EP0080701A1 - Système d'allumage pour un moteur à combustion interne - Google Patents

Système d'allumage pour un moteur à combustion interne Download PDF

Info

Publication number
EP0080701A1
EP0080701A1 EP82110887A EP82110887A EP0080701A1 EP 0080701 A1 EP0080701 A1 EP 0080701A1 EP 82110887 A EP82110887 A EP 82110887A EP 82110887 A EP82110887 A EP 82110887A EP 0080701 A1 EP0080701 A1 EP 0080701A1
Authority
EP
European Patent Office
Prior art keywords
voltage
ignition
voltage level
throttle valve
engine
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.)
Withdrawn
Application number
EP82110887A
Other languages
German (de)
English (en)
Inventor
Kyugo Hamai
Yasuhiko Nakagawa
Meroji Nakai
Junichi Furukawa
Takashi Tsunashima Mansion 604 Ishizuka
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Nissan Motor Co Ltd
Original Assignee
Nissan Motor Co Ltd
Priority date (The priority date 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 date listed.)
Filing date
Publication date
Application filed by Nissan Motor Co Ltd filed Critical Nissan Motor Co Ltd
Publication of EP0080701A1 publication Critical patent/EP0080701A1/fr
Withdrawn legal-status Critical Current

Links

Images

Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02P—IGNITION, OTHER THAN COMPRESSION IGNITION, FOR INTERNAL-COMBUSTION ENGINES; TESTING OF IGNITION TIMING IN COMPRESSION-IGNITION ENGINES
    • 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

Definitions

  • the present invention relates generally to an internal combustion engine ignition system, and more specifically to an improved ignition system for an internal. combustion engine, wherein a voltage control means is provided for changing the output voltage of a DC-DC converter according to engine operating conditions so that an appropriate amount of ignition energy in accordance with engine operating conditions is applied across the spark gap of each spark plug.
  • a conventional ignition system comprises: (a) a DC-DC converter which receives a low DC voltage from a storage battery via an ignition switch, converts the low DC voltage into a corresponding AC voltage, and boosts and rectifies the AC voltage into a high DC voltage; (b) an ignition coil having a primary winding and secondary winding, one end of the primary winding thereof being connected to the ignition switch via a current limiting resistor; the other end of the primary winding being grounded via a transistorized switching unit, the transistorized switching unit receiving an ignition signal outputted from a electromagnetic pick-up, the ignition signal being generated according to a predetermined angular rotation of a rotor in synchronization with the engine revolutional speed, so that the current flowing through the primary winding of the ignition coil is interrupted at each ignition timing of the engine cylinders; and (c) a distributor having a rotor electrode connected to one end of the secondary winding of the ignition coil via a central cable (the other end of the secondary winding thereof being connected to an output terminal of the DC-DC converter)
  • the DC-DC converter is a voltage boosting circuit which generates a DC high voltage of approximately 2 kilovolts and applies the DC high voltage to the secondary winding of the ignition coil.
  • the DC-DC converter comprises a voltage boosting transformer having a primary winding, an intermediate tap thereof being connected to the battery via the ignition switch and both ends thereof being grounded via respective transistors, the bases of which are connected to opposite ends of a third winding so as to energize the primary winding to cause a primary current to flow in opposite directions, a secondary winding, at either end of which high voltage alternatingly appears, and double voltage rectifying circuit which converts the alternating voltage into the doubled high DC voltage.
  • a filter circuit is provided between the input terminal of the DC-DC converter and intermediate tap of the primary winding of the voltage boosting transformer for suppressing noise and serial resistors are provided at the output terminal of the DC- D C converter in parallel with two capacitors of the double voltage rectifying circuit for gradually discharging the electrical charge within the two capacitors when the ignition switch is turned off.
  • the high voltage generated at the secondary winding thereof causes a spark discharge across the gap between the electrodes of one of the spark plugs connected via the distributor so as to break down the gap thereof.
  • the high DC voltage of approximately 2 kilovolts charged within the two capacitors of the double voltage rectifying circuit of the DC-DC converter is applied across the gap of the spark plug via the secondary winding of the ignition coil and distributor so as to sustain a subsequent arc discharge. If the gap resistance between the electrodes of the spark plug remains low, the discharge continues to ensure fuel ignition.
  • combustion conditions change according to engine operating conditions.
  • a large ignition energy is required when the engine load is light or the engine speed is low, while the ignition energy may be reduced as the engine load and engine speed increase.
  • the conventional ignition system as described hereinbefore keeps the output voltage of the DC-DC converter constant, the available ignition energy is reduced as the engine speed increases due to the charging response characteristics of the two capacitors of the double voltage rectifying circuit.
  • the output voltage of the DC-DC converter is set to a DC voltage high enough to provide sufficient ignition energy when the engine load is light or engine speed is low, more ignition energy than necessary will be generated when the engine load and engine speed are high. Consequently, power consumption becomes inefficient.
  • the output voltage of he DC-DC converter is set to a lower DC voltage, insufficient ignition energy may be generated at low engine load and speed. Consequently, misfire may occur.
  • a voltage control means is provided for adjusting the output voltage of the DC-DC converter according to engine operating conditions so that the charge voltage of the two capacitors in the double voltage rectifying circuit of the DC-DC converter increases as the engine speed or engine load decreases and decreases as the engine speed or engine load increases. Consequently, efficient electrical power consumption and fuel consumption can be achieved.
  • Fig. 1 shows a conventional ignition system applied to a four-cylinder internal combustion engine.
  • numeral 1 denotes a battery (low DC voltage supply)
  • numeral 2 denotes an ignition switch 2
  • numeral 3 denotes a DC-DC converter
  • numeral 4 denotes an ignition coil having a primary winding 4a and secondary winding 4b
  • numeral 5 denotes a transistorized ignition switching unit
  • numeral 6 denotes a pick-up rotor
  • numeral 7 denotes an electromagnetic pick-up
  • numeral 8 denotes a central cable
  • numeral 9 denotes a distributor having a rotor electrode 9a and a plurality of fixed electrodes 9b spaced symmetrically around the rotor electrode 9b
  • numeral 10 denotes a high-tension cables designed for suppressing high-frequency ignition noise
  • numeral 11 denotes a plurality of spark plugs, each located within a corresponding cylinder.
  • An input terminal A of the DC-DC converter 3 is connected to the battery 1 via the ignition switch 2 and output terminal B thereof is connected to one end of the secondary winding 4b of the ignition coil 4.
  • the other end of the secondary winding thereof 4b is connected to the rotor electrode 9a of the distributor 9 via the central cable 8.
  • One end of the primary winding 4a of the ignition coil 4 is connected to the battery 1 via a current limiting resistor R1 and the ignition switch 2 and the other end of the primary winding 4a is connected to the ground via the transistorized ignition switching unit 5.
  • the transistorized ignition switching unit 5 receives an ignition signal from the electromagnetic pick-up 7, generated as the pick-up rotor 6 rotates in synchronization with the engine revolution, and interrupts the current flowing through the primary winding 4a of the ignition coil 4.
  • Fig. 2(A) shows the internal configuration of the DC-DC converter 3.
  • the low DC voltage from the battery 1 via the input terminal A is sent into a primary winding 12a of a voltage boosting transformer 12 via the intermediate tap of the primary winding 12a.
  • Two transistors Q 1 and Q 2 are provided between the ends of the primary winding 12a and ground.
  • a third winding 12b is provided at the primary winding side between the two transistors Q 1 and Q 2 so that the primary winding 12a is excited to generate a current directed alternatingly from the intermediate tap of either end thereof as shown by arrows.
  • both ends of the secondary winding 12c of the voltage boosting transformer 12 experience a boosted alternating voltage determined by the winding ratio between the primary and secondary windings 12a and 12c.
  • the boosted AC voltage is rectified by means of two diodes D 1 and D2 and the rectified voltage is used to charge two capacitors C 1 and C 2 .
  • the anode of the first diode D 1 is connected to one end of the first capacitor C 1 .
  • the cathode of the first diode D l is connected to one end of the secondary winding 12c and to the anode of the second diode D 2 .
  • the cathode of the second diode D 2 is grounded.
  • the other end of the secondary winding 12c is connected to the other end of the first capacitor C 1 and to one end of the second capacitor C 2 .
  • the other end of the second capacitor C 2 is grounded.
  • These diodes and capacitors D 1 , D 2 , C 1 , and C 2 constitute a double voltage rectifying circuit.
  • the one end of the first capacitor C 1 and the anode of the first diode D 1 constitute an output terminal B of the DC-DC converter 3.
  • serial resistors R 2 through R 4 are provided between the output terminal B and ground as a means for discharging the electrical charge within the two capacitors C 1 and C 2 gradually after the ignition switch 2 is turned off in order to prevent an electrical shock.
  • a filter circuit comprising two capacitors C 3 and C 4 and inductor L is provided between the input terminal A and ground for suppressing ignition noise generated by the internal DC-DC converter 3.
  • FIG. 2(B) An example of the transistorized ignition switching unit is shown by Fig. 2(B).
  • Another type of the DC-DC converter 20 comprises:
  • the base voltage of the transistor Q 7 in the DC-DC converter is controlled by means of a high DC voltage control circuit 25 so that the output voltage of the DC-DC converter 20 is adjusted according to engine operating conditions, as explained below.
  • the high DC voltage control circuitry 25 comprises: (a) a comparator 26 whose output terminal is connected to the base of the transistor Q 7 in the DC-DC converter 20 via a diode D 9 ; (b) a voltage regulator 27 whose input terminal is connected to the input terminal A of the DC-DC converter 20 which transforms the input voltage, e.g., 12 volts from the battery 1 via the ignition switch 2 to provide a constant DC voltage, e.g., 8 volts; and (c) a rotary switch 29 which connects the non-inverting input terminal of the comparator 26 to one of four terminals a through d according to an opening angle of a throttle valve 28 within an intake manifold of the engine.
  • the noninverting input terminal of the comparator 26 is also connected to a second input terminal B 2 of the DC-DC converter 20.
  • the end of the capacitor C 5 is connected to the second output terminal B 2 of the DC-DC converter 20 via a resistor R 7 .
  • the contacts a through d of the rotary switch 29 are grounded via respective resistors Ra through Rd for changing the divided voltage applied to the noninverting input terminal of the comparator 26 according to the opening angle of the throttle valve 28.
  • the rotary switch 29 and the resitors Ra through Rd constitute a variable voltage dividing circuit.
  • the inverting input terminal of the comparator 26 receives a reference voltage V ref from the voltage regulator 27 and dividing resistors R 8 and R 9 .
  • the resistor R d with the lowest resistance value of all the parallel voltage dividing resistors is connected to the rotor e of the rotary switch 29.
  • the opening angle of the throttle valve 28 increases, i.e., as the engine load increases, the rotor e of the rotary switch 29 comes into contact with the contacts c, b, and a sequentially so as to increase the dividing ratio of the output voltage of the DC-DC converter 20, i.e., increase the resistance value of the applied resistors R , R b , and R. Since the divided voltage V e increases as the engine load increases, the output voltage V H of the DC-DC converter 20 decreases.
  • Fig. 7 shows ignition energy, denoted by the hatched portion, at constant engine load in the case of the conventional ignition system.
  • V s denotes the breakdown voltage of the gap between the electrodes of the spark plug 11
  • VAl denotes the sustained arc discharge voltage
  • D S1 denotes the interval of time for which the sustained arc discharge continues.
  • Fig. 8 shows the ignition energy at the same load as in Fig. 7 in the case of the ignition system shown in Fig. 5 according to the present invention.
  • the sustained arc discharge voltage is increased slightly as indicated by V A2 (V A2 >V A1 ) and the interval of discharge is significantly longer so that the overall ignition energy is increased. Consequently, misfire will not occur. In addition, since the ignition energy is decreased as the engine load increases, a wasteful power consumption can be prevented.
  • the voltage dividing ratio of the output voltage V of the DC-DC converter 20 is changed incrementally by means of the voltage dividing resistors R a through R d and rotary switch 29.
  • a potentiometer interlocked with the throttle valve 28 which changes the voltage dividing ratio continuously as the throttle valve 28 opens may be used as shown by Fig. 5(C).
  • the reference voltage V ref may alternatively be adjusted according to the opening angle of the throttle valve 28 while the divided voltage V remains constant as shown in Fig. 5(B).
  • the opening angle of the throttle valve 28 is representative of engine operating conditions.
  • engine operating conditions may be detected by means of an engine speed detector, negative pressure detector within the intake manifold of the engine, air flow meter for detecting intake air flow rate, etc. Therefore, the voltage dividing ratio or reference voltage described hereinabove may be changed according to any of these detected results.
  • the ignition system controls the output voltage of the DC-DC converter according to the current engine operating conditions so that the voltage across the capacitor, i.e., output voltage of the DC-DC converter increases when the engine load or engine speed is low. Consequently, sufficient ignition energy for complete combustion of air-fuel mixture can be supplied to the spark plugs. As a result, flame propagation can be enhanced and fuel economy can be improved.
  • the ignition energy is reduced to a minimum when the engine load or engine speed is high, electrical power consumption for the ignition operation can be minimized and fuel efficiency of the automotive vehicle in which the ignition system according to the present invention is incorporated can be improved.

Landscapes

  • 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)
EP82110887A 1981-11-30 1982-11-24 Système d'allumage pour un moteur à combustion interne Withdrawn EP0080701A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
JP190797/81 1981-11-30
JP19079781A JPS5893965A (ja) 1981-11-30 1981-11-30 内燃機関の点火装置

Publications (1)

Publication Number Publication Date
EP0080701A1 true EP0080701A1 (fr) 1983-06-08

Family

ID=16263896

Family Applications (1)

Application Number Title Priority Date Filing Date
EP82110887A Withdrawn EP0080701A1 (fr) 1981-11-30 1982-11-24 Système d'allumage pour un moteur à combustion interne

Country Status (2)

Country Link
EP (1) EP0080701A1 (fr)
JP (1) JPS5893965A (fr)

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0315348A2 (fr) * 1987-11-03 1989-05-10 Novatech Energy Systems, Inc. Installation d'allumage
US10639999B2 (en) * 2015-06-18 2020-05-05 Robert Bosch Gmbh Method and circuit for detecting an open line of the sine/cosine receiver coil of a resolver

Families Citing this family (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH05312127A (ja) * 1992-05-11 1993-11-22 Daiyamondo Denki Kk 内燃機関用点火制御装置

Citations (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR1243288A (fr) * 1959-01-27 1960-10-07 Bosch Gmbh Robert Installation de régulation pour moteur à explosion à allumage indépendant
US3571609A (en) * 1969-08-20 1971-03-23 Gen Lab Associates Inc Ignition apparatus selectively operable at different levels of discharge energy
FR2328859A1 (fr) * 1975-10-23 1977-05-20 Bosch Gmbh Robert Installation d'allumage electronique pour moteur a combustion interne
FR2360198A1 (fr) * 1976-07-26 1978-02-24 Sigma Electronics Planning Kk Dispositif d'allumage electronique
DE2739508A1 (de) * 1977-09-02 1979-03-15 Bosch Gmbh Robert Vorrichtung zur extremwertregelung bei brennkraftmaschinen
GB2069044A (en) * 1980-01-11 1981-08-19 Nissan Motor Plasma jet ignition system for an internal combustion engine
FR2480359A1 (fr) * 1980-04-11 1981-10-16 Nissan Motor Procede et systeme pour controler l'energie d'allumage d'un moteur

Patent Citations (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR1243288A (fr) * 1959-01-27 1960-10-07 Bosch Gmbh Robert Installation de régulation pour moteur à explosion à allumage indépendant
US3571609A (en) * 1969-08-20 1971-03-23 Gen Lab Associates Inc Ignition apparatus selectively operable at different levels of discharge energy
FR2328859A1 (fr) * 1975-10-23 1977-05-20 Bosch Gmbh Robert Installation d'allumage electronique pour moteur a combustion interne
FR2360198A1 (fr) * 1976-07-26 1978-02-24 Sigma Electronics Planning Kk Dispositif d'allumage electronique
DE2739508A1 (de) * 1977-09-02 1979-03-15 Bosch Gmbh Robert Vorrichtung zur extremwertregelung bei brennkraftmaschinen
GB2069044A (en) * 1980-01-11 1981-08-19 Nissan Motor Plasma jet ignition system for an internal combustion engine
FR2480359A1 (fr) * 1980-04-11 1981-10-16 Nissan Motor Procede et systeme pour controler l'energie d'allumage d'un moteur

Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0315348A2 (fr) * 1987-11-03 1989-05-10 Novatech Energy Systems, Inc. Installation d'allumage
EP0315348A3 (fr) * 1987-11-03 1990-09-12 Novatech Energy Systems, Inc. Installation d'allumage
US10639999B2 (en) * 2015-06-18 2020-05-05 Robert Bosch Gmbh Method and circuit for detecting an open line of the sine/cosine receiver coil of a resolver

Also Published As

Publication number Publication date
JPS5893965A (ja) 1983-06-03

Similar Documents

Publication Publication Date Title
US4366801A (en) Plasma ignition system
US4502454A (en) Ignition system for an internal combustion engine
US3937193A (en) Electronic ignition system
GB2172655A (en) Ignition system for an internal combustion engine
US4457285A (en) Sustained arc ignition system for an internal combustion engine
US4441479A (en) Ignition system for a multi-cylinder internal combustion engine of a vehicle
GB2085076A (en) Plasma ignition system
US4027198A (en) Capacitor discharge ignition system
US4369757A (en) Plasma jet ignition system
EP0463800B1 (fr) Système d'allumage à courant continu
US3408536A (en) Breakerless oscillator ignition system
EP0071910A2 (fr) Système d'allumage pour un moteur à combustion interne
US4938200A (en) Ignition device
EP0080701A1 (fr) Système d'allumage pour un moteur à combustion interne
US4438751A (en) High voltage generating circuit for an automotive ignition system
US4562822A (en) Ignition system for an internal combustion engine
RU2134816C1 (ru) Система зажигания и способ подачи заряда от множества зарядных средств к множеству средств накопления заряда в системе зажигания
EP0678670A2 (fr) Dispositif d'allumage pour un moteur à combustion interne
JP2525979B2 (ja) ガソリン機関の燃焼状態検出装置
SU1521904A1 (ru) Тиристорна система зажигани
JP2653243B2 (ja) コンデンサ放電式多気筒内燃機関用点火装置
JPS588268A (ja) 内燃機関の点火装置
JP3567158B2 (ja) Ｃｄｉ装置用付加回路
JP3369493B2 (ja) Ｃｄｉ装置
JPS6085251A (ja) 内燃機関用無接点点火装置

Legal Events

Date Code Title Description
PUAI Public reference made under article 153(3) epc to a published international application that has entered the european phase

Free format text: ORIGINAL CODE: 0009012

17P Request for examination filed

Effective date: 19821124

AK Designated contracting states

Designated state(s): DE FR GB

RAP1 Party data changed (applicant data changed or rights of an application transferred)

Owner name: NISSAN MOTOR CO., LTD.

STAA Information on the status of an ep patent application or granted ep patent

Free format text: STATUS: THE APPLICATION IS DEEMED TO BE WITHDRAWN

18D Application deemed to be withdrawn

Effective date: 19850410

RIN1 Information on inventor provided before grant (corrected)

Inventor name: HAMAI, KYUGO

Inventor name: NAKAI, MEROJI

Inventor name: ISHIZUKA, TAKASHITSUNASHIMA MANSION 604

Inventor name: NAKAGAWA, YASUHIKO

Inventor name: FURUKAWA, JUNICHI