EP0028899A1 - Apparatus for producing spark ignition of an internal combustion engine - Google Patents

Apparatus for producing spark ignition of an internal combustion engine Download PDF

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Publication number
EP0028899A1
EP0028899A1 EP80303805A EP80303805A EP0028899A1 EP 0028899 A1 EP0028899 A1 EP 0028899A1 EP 80303805 A EP80303805 A EP 80303805A EP 80303805 A EP80303805 A EP 80303805A EP 0028899 A1 EP0028899 A1 EP 0028899A1
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EP
European Patent Office
Prior art keywords
spark
voltage
spark plug
engine
converter
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.)
Ceased
Application number
EP80303805A
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German (de)
English (en)
French (fr)
Inventor
Basil Earle Wainwright
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ULTIMATE HOLDINGS SA
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ULTIMATE HOLDINGS SA
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Filing date
Publication date
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Publication of EP0028899A1 publication Critical patent/EP0028899A1/en
Ceased legal-status Critical Current

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    • 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
    • F02P9/00—Electric spark ignition control, not otherwise provided for
    • F02P9/002—Control of spark intensity, intensifying, lengthening, suppression
    • F02P9/007—Control of spark intensity, intensifying, lengthening, suppression by supplementary electrical discharge in the pre-ionised electrode interspace of the sparking plug, e.g. plasma jet ignition
    • 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
    • F02P17/00—Testing of ignition installations, e.g. in combination with adjusting; Testing of ignition timing in compression-ignition engines
    • F02P17/12—Testing characteristics of the spark, ignition voltage or current

Definitions

  • This invention concerns improvements in and relating to apparatus for producing spark ignition of an internal combustion engine, and is particularly but not exclusively concerned with engines for automobiles.
  • the electrical sparks fed to the spark plugs of an internal combustion engine are usually produced by means of an ignition coil having its high voltage secondary winding connected to the engine's spark plug through a distributor, the coil having its primary winding connected to a low voltage source,.typically a 12 volt battery or an alternator system driven by the engine.
  • An engine driven switching device typically a mechanical contact breaker produces interruptions in the current flowing the primary winding of the coil and con- sequentially high voltage pulses are produced in the secondary winding, which are applied to the spark plugs.
  • a fuel/air mixture has a non uniform spatial fuel distribution within the cylinder such that a higher concentration of fuel occurs adjacent the spark plug than in the most part of the cylinder.
  • spark ignition occurs, combustion will occur more readily in the relatively high fuel concentration adjacent the spark plug and the ensuing heat of combustion will cause the combustion to spread to the leaner mixture in the other parts of the cylinder.
  • FCP Ford Combustion Process
  • Birchenough states that the voltage required to sustain the spark is generally constant, and that the voltage current characteristic of the direct current generator should be such as to deliver a constant current to the spark.
  • the d.c. generator of Birchenough comprises a free running oscillator which drives a step up transformer, the output of which is applied to a diode and capacitor network which acts as a rectifier and voltage multiplier, to develop a high voltage d.c. output across an output capacitor.
  • the d.c. generator In the event of a short circuit across the output, the d.c. generator operates to pump a high current into the short circuit. As a result the oscillator will overheat and is likely to fail. The circuit of Birchenough is accordingly dangerous to maintenance engineers. If an engineer accidentally touches the high voltage spark plug lead, to produce a short circuit, the d.c. generator will pump a heavy current into the short, with consequential hazardous results for the engineer.
  • a further problem with the Birchenough circuit is that the output capacitor of the d.c. generator will remain charged for a substantial time after the circuit has been switched off. Thus, if an engineer touches the output of the ignition circuit even after the circuit has been switched off, he is liable to receive an electric shock.
  • a further object of the invention is to provide a stratified charge internal combustion engine having an EGR system, with an ignition system including only one spark plug per engine cylinder.
  • Yet another object of the invention is to provide a PROCO engine with an ignition system having only one spark plug per cylinder.
  • Yet a further object is to provide an ignition system which aids in permitting smaller size PROCO engines to be constructed.
  • the invention provides an apparatus for producing spark ignition of an internal combustion engine in which sparks across the spark plugs are initiated by an electrical pulse and are thereafter sustained by the use of a d.c. generator which applies a sustaining voltage to the plugs, the generator being characterised in that it is adapted to produce a substantially constant voltage over a predetermined range of current values supplied thereby to sustain the spark, and to cease operation capable of sustaining the spark in the event that the current supplied thereby to the spark plug exceeds a predetermined maximum value.
  • the d.c. generator has the advantage that because the voltage thereof remains substantially constant, the generator will sustain sparks even under conditions of high EGR, gas swirl load and extremely lean burn. If the spark demands a transitory high current, the voltage of the generator can deliver the current without the voltage dropping below the arc sustaining voltage.
  • the generator will cease operation when the current exceeds a given maximum value thereof, the generator will not pump a heavy current into a short circuit, and thus dangers to maintenance engineers who accidently touch the spark plug leads, are reduced substantially. Also, in the event of an output short circuit, the generator will not overheat or fail.
  • the d.c. generator develops its output voltage across a capacitor which is shunted by resistance elements to allow the capacitor to discharge when the generator is inoperative. In this way, the capacitor will dissipate the charge which might otherwise give an electrical shock to a maintenance engineer.
  • the invention provides an apparatus for producing spark ignition of an internal combustion engine in which the spark sustaining voltage produced by the d.c. generator is of a selectively variable level, the level being alterable in dependence upon operating parameters of the engine, with the advantage that relatively high spark energies need only be used for extreme combustion conditions and lower spark energies can be used at other times, so that spark plug electrode erosion is reduced.
  • the invention provides an improved ignition system on a stratified charge lean burn engine, particularly but not exclusively a PROCO engine, in which sparks across spark plugs in combustion chambers in the engine are initiated by electrical pulses and are thereafter sustained by the use of a d.c. generator which applies a spark sustaining voltage to the plugs.
  • a stratified charge lean burn engine particularly but not exclusively a PROCO engine
  • sparks across spark plugs in combustion chambers in the engine are initiated by electrical pulses and are thereafter sustained by the use of a d.c. generator which applies a spark sustaining voltage to the plugs.
  • a d.c. generator which applies a spark sustaining voltage to the plugs.
  • the stratified charge engine can operate at high EGR rates without the occurrence of substantial harsh running.
  • a spark pulse generating means which includes an ignition coil 1, having primary and secondary windings 1a, 1b, a current control means 2 which controls a low voltage current flowing in the primary winding, and an engine driven spark timing control means 3 which drives the current control means 2.
  • the current control means 2 is adapted to produce a rapid rate of change of current flow in the primary winding la in response to operation of the timing control means 3, so as to induce in the secondary winding 16 a high voltage pulse of typically 20-40 KV.
  • This high voltage pulse is capable of producing spark ignition in an internal combustion engine and the pulse is applied through a distributor 4 which may be any of the well known types, to spark plugs 5 installed in cylinders of the engine (not shown).
  • the current control means 2 and the timing control means 3 may be constituted by a conventional contact breaker driven by a cam in the distributor 4, which switches a nominally 12 volt supply from the engine's usual battery/alternator arrangement (not shown) on line 6, to interrupt the current flow and produce a rapid rate of change of current in the primary la.
  • the current control means can be a semiconductor switch,which may operate to discharge a capacitor through the primary winding 1a.
  • the spark timing control means 3 may be constituted by a known photoelectric, infra-red or like detector responsive to the angular position of rotation of the engine.
  • high voltage pulses are produced in the coil's secondary winding 1b in response to successive operations of the spark timing control means 3, these pulses being appropriately applied by the distributor 4 to successive ones of the spark plugs 5 so as to establish sparks in successive ones of the cylinders and thereby ignite fuel/air mixture in the cylinders.
  • a d.c. generator 7 is provided, connected in series with the secondary winding lb.
  • the generator 7 applies to the spark plugs 5 a d.c. voltage capable of sustaining a spark across the spark plugs after the high voltage spark initiating pulse produced by operation of the circuit 2 has died away to a level incapable of maintaining the spark.
  • the d.c. generator 7 comprises . a d.c. to d.c. converter arranged to generate a high voltage output of nominally 3KV from the low voltage supply on line 6.
  • the generator 7 produces a rectified d.c. output on line 8, which is fed through the secondary lb of the coil to the distributor 4 and hence to the spark plugs 5.
  • the output voltage of the generator 7 is of a magnitude selected to sustain but not initiate a spark across one of the spark plugs5, and the generator is per se capable of producing a continuous voltage of such a magnitude.
  • the spark can be sustained by a somewhat lower voltage, and the d.c. generator 7 is suitable for providing such a sustaining voltage.
  • the fact that the spark sustaining current is supplied by a separate generator 7 provides the advantage of allowing much greater spark currents to be established for longer periods of time, which provides for improved fuel burning and results in improved fuel economy and/or a reduction in pollutant emission.
  • the generator 7 develops a continuous output voltage and each spark is extinguished either by operation of the distributor to disconnect the applied sustaining voltage and connect it to a subsequent spark plug, or by virtue of the increased gas pressure produced in the cylinder by the combustion initiated by the spark.
  • the increased gas pressure presents an increased electrical impedance to the arc established between the spark plug electrodes, and the voltage level produced by the generator 7 can be appropriately selected so that the increased gas pressure will cause the spark automatically to extinguish when the gas pressure rises to a given level indicating that satisfactory combustion has occurred in the cylinder.
  • the voltage produced by the generator 7 is insufficient to maintain the spark, and the spark will terminate automatically.
  • the d.c. generator 7 is switched off and on again so as to terminate the spark.
  • the period that the generator 7 can be switched to supply the spark sustaining voltage to the sparks can be selected independently of the characteristics of the circuit of the generator 7 and thus the duration of the output voltage can be selected for example to be from a few milliseconds to an effectively infinite duration.
  • This arrangement allows the spark duration to be controlled independently of the characteristics of the circuit, and allows the current flowing through the arc established across the spark plug to be substantially constant during the entire period that the spark is sustained by the voltage from the generator 7. Accordingly, the system of the invention allows the spark duration to be extended and energy to be increased which improves engine combustion.
  • the d.c. to d.c. converter circuit of the generator 7 will now be described in more detail with reference to FIGURE 2.
  • the circuit of the generator 7 is shown within- a hatched outline and its interconnections to the rest of the ignition circuit are shown schematically.
  • the circuit comprises an oscillator stage 9 which drives a step up transformer T1, the output of the transformer being fed to a voltage multiplier and rectifier stage 10.
  • the oscillator stage 9 is powered from the low voltage 12 volt supply line 6 through an interference filter network comprising capacitors C1 to C3 and an inductor L1.
  • the filter network prevents spurious transients on the line 6 from disturbing the oscillator y condition of the oscillator stage 9.
  • the transformer Tl has a primary winding with winding portions 11a, 11b and a centre tap CT, a feedback winding 12, a secondary winding 13 and a saturable core 14.
  • Transistors TH1 and T112 are arranged to control the current flowing from the rail 6 in the primary winding portions lia, lib respectively, the bases of the transistors receiving a bias switching voltage derived from the feedback winding 12, through a biasing resistor R1 and diodes D1 and D2.
  • the current ramps such as 15 and 16 induce in the transformer secondary winding respective positive and negative voltages, such as 17 and 18 shown in FIG. 3B, the voltages being stepped up relative to the voltage applied to the primary winding portions 11 in dependence of the turns ratio of the primary winding portions and secondary windings 11, 12.
  • switching transients occur in the oscillator which result in voltage spikes 19 (FIG. 3B) occurring on the voltage waveform of the secondary winding 12.
  • the voltage multiplier and rectifier 10 comprises fast recovery diodes D3, D4 which respectively pump charge into series connected capacitors C4, C5 during opposite polarities of the voltage on the winding 13.
  • the output voltage across winding 13 is positive diode D4 conducts and charges capacitor C5, and when the output voltage is negative capacitor C4 is charged through diode D3. Since the capacitors are series connected, the output across both of them constitutes a doubling of the positive voltage swing across the winding 13.
  • a final output capacitor C6 is connected in parallel with the capacitors C4, C5 for smoothing purposes.
  • a resistor chain R2, R3 which contributes to smoothing the output and which also provides a discharge path for the final output capacitor C6.
  • a function indicator 20, typically a neon tube, is connected in parallel with the resistor R3 to indicate that the generator 7 is operative.
  • the voltage current characteristic of the output of the generator 7 that is fed to the line 8, is shown in FIG. 3C as a curve 21. It will be seen that the generator 7 delivers a substantially constant voltage over a predetermined range of current. Thus when a spark is struck across 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 value of current 22 (FIG. 3C).
  • the current value 22 is defined by the point at which the bases of TR1 and TR2 no longer saturate, this being adjustable by adjusting the value of resistor R1. Currents above the value 22 indicate a short or other fault condition at the spark plug, and the generator is arranged to shut down operation automatically if such a condition occurs.
  • FIG. 3C Another useful feature of the generator 7 can be seen from FIG. 3C .
  • the capacitor C6 (FIG. 2) becomes charged to a voltage substantially equal to twice the value of the voltage spikes 19. This relatively high voltage from the generator 7 aids in striking the sparks at the spark plugs 5, since this voltage adds itself to the high voltage pulses induced in the secondary winding lb of the coil.
  • the voltage current characteristic of the generator 7 has the advantage of enabling the generator to sustain the spark under conditions of extreme lean burn combined with substantial rates of EGR and gas swirl within the cylinders of the engine. Under such conditions the impedance of the arc can undergo substantial transitory fluctuations, so as to draw an increased current from the generator 7. I have found that to sustain the arc in these extreme conditions, the generator must be able to deliver an appropriate current to the arc without allowing the voltage applied to the arc to drop. If the voltage drops below a certain level, even momentarily, the arc will become extinguished and will not be re-kindled unless another 20 KV pulse is applied from the ignition coil. In FIG.
  • the generator 7 has a low component count and is therefore cheap to produce and more reliable.
  • Another advantage of the generator 7 is that in the event of an engineer touching the spark plug lead to produce a short circuit, the oscillator 9 of the generator becomes damped and ceases operation. In this way a condition is avoided in which the generator pumps a heavy current into the short circuit. Clearly such a condition would be hazardous to the engineer and would also be likely to cause the generator to overheat and fail.
  • a further safety feature of the generator 7 is that the output capacitor C6 (FIG. 2) is shunted by resistors R2, R3 so that its charge can dissipate when the engine is turned off.
  • the capacitor C6 would retain its charge for a considerable period of time so that if an engineer was to work on the engine, he could receive an electric shock from the capacitor C6 through the ignition leads. Also with the present generator 7, the neon 20 will readily indicate to him not only if the system is operative but also if a charge remains on the capacitor c6.
  • a feature of the ignition system just described is that substantially increased mean spark energies are achieved compared with a conventional contact breaker ignition ) by means of the currents injected into the sparks by the generator 7.
  • the spark energies need to be substantial if reliable ignition is to be achieved.
  • a disadvantage that can occur is that the increased spark energies can cause unacceptable erosion rates of the spark plug electrodes and the electrodes of the distributor 4.
  • the energy level of the sparks can be selected in dependence upon operating parameters of the engine such that highér energy sparks are only produced when extreme conditions occur. In this way, the mean energy of the sparks can be reduced without detracting from the improved engine running characteristics that result from the invention.
  • FIGURE 4 An example of such an arrangement is shown in FIGURE 4.
  • This Figure shows the generator 7 coupled in series to the ignition coil, much as shown in FIGURE 2, but additionally shows a relay 23 which is used to switch the voltage applied to the oscillator 9.
  • the relay 23 has a coil 24, and contacts 25 which are shunted by a voltage dropping resistor R4. Normally the contacts 25 are open as shown in the drawing, such that a portion of the 12V supply to the oscillator 9 is dropped across the resistor R4, thereby reducing the voltage developed across the primary winding 11 to a value less than 12 volts. As a result the high voltage d.c. output developed on line 8 is reduced below its maximum value. However, when the contacts 25 of the relay close, the resistor R4 is shorted out and the voltage applied to the oscillator 9 increases with the result that the d.c. output voltage on line 8 achieves its maximum value.
  • the relay is controlled by a logic circuit 26 which typically provides a switching path to earth for current to flow through the relay coil 24.
  • the logic circuit is responsive to sensed operating parameters of the engine shown schematically at 27.
  • the logic circuit 26 determines when operating parameters of the engine indicate that extreme combustion conditions occur, and the circuit 26 switches the relay 23 accordingly.
  • the engine is provided with an EGR system in which the gas flow rate is controlled selectively by a control 28.
  • the EGR rate is typically controlled as a function of inlet manifold vacuum level.
  • the logic circuit 26 is responsive to the EGR rate.
  • the logic circuit 26 is also responsive to a fuel control 29 which determines the fuel mixture strength.
  • the logic circuit would be responsive to the setting of the conventional choke whereas with a stratified charge engine provided with fuel injectors, the flow rate of fuel to the injectors would be monitored.
  • the logic circuit 26 is also responsive to the engine temperature as sensed by a temperature sensor 30.
  • a temperature sensor 30 When these parameters jointly or severally define a condition known to represent extreme combustion conditions, the relay 23 is switched to provide a maximum output voltage on line 8, but otherwise the output voltage is switched to a lower level, with a consequential minimization of spark plug electrode erosion.
  • FIGURES 5 to 7 illustrate alternative ways in which the relay 25 can be connected to the d.c. generator 7.
  • the dropping resistor R4 is connected in the 12 volt supply rail 6 rather than in the earth return.
  • the dropping resistor is connected in the high output voltage line 8 of the generator 7.
  • the dropping resistor is connected in the earth reference line of rectifier output stage 10 of the generator.
  • the d.c. generator 7 is connected in series with the secondary winding 16 of the ignition coil.
  • This arrangement has the advantage that the inductance of the secondary winding lb acts to increase the sustaining voltage above the level set by the generator 7 in response to increased arc impedance that occurs for example during high gas swirl.
  • the inductance of the secondary 1b may not be sufficient for this purpose and it may be desirable to use a separate inductor to define the ballast.
  • FIGURE 8 shows an arrangement in which a separate inductor coil L2 is connected in the line 8 rather than using the coil winding 1b as the ballast inductance.
  • a voltage isolating means 31 is provided in series with the co i l 's secondary winding 1b in order to prevent the d.c. current from the generator 7 from flowing through the winding to earth in preference to flowing to the spark plugs through the distributor 4.
  • the voltage isolating means 31 is also adapted to allow operation of the ignition coil 1 such that a high voltage pulse induced in the secondary winding relative to earth can flow to the spark plugs.
  • the voltage isolating means 31 in one form comprises a capacitor which blocks direct current flow from the generator 7 to earth through the winding 1b.
  • the voltage isolating means can also comprise a spark gap across which pulses induced in the secondary 1b will jump, or a high voltage diode.
  • the ignition coil 1 is shown to have four terminals, two for each winding. Such a coil can be made at low cost by adapting the manufac- tureaf a conventional ignition coil.
  • a conventional ignition coil has three terminals such that one end of each of the primary and secondary windings are provided with a respective terminal and the other ends thereof are connected to a common terminal for connection to earth. If it is desired to use the dc generator 7 as an add-on unit for an existing conventional ignition system, the circuit arrangement as shown in FIGURE 9 may be used.
  • FIGURE 9 a conventional three terminal coil 32 is shown, having primary and secondary windings 32a, b each with their own terminal 33, 34, and a common earthed terminal 35.
  • the d.c. generator 7 is coupled to the conventional coil and distributor 4 by means of the ballast inductor L2 and the aforesaid voltage isolating means 31 connected in series between the generator 7 and the coil's secondary winding lb.
  • the voltage isolating means 31 serves to direct the current from the generator 7 to the distributor 4 and hence to the spark pulgs rather than allowing it to flow through the secondary coil 32b to earth.
  • the voltage isolating means 31 however allows the high voltage pulses induced in the winding 32b to pass to the distributor 4.
  • the isolating means can for example comprise a capacitor, a spark gap or a diode.
  • the generator 7 thus can be used with conventionally aspirated engines to achieve improvements in fuel economy and pollutant emission reduction, as will be illustrated by example hereinafter, and also provides for similar improvements with engines provided with EGR, which may or may not be conventionally aspirated with a carburettor.
  • one aspect of the invention concerns stratified charge engines and an example of the invention will now be described in relation to the Ford PROCO engine in order to illustrate the advantages achieved thereby.
  • FIGURES 10 and 11 A schematic illustration of the PROCO engine is shown in FIGURES 10 and 11.
  • the engine has a high compression ratio of typically 11:1 and operates with a lean fuel to air ratio of typically 15:1.
  • FIGURE 10 which shows a sectional view of one cylinder of the engine, an engine block 36 is bored with a cylinder 37 which receives a piston 38 formed with a dished combustion chamber 39.
  • a cylinder head 40 is bolted onto the block 36.
  • the head 40 receives two spark plugs 41, 42 and also a fuel injector 43 that injects fuel directly into the cylinder such as to establish a stratified charge therein.
  • the engine has a EGR system (not shown) in order to reduce NO X emission.
  • FIGURE 10 The layout of the cylinder head in plan view is shown schematically in FIGURE 10, from which it will be seen that the head includes inlet and outlet valves 44, 4 5 for air and EGR, and an inlet manifold 46.
  • the inlet manifold 46 and the inlet valve are arranged to establish a swirling gas motion within the cylinder, the gas motion being indicated schematically by the arrows 47, 48.
  • FIGURE 12 Such an arrangement according to the invention is shown in FIGURE 12 where it can be seen that the engine has been modified to have only one spark plug 42 which receives a spark initiating pulse from a spark generating means and a spark sustaining voltage thereafter from a d.c. generator, as described with reference to FIGURE 1 et seq.
  • the improvement achieved can be seen from the results of a test given below, in which a single cylinder of a PROCO engine was run with a) two spark plugs b) one spark plug and c) one spark plug with the ignition system of the invention, the other plug opening being blanked off.
  • the system of the invention is referred to as the BWU ignition system.
  • the tests were performed without attempting to optimize the settings of the engine for the DWU system except that a I J O ignition timing retardation was introduced relative to the the optimum setting for the 2 plug PROCO engine. It is believed that further improvements in HC(hydrocarbon) and CO(carbon monoxide) exhaust emissions can be achieved when further optimization of the engine operating parameters is achieved.
  • the BWU system provides for increased EGR tolerance.
  • the standard 2 plug PROCO engine would run to a predetermined minimum misfire rate limit with an EGR flow rate of 66% relative to the flow rate of fresh inlet gas.
  • the PROCO ran to 103% EGR before the misfire limit was approached.
  • the ignition system of the invention also provides for substantial fuel economies with conventionally aspirated engines, with or without EGR.
  • Table 2 Given below in Table 2 is the results of tests performed with three different capacity conventional engines.
  • An advantage of the d.c. generator 7 described with reference to Figure 2 et seq is that it is eminently suitable to manufacture in mass production. It has a high conversion efficiency of greater than 90% which is achieved with a low component count.
  • FIGURE 13 Another practical form of the d.c. generator 7 is shown in FIGURE 13.
  • This form of the generator derives the high voltage applied to sustain the sparks, directly from the usual alternator fitted to the engine to power the usual ancillary engine circuits.
  • an engine 50 is shown driving an electrical alternator 51 by means of a belt 52, in a conventional manner.
  • the alternating voltage from the alternator 51 is fed to the usual rectifier and voltage regulator shown schematically at 53, which supplies a normal 12 volt d.c. supply to ancillary electrical circuits 54, such as for example the low voltage circuits connected to the primary winding la of the coil 1.
  • the output of the alternator 51 is fed to an isolating and step up transformer 55 and thence to a rectifying and smoothing circuit comprising a diode D5, a capacitor C7 and a resistor R5.
  • the rectifier arrangement provides an output voltage of nominally 3KV for application on line 8 through the secondary winding of the coil lb to sustain the sparks, in the manner described with reference to FIGURE 1.
  • the circuit can include a voltage level switching arrangement, much as described with reference to FIGURE 7.
  • a logic circuit 26 which switches current to operate the relay coil 24 and contacts 25 in the manner described with reference to FIGURE 7.
  • the voltage dropping resistor R4 reduces the output voltage on line 8, but when the relay operates to shut the contacts 25, the resistor R4 is shunted and the output voltage on line 8 is increased.
  • FIGURE 13 Clearly the arrangement of FIGURE 13 and be used with a conventionally aspirated engine, with or without EGR, and can also be used with a stratified charge engine such as the PROCO.

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  • Engineering & Computer Science (AREA)
  • Physics & Mathematics (AREA)
  • Plasma & Fusion (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Ignition Installations For Internal Combustion Engines (AREA)
EP80303805A 1979-11-07 1980-10-27 Apparatus for producing spark ignition of an internal combustion engine Ceased EP0028899A1 (en)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
GB7938550 1979-11-07
GB7938550 1979-11-07

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EP0028899A1 true EP0028899A1 (en) 1981-05-20

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EP80303805A Ceased EP0028899A1 (en) 1979-11-07 1980-10-27 Apparatus for producing spark ignition of an internal combustion engine

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EP (1) EP0028899A1 (no)
JP (1) JPS56124672A (no)
AU (1) AU6387080A (no)
BR (1) BR8007189A (no)
CA (1) CA1161101A (no)
DD (1) DD154232A5 (no)
DK (1) DK467080A (no)
FI (1) FI803441L (no)
GR (1) GR72122B (no)
IL (1) IL61398A0 (no)
NO (1) NO803241L (no)
PL (1) PL227702A1 (no)
PT (1) PT72024B (no)
ZA (1) ZA806767B (no)

Cited By (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0080662A1 (en) * 1981-11-24 1983-06-08 Nissan Motor Co., Ltd. Sustained arc ignition system for an internal combustion engine
US4399802A (en) * 1980-04-11 1983-08-23 Nissan Motor Company, Limited Ignition energy control method and system
GB2245648A (en) * 1990-06-29 1992-01-08 Champion Spark Plug Europ I.c.engine ignition system
KR100836403B1 (ko) * 2007-07-06 2008-06-09 현대자동차주식회사 차량의 브레이크 마스터실린더 차단밸브 및 그를 이용한차간거리 제어 해제방법

Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR2149929A5 (no) * 1971-08-06 1973-03-30 Bosch Gmbh Robert
US3921606A (en) * 1972-11-27 1975-11-25 Ducellier & Cie Ignition device for an internal combustion engine
US3983461A (en) * 1972-08-28 1976-09-28 General Marine, Inc. Ignition pulse generator
EP0001354A1 (en) * 1977-09-21 1979-04-04 Basil Earle Wainwright Ignition system

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR2149929A5 (no) * 1971-08-06 1973-03-30 Bosch Gmbh Robert
US3983461A (en) * 1972-08-28 1976-09-28 General Marine, Inc. Ignition pulse generator
US3921606A (en) * 1972-11-27 1975-11-25 Ducellier & Cie Ignition device for an internal combustion engine
EP0001354A1 (en) * 1977-09-21 1979-04-04 Basil Earle Wainwright Ignition system

Cited By (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US4399802A (en) * 1980-04-11 1983-08-23 Nissan Motor Company, Limited Ignition energy control method and system
EP0080662A1 (en) * 1981-11-24 1983-06-08 Nissan Motor Co., Ltd. Sustained arc ignition system for an internal combustion engine
GB2245648A (en) * 1990-06-29 1992-01-08 Champion Spark Plug Europ I.c.engine ignition system
KR100836403B1 (ko) * 2007-07-06 2008-06-09 현대자동차주식회사 차량의 브레이크 마스터실린더 차단밸브 및 그를 이용한차간거리 제어 해제방법

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DD154232A5 (de) 1982-03-03
BR8007189A (pt) 1981-05-12
DK467080A (da) 1981-05-08
IL61398A0 (en) 1980-12-31
PT72024B (en) 1981-12-17
ZA806767B (en) 1981-10-28
NO803241L (no) 1981-05-08
PL227702A1 (no) 1981-08-07
AU6387080A (en) 1981-05-14
GR72122B (no) 1983-09-16
CA1161101A (en) 1984-01-24
PT72024A (en) 1980-12-01
JPS56124672A (en) 1981-09-30
FI803441L (fi) 1981-05-08

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