EP0230405A1 - Installation d'allumage a generateur magnetique pour moteur a combustion interne. - Google Patents

Installation d'allumage a generateur magnetique pour moteur a combustion interne.

Info

Publication number
EP0230405A1
EP0230405A1 EP85903812A EP85903812A EP0230405A1 EP 0230405 A1 EP0230405 A1 EP 0230405A1 EP 85903812 A EP85903812 A EP 85903812A EP 85903812 A EP85903812 A EP 85903812A EP 0230405 A1 EP0230405 A1 EP 0230405A1
Authority
EP
European Patent Office
Prior art keywords
ignition
control
switching element
resistor
circuit
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.)
Granted
Application number
EP85903812A
Other languages
German (de)
English (en)
Other versions
EP0230405B1 (fr
Inventor
Lothar Gademann
Adam Hirt
Hartmut Michel
Hans-Dieter Schmid
Michael Schneider
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.)
Robert Bosch GmbH
Original Assignee
Robert Bosch GmbH
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 Robert Bosch GmbH filed Critical Robert Bosch GmbH
Publication of EP0230405A1 publication Critical patent/EP0230405A1/fr
Application granted granted Critical
Publication of EP0230405B1 publication Critical patent/EP0230405B1/fr
Expired legal-status Critical Current

Links

Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02P—IGNITION, OTHER THAN COMPRESSION IGNITION, FOR INTERNAL-COMBUSTION ENGINES; TESTING OF IGNITION TIMING IN COMPRESSION-IGNITION ENGINES
    • F02P1/00—Installations having electric ignition energy generated by magneto- or dynamo- electric generators without subsequent storage
    • F02P1/08—Layout of circuits
    • F02P1/083—Layout of circuits for generating sparks by opening or closing a coil circuit

Definitions

  • the invention relates to an ignition system for internal combustion engines with a magnetic generator according to the preamble of the main claim.
  • a second circuit branch is provided for jump adjustment of the ignition timing, a control switch of the second circuit branch reversing the ignition switching element at the ignition timing having a speed-dependent resistance element for setting the so-called jump speed connected is.
  • a disadvantage of this known solution is that the ignition switching element is no longer completely controlled in the current-carrying state with the second circuit branch for jump adjustment, which results in a damping of the primary current and thus an increase in the primary voltage before the ignition time. Due to this increased primary voltage, the ignition point is in the direction Advance advance. Such damping of the primary current, however, also results in an undesirable reduction in the ignition voltage. This also makes it difficult to optimally adapt the adjustment characteristic in the idling and power range of the engine to the requirements.
  • the aim of the present solution is to improve an ignition system of the type described at the outset by easily adapting the timing of the ignition timing to the requirements of the engine and, in order to generate a high ignition voltage over the entire speed range, damping the primary current as little as possible.
  • the ignition system according to the invention with the characterizing features of the main claim has the advantage that in the lower speed range the ignition point is determined by the primary voltage before each ignition process, while in the upper speed range the ignition point is determined by the primary current.
  • the ignition system can be dimensioned in a simple manner in such a way that when a certain so-called jump speed is reached, the ignition point is shifted toward the early ignition by a desired amount.
  • this solution concept can be used to improve the ignition timing in the lower speed range or in the upper speed range independently of one another by additional circuitry measures if necessary.
  • a third circuit branch which reverses the ignition switching element, is advantageously connected in parallel with the third circuit branch with a third control switch, two overlapping adjustment characteristic curves being able to be generated by appropriate dimensioning of the two circuit branches, as a result of which even at low idle speeds, the desired ignition timing can be achieved.
  • FIG. 1 shows the ignition system according to the invention
  • FIG. 2 shows the adjustment characteristic of the ignition time of the ignition system
  • FIG. 3 shows a control circuit of the ignition system according to FIG. 1 which has been improved with additional measures. Description of the embodiments
  • FIG. 1 shows the circuit diagram of an ignition system for a single-cylinder internal combustion engine, which is supplied by a magneto 10.
  • the magneto is provided with a rotating magnet system 11 which has a permanent magnet 11a arranged between two pole shoes and is arranged on the outer circumference of a flywheel or fan wheel of the internal combustion engine, not shown.
  • the magnet system 11 interacts with an ignition armature 12 arranged on the housing of the internal combustion engine, which armature acts simultaneously as an ignition coil and is provided with a primary winding 13a and a secondary winding 13b.
  • the secondary winding is connected to a spark plug 15 of the internal combustion engine via an ignition cable 14.
  • the primary winding 13a of the ignition armature 12 is connected via the connections A, B to a primary circuit in which the switching path of an npn-conducting ignition transistor 16 is arranged.
  • the ignition transistor 16 is designed as a triple Darlington switching transistor, the collector of which is connected via a Z diode 17 to the grounded connection A of the primary winding 13a and the emitter via a current measuring resistor 18 at the connection B to the other end of the primary winding 13a is.
  • the base of the ignition transistor 16 is connected via a resistor 19 to the anode of the Zener diode 17, as a result of which the base potential of the ignition transistor 16 is raised and which at the same time serves to limit the inverse voltage.
  • the base of the control transistor 20 is connected via a resistor 21 to the collector of the ignition transistor 16 and via a capacitor 22 and resistor 23 connected in parallel to the terminal B.
  • the base of the ignition transistor 16 is connected to a second circuit branch, which has a second control switch in the form of an npn control transistor 24.
  • the switching path of the second control transistor 24 is parallel to that of the first control transistor 20.
  • the base of the second control transistor 24 is connected to the tap 25 of a voltage divider, which is connected in parallel to the current measuring resistor 18.
  • the upper branch of the voltage divider consists of a speed-dependent resistance element 26 and the lower branch of a resistor 27.
  • the speed-dependent resistance element 26 is formed from an ohmic resistor 28 and a capacitor 29 parallel to it. It lies between the tap 25 of the voltage divider and the emitter of the ignition transistor 16.
  • Another resistor 30 lies between the base of the second control transistor 24 and the collector of the ignition transistor 16.
  • an inverse diode 31 is connected in parallel with the switching path of the ignition transistor 16.
  • the mode of operation of the ignition system according to FIG. 1 will be explained in more detail with the aid of FIG. 2. It shows the course of the ignition timing of the internal combustion engine in degrees of crankshaft rotation based on the top dead center of the piston depending on the speed of the Internal combustion engine.
  • the dash-dotted curve a will be explained in more detail later, since it can only be realized by the circuit according to FIG. 3.
  • the curve b for the lower speed range is realized up to the so-called jump speed of approximately 4500 revolutions per minute by the circuit branch with the control transistor 20 in FIG. 1.
  • curve c for the upper speed range is realized by the second circuit branch with the second control transistor 24.
  • the rotating magnet system 11 During operation of the internal combustion engine, the rotating magnet system 11 generates positive and negative voltage half-waves in the primary winding 13a of the ignition armature 12. As seen from the ground connection of the primary winding 13a, the positive voltage half-waves via the inverse diode 31 and the Zener diode 17 are damped to such an extent that the other components of the ignition system are not endangered by the voltage peaks.
  • the negative voltage half-waves are required to generate the ignition energy and to trigger the ignition. With the beginning of each negative voltage half-wave, a control current first flows through the resistor 19 to the control path of the ignition transistor 16 and switches this into the current-conducting state. Now the primary current can flow over the switching path of the ignition transistor 16 with the downstream current measuring resistor 18.
  • the primary voltage also drives a control current via the resistor 21 and the resistor 23 with the parallel capacitor 22 of the first circuit branch and via the resistor 30 and the resistor 27 of the second circuit branch of the control circuit.
  • the capacitor 22 is charged by the control current in the first circuit branch.
  • a further control current flows through the voltage drop across the current measuring resistor 18 in the primary circuit via the voltage divider in parallel with the resistor element 26 and the resistor 27.
  • the ignition timing is delayed by the charge on the capacitor 22 by appropriate dimensioning of the first circuit branch.
  • the primary current is interrupted and a high-voltage pulse is generated in the secondary winding 13b, which causes an ignition spark at the spark plug 15.
  • the interruption of the primary current is accelerated by the simultaneous rise in the primary voltage, which is coupled via the resistor 21 to the base of the control transistor 20.
  • the resistor 23 connected in parallel with the capacitor 22 serves to tune the ignition timing and to discharge the capacitor 22 after the ignition process has subsided.
  • a further positive feedback of the primary voltage takes place via the resistors 30 and 27 in the second circuit branch, with which the second control transistor 24 is also turned on when the primary voltage pulse occurs and accelerates the interruption of the primary current.
  • the second control transistor 24 does not yet have any influence on the determination of the ignition timing, since the speed-dependent resistance element 26 is still too high-resistance and consequently the voltage drop occurring at the resistor 27 is not yet sufficient for the second control transistor 24 to trigger an ignition in the current-carrying Control state.
  • the total resistance of the resistance element 26 decreases, whereby the potential at the tap 25 of the voltage divider is raised. Since also the primary current with As the speed increases, the voltage drop across the current measuring resistor 18 consequently also increases with increasing speed, as a result of which the potential at tap 25 is also increased with increasing speed.
  • the potential at the tap 25 of the second circuit branch reaches the response voltage of the second control transistor 24 earlier with each full revolution of the magnet system 11 than the potential at the capacitor 22 of the first circuit branch Response voltage of the control transistor 20 reached.
  • the ignition timing is therefore determined with increasing speed by the second control transistor 24, which is switched into a current-conducting state by the potential at the tap 25 by a certain angular amount in front of the first control transistor 20 and thus blocks the ignition transistor 16 for triggering the ignition.
  • the adjustment characteristic curve in FIG. 2 is therefore raised from curve b to curve c, thereby adjusting the ignition timing in the direction of early adjustment.
  • the ignition timing would also be adjusted further in the direction of the early ignition following the dotted line c '. However, since this is often unfavorable for optimal power output of the internal combustion engine, this is suppressed by the resistor 30 at the base of the second control transistor 24, in that the control current flowing through the circuit branch with the resistors 30 and 27 until the ignition timing decreases with increasing speed and thus one counteracts further increase in the potential at the tap 25.
  • FIG. 3 shows a development of the ignition system according to FIG. 1, the components already described for FIG. 1 being provided with the same reference numbers.
  • the ignition transistor 16 is shown as a triple power Darlington with an inverse diode 31.
  • the current measuring resistor is divided into two partial resistors 18a and 18b, the tap 32 being connected between the two parts to the emitters of the control transistors 20 and 24.
  • a third circuit branch is provided with a third control transistor 30 in the control circuit, the switching path of which is connected to the switching paths of the other two control transistors 20 and 24 in parallel.
  • the base of the third control transistor 30 is connected via a capacitor 34 to terminal B of the primary circuit, to which resistor 35 is connected in parallel.
  • the base of the control transistor is also connected to the collector of the ignition transistor 16 via a further resistor 36.
  • the temperature response of the control switches 20, 24 and 33 is compensated for by a PTC resistor 21a, 36a and 30, via which the base of the control transistors 20, 24 and 33 is connected to the collector of the ignition transistor 16.
  • the PCT resistors 21a and 36a are connected upstream of the previous resistors 21 and 36.
  • the PCT resistors 21a, 36a, 30, the ignition transistor 16 with its coupling resistor 19 and the inverse diode 31 as well as the upstream Z-diode 17 are integrated in a first IC module 37.
  • the three control transistors 20, 24 and 33 are contained in a further IC module 38.
  • Both IC components 37 and 38 are combined on a substrate with the other components of the control circuit in hybrid design and connected to the primary winding 13a of the magnet generator 10 from FIG. 1 via the connections A and B.
  • the mode of operation of the ignition system with the control circuit shown in FIG. 3 essentially corresponds to the mode of operation described for FIG. 1.
  • the third circuit branch with the third control transistor 33 serves to determine the ignition point in the idling speed range with regard to the exhaust gas values of the internal combustion engine.
  • the reversal of the third control transistor 33 delayed by the charging of the capacitor 34 in the third circuit branch follows the dash-dotted line a in FIG. 2. Since this third circuit branch represents a parallel connection to the first circuit branch, the capacitor 34 and the resistors 35, 36 and 36a in the idling speed range, the response voltage of the control transistor 33 reaches earlier with each revolution of the magnet system 11 than the response voltage of the control transistor 20 in the first circuit branch.
  • a further delay in the ignition timing, which exceeds the peak of the current half-wave in the lower speed range, is achieved in that the emitter potential of the control transistors 20, 24 and 33 is increased by the voltage drop at part 18b of the current measuring resistor.
  • the ignition point is therefore determined in the idling speed range following the dash-dotted curve a in FIG. 2 by the third control transistor 33, by switching the ignition transistor into the current-carrying state to block the ignition. Since a certain time is required in each case for the charging of the capacitors 22 and 34 in the first and third circuit branches, the reversal of those assigned to them becomes necessary. Control transistors 20 and 33 decelerated further with increasing speed, which can be seen from the falling branch of curves a and b of the adjustment line according to FIG.
  • the delay in reversing the third Control transistor 33 is relatively large with increasing speed
  • the first circuit branch with the control transistor 20 takes over the triggering of the ignition at a speed of approximately 1500 min -1 .
  • the second circuit branch finally takes over the primary current coupling at the current measuring resistor 28a and 28b by triggering the second control transistor 24 and a related jump adjustment of the ignition timing in the direction of early ignition.
  • the resistor 30 prevents an early adjustment along the line c ′ caused by the speed-dependent resistance element 26.
  • the invention is not limited to the exemplary embodiments shown in FIGS. 1 and 2, since modifications in the circuit structure are possible. It is essential, however, that in order to implement a jump adjustment of the ignition timing in the lower speed range, the ignition timing depending on the primary voltage is determined by a first circuit branch with a first control switch, whereas in the upper speed range the ignition timing is triggered depending on the primary current.
  • the so-called jump speed or the jump speed range is determined by a resistance element that can be changed as a function of frequency or speed, in which the characteristic curve passes from the first part b realized by the first circuit branch to the second part c realized by the second circuit branch.
  • the ignition armature of the magnetic generator is arranged in the primary circuit on the middle leg of an E-shaped ignition armature in order to generate the strongest possible voltage half-wave used for ignition.
  • a sufficient ignition half-wave is also possible with a U-shaped iron core.
  • the ignition system With the ignition system according to the invention, high ignition voltages of more than 15 KV can be achieved in the idling and working range.
  • the various tilting circles enable the adjustment characteristic to be set well.
  • the ignition system is backflow-proof. Since the control transistors 20, 24 and 33 and the ignition transistor 16 operate in the switch mode, their function is not influenced by amplification fluctuations. With good temperature compensation, different adjustment characteristics can also be realized through the circuit branches working independently of each other.

Landscapes

  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Ignition Installations For Internal Combustion Engines (AREA)

Abstract

L'installation d'allumage à générateur magnétique pour moteur à combustion interne comprend un changement par palier pour avancer l'allumage lorsqu'un haut régime est atteint. Le commutateur d'allumage comprend pour le bas régime une première branche de commutation avec un premier élément de commande (20) qui déclenche l'allumage en bloquant au moment de l'allumage, l'élément de commutation (16) en fonction de la tension primaire. Pour modifier par palier l'avance à l'allumage pour que celui-ci se produise plus tôt pour le haut régime, on prévoit une deuxième branche de commutation avec un deuxième élément de commande (24) qui bloque l'élément de commutation (16) en fonction de la tension primaire au moment de l'allumage. La deuxième branche contient en série avec l'élément de commutation (16) une résistance (18) de mesure de courant qui est connectée en parallèle à un diviseur de tension (26, 27) dont une branche constitue une résistance (26) dont la valeur dépend du nombre de tours et dont l'extrémité active (25) est connectée avec l'entrée de commande du deuxième élément de commande (24). L'installation trouve son utilité de préférence dans de petits moteurs sans commande supplémentaire.
EP85903812A 1984-11-30 1985-07-31 Installation d'allumage a generateur magnetique pour moteur a combustion interne Expired EP0230405B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE19843443739 DE3443739A1 (de) 1984-11-30 1984-11-30 Zuendanlage fuer brennkraftmaschinen mit einem magnetgenerator
DE3443739 1984-11-30

Publications (2)

Publication Number Publication Date
EP0230405A1 true EP0230405A1 (fr) 1987-08-05
EP0230405B1 EP0230405B1 (fr) 1989-02-08

Family

ID=6251595

Family Applications (1)

Application Number Title Priority Date Filing Date
EP85903812A Expired EP0230405B1 (fr) 1984-11-30 1985-07-31 Installation d'allumage a generateur magnetique pour moteur a combustion interne

Country Status (5)

Country Link
US (1) US4694814A (fr)
EP (1) EP0230405B1 (fr)
JP (1) JPS62500949A (fr)
DE (2) DE3443739A1 (fr)
WO (1) WO1986003259A1 (fr)

Families Citing this family (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
IT1217128B (it) * 1987-02-26 1990-03-14 Marelli Autronica Sistema elettronico di controllo dell accensione di un motore a combustione interna particolarmente per autoveicoli
US4817577A (en) * 1988-02-18 1989-04-04 Briggs & Stratton Corporation Breakerless ignition system with electronic advance
US5058543A (en) * 1990-10-23 1991-10-22 Sten's Lawnmower Parts, Inc. Electronic ignition module
ITMI20041015A1 (it) * 2004-05-21 2004-08-21 Ducati Energia Spa Sistemna di accensione induttiva per motori a combustione interna

Family Cites Families (12)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
AT285248B (de) * 1967-05-09 1970-10-27 Bosch Gmbh Robert Zündeinrichtung für Brennkraftmaschinen
DE2258288C2 (de) * 1972-11-29 1982-04-08 Robert Bosch Gmbh, 7000 Stuttgart Zündanlage für Brennkraftmaschinen
DE2261923C2 (de) * 1972-12-18 1982-06-09 Robert Bosch Gmbh, 7000 Stuttgart Zündanlage für Brennkraftmaschinen
DE2314559C2 (de) * 1973-03-23 1982-08-05 Robert Bosch Gmbh, 7000 Stuttgart Zündanlage für Brennkraftmaschinen mit einem Magnetzünder
DE2701750C2 (de) * 1977-01-18 1985-12-19 Robert Bosch Gmbh, 7000 Stuttgart Zündanlage für Brennkraftmaschinen mit einem Magnetgenerator
DE2851097A1 (de) * 1977-01-18 1980-06-12 Bosch Gmbh Robert Zuendanlage fuer brennkraftmaschinen mit einem magnetzuender
DE2709745C2 (de) * 1977-03-05 1986-01-16 Robert Bosch Gmbh, 7000 Stuttgart Zündanlage für Brennkraftmaschinen mit einem Magnetgenerator
DE2712695A1 (de) * 1977-03-23 1978-09-28 Bosch Gmbh Robert Zuendanlage fuer brennkraftmaschinen mit einem magnetgenerator
DE2823788A1 (de) * 1978-05-31 1979-12-06 Bosch Gmbh Robert Zuendanlage fuer eine brennkraftmaschine
JPS5584865A (en) * 1978-12-21 1980-06-26 Hitachi Ltd Ignition system for internal-combustion engine
DE2915938A1 (de) * 1979-04-20 1980-11-06 Bosch Gmbh Robert Zuendeinrichtung fuer brennkraftmaschinen
US4512303A (en) * 1982-11-02 1985-04-23 Oppama Kogyo Kabushiki Kaisha Ignition time controlling device in contactless ignition devices for internal combustion engines

Non-Patent Citations (1)

* Cited by examiner, † Cited by third party
Title
See references of WO8603259A1 *

Also Published As

Publication number Publication date
EP0230405B1 (fr) 1989-02-08
WO1986003259A1 (fr) 1986-06-05
JPS62500949A (ja) 1987-04-16
US4694814A (en) 1987-09-22
DE3443739A1 (de) 1986-06-05
DE3568210D1 (en) 1989-03-16

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