an arrangement in which a separate inductor L2 is connected in line 8 and the coil winding 1b is not used as a ballast inductor. * A voltage isolator 3Λ is in series

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with the secondary winding 1b of the coil to prevent the direct current from the generator 7 from flowing through the winding to ground instead of going through the distributor 4 to the spark plugs. "

The voltage isolating device 31 is also adapted to allow actuation of the ignition coil 1 in the form that a high voltage pulse induced in the secondary winding with respect to ground may reach the 'spark plugs'. The voltage isolating device 31 comprises in one embodiment a capacitor which blocks the Gleichstro'mfluß vodi generator 7 to earth through the winding 1b. The voltage isolation device may also include a spark gap over which pulses induced in the secondary winding 1b may jump, or a high voltage diode.

In the embodiments described above, the ignition coil 1 is shown with four terminals, two for each winding. Such a coil can be manufactured at low cost by slightly changing the manufacture of a conventional ignition coil. A conventional ignition coil has three terminals, so that 'one end of each. Primary and secondary winding with. a corresponding terminal is provided and their other ends are connected to a common terminal for connection to ground. When it is intended to use the DC generator 7 as an accessory to an existing conventional ignition system, the switching arrangement shown in Fig. 9 can be used. ...

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In Fig. 9, a conventional three-terminal coil 32 is shown having I ⁵ timewater and secondary windings 32a, b each with their own terminals 33j 34 · and a common grounded terminal 35. The DC generator 7 is coupled to the conventional coil and the distributor 4 by means of the Bailastindukt.idnsspule L2, and the above Spannungsisoliervorricht'ung 31 is connected in series between the generator 7 and <3.er secondary winding 1b of the coil. The voltage isolating device 31 has the task of directing the current from the generator 7 to the distributor 4 and thereby to the spark plugs and not allowing them to flow through the secondary winding 32b to earth. On the other hand, the voltage insulating device 31 allows the high-voltage pulses induced in the winding 32b to reach the distributor 4. As already stated, the insulating device may for example comprise a capacitor, a spark gap or a diode.

It will be appreciated that various combinations of the circuit features just described may be employed. For example, each of the voltage level switching arrangements shown in Figs. 4 to 7 could be used with the circuits of Figs. 8 or 9.

The generator 7 could thus be used with conventional intake manifold engines to achieve improvements in fuel economy and exhaust emissions, as illustrated by a following example, and also to similar improvements in EGR equipped engines with conventional intake working with a carburetor or not.

As mentioned above, one aspect of the invention relates to. Invention Sheathed-type engines, and an example of the invention will be described below in conjunction with Ford's PROCO engine to explain the advantages that may result. "

The development of Ford's EROCO engine can be seen in the January 1972 issue of SAE article no. 720052 "Exhaust Emission Control by the Ford Programmed Combustion Process - PROCO" (PROCO exhaust control by the programmed Ford Combustion Process). and from the aforementioned SAE article no. 780699 - "The Ford PROCO Engine Update" *

A schematic representation of the PROCO-IvIotors is shown in FIGS. 10 and 11. The engine has a high compression ratio of practically 11 si and operates with a lean fuel and air ratio of 15: 1. In Fig. 10, which shows a sectional view of a cylinder of the engine, there is an engine block 36 with a bore for one Cylinder 37.versehen, in which a piston 38 is seated with a cup-shaped combustion chamber 39 »On the block 36, a cylinder head 40 is screwed * In the head 40. sit two spark plugs 41 and 42 and also a fuel injector 43, the fuel directly The engine has an EGR system (not shown) to reduce ITO emissions. The structure of the cylinder head is schematically shown in plan view in Fig. 10, from which it can be seen that the head includes intake and exhaust valves 44, 45 for air and EGR and an intake manifold 46, Figs

-28 - 225060

Intake manifold 46 and the intake valve are arranged to create a swirling gas movement within the cylinder, the gas movement being shown schematically by arrows 4-7, 48 ",

For a PROCO engine, it has proved necessary to use two spark plugs per cylinder, as otherwise. insufficient combustion at high load conditions and high EGR. As a result, a complicated distributor is required and the total cost of the ignition system is unduly increased. Like from Pig. 11, the cylinder head 40 is also fairly stuffed with individual parts, making it difficult to develop an engine of this type with a less than 5 liter cabin, since the size of the head is then too small to accommodate all the required parts.

It has been found that a PROCO engine can run quite satisfactorily with only one spark plug per cylinder when an ignition system in the form shown in Fig. 1 is used therefor. Such an inventive arrangement is in Pig. 12, it can be seen that the engine has been modified to have only one spark plug 42, one spark trigger pulse from a spark generator, and then a spark end voltage from a DC generator, as described with reference to Pig. 1 and following has been described _s receives. The improvement achieved can be seen from the results of a test in which a single cylinder of a PROCO engine has a) two spark plugs, b) one spark plug, and c) one spark plug with the ignition system according to the invention candles

2 * 5 GJ A β f% d. DU b υ

The opening was sealed - was, was operated. In the results of test c), the system according to the invention is referred to as the BWU ignition system. The tests were conducted without attempting to optimize the settings of the engine for the BWU system, with only an ignition timing delay of 4 relative to the optimum setting of the 2-Iverz ~ Hl0C0 ~ engine. It is believed that further improvements in HO (Hydrocarbon) and CO (Carbon Dioxide) emissions can be achieved if further optimization of the MOtOX ¹ S's operating parameters can be achieved.

Table 1 Test result - 5 liter PROCO engine

4000 Ib

12 P.A. 2.75 behind

emissions O j gal / mile economics axis Test- HO CO NO _x Miles / gal Type Remarks Cold- ' 0.24 O »6   0.68 16.9 PROOO- * 'double begin candles, base (OH) Warm- 0.11 2 0.52 17.7 X-5 candles, begin 0.20 ^{! T} distance, (H / S) Means of 2 (Testing

_ 30 - 2 2 506

4000 Ib I. W.

Test emissions, gal / mile Type HC CO NO PAU · 2.75 Rear rims

economics

Miles / gal remarks

C / H 0.20. 0.3 0.69

H / S 0.12 0.1 0.57

C / H 0.20 0.2 0.59

H / S 0.12 0.1 0.50

H / S 0.06 0.1. 0.74

H / S 0.11 0.2 0.53

Warm passing 0.33 0.4 0.82 overvoltage

Warm- '

past _{or A} ,, Ά cc

walking ° » ²⁶ °» ⁴ . °> ⁶⁵ overvoltage

16.4 BWU system, X-7 O.B. candle

16.9

16.5

17.2

16.0

17.7

17.6

18.3

blind plug

I, B. Candle 0.035 "'

Distance, 1 test

BWU system, see above

Configuration, but ignition delay 4 means of 2 tests

HOCOO an O.B. X ~ 7, 0.035 "rough gear of the engine, weak drive, normal ignition timing

BWU system, 4 delay

PROCO, an O.B * ignition, 4 ° delay

BWU system, 4 delay

22 50 6

Assessment of the drive properties

• PROCO Double PROCO, one BWU system Candles, (0,020 " Candle (0.035 " a candle Distance) Distance) (O, O35 ⁿ Distance) More normal. steady something steady run rough middle light noticeably steady until burden roughness rough. light (10 "Servo" roughness Vacuum) Severity · steady noticeably steady, hard burden light rough / at normal (5 ⁿ servo ' hardness weak ignition point Vacuum.) attitude , only light Hardness at 4 ° delay

Conclusions from d e ^f f est

1, The BWU system is comparable to the normal 2 ~ candles PK0C0 system in terms of emissions and has a similar fuel consumption.

2 "The BWU system is better than an ESOCO system. with a candle both in terms of emissions and fuel consumption. , ·.

-32 -'22506Q

3 · The BW system is; in terms of drive characteristics at least as good as the PR0G0-2 ~ candle system and represents a substantial improvement compared to the PROCO-1 ~ candle system.

The BWU system allows greater EGR tolerance. In which. The normal PROCO-2 candle rotor was run to a set minimum injection limit at a BGR flow rate of 66 % relative to the flow rate of fresh inlet gas. By contrast, with a candle and the BWU system, the PROGO engine ran up to 103 % BGR before the misfire limit was reached ", '.

As already explained, the ignition system according to the invention offers significant fuel savings in engines with conventional intake, with or without EGR. Table 2 below contains the results of tests performed on conventional variable capacity engines.

- 33 -. 2 2 5 0 8

table

Experiment 1: 2.3 liter Mofcor

Emissions, gal / mile fuel-fuel

HC 172 CO K 12 consumption consumption 160 16 (Miles/ on car 301 82 gal) tracks Base 0 3.48 1* 18.40 24.75 BWÜ ignition 0 3.17 1, 19.81 (. + 8%) 25.91 (+ · 5%) BWU ignition T, 0.0. 0 2.29 1, 21.09 (+ 15%) 28.30 (. + 14.43%)

Experiment 2: 3.3-liter engine

Emissions, gal / mile fuel-fuel

I-IC -

CO

- NO.

• x

consumption consumption (miles / miles)

on

tracks

Base

BWU-igniter

clung '

S.H.Üo

BWU-igniter

aung

0.281 1.71 1.28 0.52 2.28 1.11

0.25 1.46 1.73

18.30

23,14

19.06 23.57 (+ 4%) (+ 2%) 19.97 25.03 (+ 9%) (+ 8%)

2 250 60

Trial 3: 5.0-liter engine

, Emissions, gal / mile of fuel »fuel.

HO

OO

NO.

consumption consumption (Miles/ on car SSAL) tracks

Base

BWU-igniter

S.H.U. ·

BWU-Zünaung

0.383 2.15 0.99 0.3 ^ 1.322 0.70

0.3 ^ 7 '2.48 0.73

16.97

17.06 (+ 5%)

19.11 (+ 12.6%:

21.97 · 23.35

(+ 6.28%)

24.92 (+ 10.15%)

SeH * U _o i only direct circuit (no other changes)

* C

Τ, Ο, Οο s only optimization of ignition timing

The tests "have been carried out over 4200 miles and the information in parentheses shows the overall improvements in fuel consumption achieved by the BW system in% based on a comparable run of the engine with its conventional ignition system",

An advantage of the DC generator 7 described with reference to Figs. 2 and following is its exceptionally good suitability for mass production. It has a high conversion efficiency of over

2 2 5 0 6

90%, which is achieved with a small number of individual parts. · ·

Another practical form of the DC generator 7 is described in Pig. 13, this form of generator derives the high-voltage sustaining of the sparks directly from the usual alternator mounted on the motor for energizing the ordinary motor assist circuits. In FIG. 13, a motor 50 is shown which uses an AC electric generator 51 a belt 52 drives in a conventional manner. The AC voltage from the AC generator 51 is supplied to the usual rectifier and voltage regulator shown at 53, which outputs a normal 12 volt DC current to the auxiliary circuits 5 ² I-, eg, the low voltage circuits connected to the primary winding 1a of the coil 1 , In addition, and in accordance with the invention, the output of the alternator 5 is fed to an isolating and step-up transformer 55 and thus to a rectifier and smoothing circuit having a diode D5j to a capacitor C7 and a resistor K5 Nominal 3 kV output voltage for application to line 8 through the secondary winding of coil 1b to obtain the sparks in the manner described with reference to FIG.

Optionally, the circuit may include a voltage level switching device, such as that described in reference to FIG. 7. Referring to FIG. 13, there is shown a logic circuit 26 that drives current to the relay coil 24 and contacts 25 in FIG

₃₆ , _. 2 2 5060

Thus, the voltage drop resistor R4 normally reduces the output voltage in line 8, but when the relay is operating to close the contacts 25, the resistor E4 is closed in parallel and the output voltage in line 8 is increased.

Of course, the Anord- shown in Fig. 13. It can also be used with a conventional charge engine with or without EGR and can also be used with a stratified charge engine such as the EROOO *. ·

Claims (10)

-37- 22506 Invention claim: Einrichtung · Device for generating spark ignition of an internal combustion engine, characterized in that the combustion is brought about by means of a spark plug located in a cylinder of an engine, the device consisting of the following; Spark pulse generating means for applying an electrical pulse to the spark plug which may cause a spark to be triggered on the spark plug; and- · a dc direct current tuner which produces a continuous output voltage for application to the spark plug for maintaining sparks created by the spark pulse generating device, the converter maintaining a substantially constant voltage over a predetermined range of current values supplied by the converter to maintain the spark, the converter is arranged to substantially cease operation if the current supplied by the converter exceeds a certain maximum value. 2 _e- device according to item 1, characterized in that the DC-G-Leichstromumformer has? a) a step-up transformer having a primary, a secondary and a negative feedback winding and a saturable core; 225060 b) semiconductor switching means coupled to the primary winding and the negative feedback winding for forming an oscillator for generating an oscillating current flow in the primary winding which saturates the core with magnetic flux, thereby inducing an oscillating step-up voltage in the secondary winding of the transformer; c) with the secondary winding of the transformer coupled rectifier means for generating an equal. directed output voltage for application to the spark plug \ and ' d) wherein the converter is arranged so that the oscillator is attenuated in the event that the output voltage is shorted to ground, and essentially stops working. 3. An internal combustion engine with an ignition ignition system, characterized in that the combustion takes place with the aid of a spark plug in a combustion chamber of the engine, consisting of; a) a Zündspule.mit primary and secondary windings, wherein the output of Sekundärwicklung.so adapted to emit high voltage pulses to the spark plug; b) a relatively low voltage power source ι '. -39- 22506 c) device responsive to the low voltage source adapted to generate a rate of change of the current in the primary winding. tet, so that high voltage pulses, which are suitable for triggering a spark on the spark plug, are induced in the secondary winding; d) a DC-DC converter capable of producing a continuous output voltage for the contact with the spark plug, so that a spark generated by one of the voltage pulses is maintained when the pulse can no longer receive the spark; Converter includes ί a step-up transformer having a primary, secondary and negative feedback winding and a saturable core; Semiconductor switching devices connected to the primary winding and the negative feedback winding to form an oscillator for generating a vibratory current flow in the primary winding that saturates the core with magnetic flux, thereby inducing a vibrating, step-up voltage in the secondary winding of the transformer; rectifier means coupled to the secondary winding of the transformer for generating a rectified output voltage for application to the spark plug; and the converter being arranged so that, in the event that the output voltage is shorted to earth, the oscillator is damped and stops working » 22506 4. arrangement according to point 3> characterized.dadurch in that a voltage multiplier stage is connected to the output winding of the transformer, so that a rectified multiple of the developed in the output winding oscillation voltage is generated, an output capacitor is arranged so that, depending on the rectified, of the Voltage multiplier stage is charged and resistor elements Tait are connected in parallel to the output capacitor to provide a discharge path for this, when the. Converter does not work. 5. Arrangement according to item 4, characterized by an ^r ^? Unktionsanzeiger, indicating that the transducer is working. 6. Arrangement according to item 5 _}, characterized in that the function indicator has a neon tube connected in parallel with the output capacitor * 7 · Arrangement according to point 3? characterized by sensing elements providing an output representative of a motor operating parameter, and responsive devices responsive to the output of the sensing probes. Control the size of the output of the DC-DC converter so that spark erosion of the spark plug is minimized « 8 "arrangement according to item 3 _f, characterized in that a separate induction coil is connected in series with and between the output of the Gleichstrom-Gleichs.tromumformers and the secondary winding of the ignition coil, an ignition - 41 "- 2 2 506 Candle exit for the supply to the spark plugs on the series connection of the separate. Coil and the secondary winding of the ignition coil is removed, and a Spannungsisoliervorrichtung is provided, which allows the induced in the secondary winding high voltage pulses for. In addition, the voltage isolation device may cause current to flow from the DC-DC converter to the spark plug output and not through the secondary coil of the ignition coil. " 9o Arrangement according to item 8, characterized in that the ignition coil is provided with four terminals, each of which is connected to a respective end of the primary and secondary winding, and that a terminal of the secondary winding is connected to ground by the voltage isolating device. 10. Arrangement according to item 8, characterized in that the ignition coil has three terminals, of which a first and a second are connected to the respective 'ends of the primary and secondary coil winding, the third terminal is connected together with the other two ends of the winding j where the third terminal is grounded and the voltage isolation device is connected to the second terminal and the spark plug output, 11 _β arrangement according to item 8, characterized in that. the voltage insulation device has a spark gap limiting electrodes » 2250 60 12 »Arrangement according to item 8, characterized in that the voltage isolating device contains a diode«, 13. Arrangement according to item 8, characterized in that the voltage insulation device contains a capacitor, Internal combustion engine, characterized in that it comprises i a) a combustion chamber5 b) a spark plug for generating spark ignition in the space; c) ignition pulse generating means for applying electrical pulses to the spark plug in a timed relationship dependent on the work of the engine, the pulses being capable of causing sparks on the spark plug; d) generator means capable of producing a continuous output voltage for application to the spark plug for sustaining the spark formed by the ignition pulse generator after the pulse thus generated can no longer sustain the spark; e) sensor elements for providing an output indicative of a motor operating parameter; f) devices connected to the output of the sensor , mentes and the strength of the output voltage 2 2 5 0 6 of the generator in such a way that the spark erosion of the spark plug can be minimized. 15. Engine according to item 14 with an SGR system, characterized in that the sensor element has devices responding to the EGE speed of the engine. 16. Engine according to item 14 or 15 »characterized in that the sensor on the. Strength of deoi engine fuel mixture is responsive _o 17 · Engine according to item 14, 15 or 16, characterized in that the sensor element responds to the engine temperature. .18. The motor of item 14, having a relatively low voltage source, characterized in that the generator apparatus comprises a DC-DC converter with a step-up transformer having primary and secondary windings, semiconductor switching means coupled to the primary winding of the transformer such that current from the median power source and a swing current flow is generated in the primary winding of the transformer to. thereby inducing a vibrating high voltage in the secondary winding of the transformer, and rectifier means coupled to the secondary winding of the transformer which have a relatively high degree of DC, - MA 2 2 5060 directed output voltage for application to the spark plug, and a voltage drop impedance means is arranged to reduce the voltage generated by the DC co-current inverter,. and switch means are provided which respond to the sense of measurement to interrupt the operation of the voltage drop impedance device » 19. A motor according to item 18, characterized in that the switching device is provided with a relay with a coil and switch contacts, wherein the relay coil is energized by the low voltage source in dependence · on the operation of the sensor element, and the high voltage drop device through the Schaltk.onta. kte is connected in parallel » 20 _e motor according to item 19 », characterized in that the voltage drop impedance device has a resistor connected in such a way that the low-voltage energy absorbed by the converter is reduced« 2-1. Motor according to item 19, characterized in that the voltage drop impedance device has a resistor connected to reduce the high output voltage generated by the DC-DC converter * «22506 22. means for generating spark ignition of an internal combustion engine, characterized in that the combustion by means of a spark plug in a. Combustion chamber of the engine is triggered, consisting of: Spark pulse generating means for repeatedly applying an electric pulse to the spark plug capable of causing a spark on the spark plug; a DC-DC converter capable of producing a continuous output voltage for application to the spark plug for sustaining a spark triggered by the spark pulse generation process after each spark-trigger pulse can no longer sustain the spark, the converter comprising: a) a step-up transformer with primary, secondary and negative feedback winding and a saturable core, b) half circuit switching elements coupled to the primary winding and the negative feedback winding in such a manner that an oscillator is formed to generate a vibratory current flow in the primary winding that builds up a magnetic field that saturates the core, thereby providing a vibrating step-up voltage in the secondary winding is induced; c) rectifier device coupled to the secondary winding, which - a rectified-output voltage  For application to the spark plugs, it is possible to generate d) wherein the converter is such that in case of a short circuit of the output voltage to "earth the oscillator is damped and stops working" A device for generating spark ignition of an internal combustion engine characterized in that the combustion is triggered by means of a spark plug in a combustion chamber of the engine, consisting of: Spark generator A device for the repeated application of an electrical pulse to the spark plug causing sparking of the spark plug and a DC-DC to DC converter ", the produce relatively" high output voltage for application to the spark plug from a relatively low Spann.ungsq.ueHe to get one triggered by the F'unkenimpulserzeugungsvorrichtung spark, after the radio trigger no longer entertain the spark can, wherein the converter has? · a) a step-up transformer with primary and secondary winding ·, ' (b) a semiconductor device coupled to the primary winding for generating an oscillating current flow therein inducing a vibrational voltage in the secondary winding c) Voltage multiplier and equalizer device coupled to the secondary winding with an output voltage of 22 50 60 at which a rectified multiple of the voltage of the secondary winding is developed in its activity, and d) switching elements that form a resistance path parallel to the capacitor so that it can discharge when the circuit is out of action. 24. Verbrennungsjj characterized in that ' a) elements form a combustion chamber, b) a single spark plug is provided for generating spark ignition in the combustion chamber, c) Fuel injectors are provided for injecting fuel into the combustion chamber in such a manner that a stratified charge of fuel in the chamber is clotted with a fuel concentration higher than in. at an area located on the spark plug the. of which is more distant areas, d) - spark pulse generation device for., the application of an electrical pulse a, n the spark plug, which can trigger a spark on the spark plug, e) generating means for generating a voltage for application to the spark plug in order to maintain the spark generated by the pulse generating device spark after the pulse generating means can no longer maintain the spark. 25ο BurningD.ungsm.otbi? to point 24 $ characterized by the fact that a piston and cylinder component and a cylinder head are present _} v if the cylinder head is provided with an opening for receiving the spark plug and with an opening _s in which the fuel injection device is seated Piston has a head on _T Vv ^r eist _} in which there is a bowl-shaped central part as a combustion chamber » Internal combustion engine according to item 25, characterized in that intake and exhaust valves are housed on the cylinder head and an intake manifold is connected to the intake valve and adapted to produce a vibrating gas movement generally coaxial with the cylinder bore in the cylinder. 27 * combustion engine after point 26 _? characterized in that an exhaust gas recirculation system is connected to the intake and exhaust valves « 28 »Internal combustion engine according to item 27? characterized in that the generator comprises a dc dc converter for providing the continuous voltage from a voltage source. 29 * internal combustion engine according to item 28, characterized in that the converter comprises: a) a step-up transformer with a primary, a secondary and a, Gegenkopplungsvrioklung and 225QS0 a saturable core; · b) "Halbleiterschalteleniente, which are so connected to the primary winding and the negative feedback winding, that an oscillator is created for the creation of a vibrating current flow in the primary winding, which saturates the core with magnetic flux, whereby an oscillating upward transformable voltage in the secondary därwicklung of the transformer is induced; c) rectifier means coupled to the secondary winding of the transformer and arranged to generate a rectified output voltage for application to the spark plug, and d) egg converter is set up so that the oscillator is attenuated in the event of a short circuit of the output voltage to earth and stops working, "Internal combustion engine according to item 24, characterized in that there is a motor-driven machine with electromagnet for driving the spark pulse generating means and the generator has elements for discharging an output from the machine with electromagnet for application to the spark plug, thereby causing the spark plug Sparks as described above to entertain. 3 "U internal combustion engine" according to item 30, characterized in that the generator comprises a step-up transformer coupled to the machine with an electromagnet and a rectifier connected to the transformer. ~ 50 .32 «Combustion engine according to item 24, characterized in that it comprises sensor elements for detecting at least one operating parameter of the engine and devices which can control the voltage level generated by the generator in response to the measuring sensor element» 33 »Combustion engine according to point ~} Λ _} characterized in that the machine with electromagnet has an alternator _e 34 "internal combustion engine, characterized in that it comprises? a) a piston and cylinder component forming a combustion chamber » b) a single spark plug to produce spark ignition in the combustion chamber c) Combustion chamber inlet and exhaust devices so that inlet and exhaust gases can enter or leave the room respectively d) exhaust gas recirculation means for the recirculation of exhaust gas from the exhaust device to the intake device e) JP pulse pulse generator device for repeated Application of an electrical pulse to the spark plug, whereby an electrical spark can be generated at the spark plug by the pulse 22506 f) generator means for generating a continuous output voltage for application to the spark plug in order to maintain the sparks generated by the spark generator after the pulse produced by it can no longer sustain the spark. , 35 * combustion engine according to item 34-, characterized in that the generator device comprises a DC-DC converter, consisting of: a) a step-up transformer having a primary, a secondary and a negative feedback winding and a saturable core; b) half-theater switching elements coupled to the primary and negative feedback windings to provide an oscillator for generating an oscillatory current flow in the primary winding to saturate the core with magnetic flux to induce a vibrating step-up voltage in the secondary winding of the transformer ·, c) rectifier means coupled to the secondary winding of the transformer and producing a rectified output voltage for application to the spark plug; and d) wherein the converter is arranged so that the oscillator is attenuated in case of short circuit of the output voltage to earth and stops working. .36 «internal combustion engine, characterized in that it comprises % a) a combustion chamber! b) a spark plug for generating spark ignition in the. Combustion chamber · c) Spark-ignition pulse generating means for repetitively applying an electrical pulse to the spark plug j of the one spark on the spark plug , from dissolve can ι d) an alternator driven by the motor which drives the spark generant generator ° * (e) means for deriving an output voltage from the alternator for application , to the spark plug ₅ damife the spark formed by the Funlcenimpulserzeugungseinrichtung is maintained; after the radio impulse generator can no longer sustain the spark » 37o internal combustion engine according to item .365, characterized in that the device e) comprises a transformer coupled to the alternator and a transformer coupled to the transformer. Elias E <iaeS iJ. ωϋ