EP0304038B2 - Unité d'allumage pour moteurs à combustion - Google Patents

Unité d'allumage pour moteurs à combustion Download PDF

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Publication number
EP0304038B2
EP0304038B2 EP88113365A EP88113365A EP0304038B2 EP 0304038 B2 EP0304038 B2 EP 0304038B2 EP 88113365 A EP88113365 A EP 88113365A EP 88113365 A EP88113365 A EP 88113365A EP 0304038 B2 EP0304038 B2 EP 0304038B2
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EP
European Patent Office
Prior art keywords
ignition unit
unit according
coil
ignition
spark plug
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Expired - Lifetime
Application number
EP88113365A
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German (de)
English (en)
Other versions
EP0304038A2 (fr
EP0304038B1 (fr
EP0304038A3 (en
Inventor
Alfred Krappel
Johannes Guggenmos
Josef Holzmann
Georg Buchholz
Robert Tschuk
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.)
Magnetek May & Christe GmbH
Bayerische Motoren Werke AG
Original Assignee
Magnetek May & Christe GmbH
Bayerische Motoren Werke AG
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
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Application filed by Magnetek May & Christe GmbH, Bayerische Motoren Werke AG filed Critical Magnetek May & Christe GmbH
Publication of EP0304038A2 publication Critical patent/EP0304038A2/fr
Publication of EP0304038A3 publication Critical patent/EP0304038A3/de
Publication of EP0304038B1 publication Critical patent/EP0304038B1/fr
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Classifications

    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01F—MAGNETS; INDUCTANCES; TRANSFORMERS; SELECTION OF MATERIALS FOR THEIR MAGNETIC PROPERTIES
    • H01F38/00—Adaptations of transformers or inductances for specific applications or functions
    • H01F38/12—Ignition, e.g. for IC engines
    • 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
    • F02P13/00—Sparking plugs structurally combined with other parts of internal-combustion engines

Definitions

  • the invention relates to an ignition unit for internal combustion engines according to the preamble of patent claim 1.
  • an ignition unit is known from DE-A-36 20 826.
  • the ignition coil integrated with the spark plug connector essentially consists of a rod-shaped ferromagnetic core, an inner envelope cylinder surrounding the core made of an insulating material, on the outer circumference of which the secondary winding is applied, and an outer envelope cylinder also surrounding the secondary winding with radial spacing and consisting of insulating material which carries the primary winding on its outer circumference.
  • the spaces between the rod-shaped core, the inner shell cylinder and the outer shell cylinder are filled with an electrically insulating potting compound.
  • This ignition coil is placed on the associated spark plug connector in such a way that the axial directions of the elongated rod-shaped core and the spark plug connector coincide.
  • the entire ignition unit is in embedded in a sleeve cylinder made of an elastic insulating material.
  • the disadvantage of this known ignition unit is, in particular, that it requires a very large installation space in the axial direction of the spark plug connector, which is due to the alignment of the longitudinal axis of the ignition coil in the axial direction of the spark plug connector. Because of its large space requirement in the axial direction of the spark plug connector, the known ignition unit is only insufficiently suitable for installation in modern motor vehicle internal combustion engines, since the space required in the engine compartment of modern automobiles is as small as possible due to the increasingly limited space available.
  • an ignition unit for internal combustion engines is known from US-A-4 514 712.
  • This known ignition unit has an ignition coil integrated with a spark plug connector and having a ferromagnetic core around which a primary and secondary winding surrounded by an insulating body is arranged. Layers of wax paper can be arranged between the layers of the secondary winding for better insulation security.
  • the ignition coil and the spark plug connector are arranged relative to one another in such a way that the axial directions of the spark plug connector and the ignition coil core form at least approximately a right angle.
  • this known ignition unit is not suitable for installation in modern motor vehicle internal combustion engines due to its large space requirement.
  • the known ignition unit comprises an ignition coil integrated with a spark plug connector, in which the ignition coil and the spark plug connector are arranged one behind the other in the axial direction thereof, the axial directions of the spark plug connector and a main part of the ignition coil forming at least approximately a right angle.
  • the object of the invention is to develop a ignition unit of the type mentioned at the outset in such a way that with low board requirements, the best functionality, insulation security, temperature resistance, vibration resistance and good degree of expansion the same possible inductance can be guaranteed for all ignition units.
  • the ignition coil and the spark plug connector are arranged one behind the other in the axial direction such that the axial directions of the spark plug connector and the main core of the ignition coil form at least approximately a right angle, it is achieved that the ignition unit in the between the two
  • the overhead camshafts of modern four-valve internal combustion engines find space in the narrow space without the ignition unit protruding in the axial direction of the spark plug connector over the cylinder head cover of the internal combustion engine.
  • Ignition units protruding beyond the cylinder head cover of the internal combustion engine are only insufficiently suitable for installation in modern automotive internal combustion engines, since the bonnets are becoming flatter due to aerodynamic reasons modern automobiles are aimed for the smallest possible height.
  • the arrangement of the ignition coil and spark plug connector referred to in claim 1 enables the realization of an individual ignition coil ignition system in which an ignition coil is directly assigned to each individual spark plug.
  • Such an individual ignition coil ignition system has the advantage that there are no open spark gaps and, moreover, no high-voltage ignition lines are required, which on the one hand act as antennas and on the other hand can easily be damaged by animals such as martens.
  • the Ignition unit can therefore be an extremely trouble-free and functionally reliable ignition system.
  • the arrangement of the ignition coil and spark plug connector can only be realized with the help of an ignition coil with a very high degree of efficiency be, which has the same inductance in the axial direction of its core compared to the usual ignition coils a significantly shorter length.
  • Such a significantly improved in its efficiency, and thus more compact ignition coil was realized according to claim 1 in that the end regions of the main core are connected to one another via at least one core part located outside the primary and secondary windings. This magnetic connection of the end regions of the main core minimizes the stray magnetic field, which leads to a significant improvement in the efficiency and thus in the space required in relation to the desired inductance of the ignition coil.
  • One difficulty in realizing the ignition unit according to the invention was to transmit the force exerted by the spark plug connector on the ignition coil due to the contact pressure and the thermal tension of the internal combustion engine to its iron core attached to the cylinder head cover of the internal combustion engine in such a way that the winding of the ignition coil is not damaged. While in the ignition unit known from DE-A-36 20 826, the force transmitted from the spark plug connector to the ignition unit directly into the When the iron core is introduced, the force exerted by the spark plug connector on the ignition coil must be transmitted indirectly via the winding of the ignition coil to the iron core of the object of the present invention.
  • the coil core is composed of two E-shaped halves, the middle E-legs of which together form the main core.
  • the two middle E-legs of the two E-shaped coil core halves can be more easily Be inserted into the opening of the primary coil.
  • an ignition unit for internal combustion engines could be created which, with the best functionality, insulation security, temperature resistance and vibration resistance, is characterized by a small space requirement in the axial direction of the spark plug connector, the arrangement of the air gap ensuring that all ignition units have the same inductance if possible.
  • the outer legs of the two E-shaped halves are rigid with one another so that the two E-shaped halves of the coil core do not fall apart or, furthermore, there is no stray field at the points where the two E-shaped halves abut one another, which significantly affects the efficiency of the ignition coil connected.
  • the outer legs of the two E-shaped halves are welded together.
  • an undesirable air gap between the two coil core halves can be completely avoided.
  • a stray magnetic field usually occurring at such connection points can be almost completely avoided, thereby ensuring optimum efficiency of the ignition coil.
  • the air gap-free connection of the two coil core halves also has the advantage that the ignition coil is manufactured with only a small manufacturing tolerance with regard to its inductance can be.
  • the welding of the two coil core halves also has the advantage over a screw or rivet connection that there is no displacement of the magnetic flux at the connection points.
  • a hole for receiving a fastening screw is provided in the attachment areas of the outer legs of the two E-shaped halves of the coil core.
  • the attachment areas of the outer legs of the two E-shaped halves of the coil core are reinforced, the bores being at least partially arranged in the reinforcement areas.
  • the good insulation security and dielectric strength achieved by the layer-by-layer winding of the winding wires of the primary winding and / or the secondary winding can be further optimized by arranging the winding wire sections of a winding layer at a distance from one another and filling the spaces between the winding wire sections with an insulating casting compound.
  • the distance between the winding wire sections is preferably approximately 5 to 10% of the respective winding wire diameter. This distance between the winding wire sections represents an optimum with regard to the two competing goals, namely to make the ignition coil as compact as possible on the one hand and as insulated as possible on the other hand.
  • the insulating body surrounding the primary and secondary windings consists entirely of casting compound, it being cast in one piece without the use of a separate enveloping body.
  • such an insulating body is inexpensive to produce (since no separate enveloping body to be filled with casting compound is required) and, on the other hand, has technical advantages over the known insulating body.
  • different thermal expansions cannot occur in the insulating body according to the invention, since it is made homogeneously from the same material. It therefore also has no separating layer which, in the known insulating body, can lead to glow discharges between the enveloping body and the adjacent casting compound.
  • the outer shape of the insulating body is designed in such a way that when a coil core composed of two E-shaped halves is used, it lies largely against its inner circumference.
  • the design of the insulating body in the form of a handle ensures that the entire ignition unit consisting of spark plug connector and ignition coil with coil core can be handled in a manner that is easy to grip, particularly when mounting or dismounting the cylinder head of an internal combustion engine.
  • the primary connection contacts connected to the primary coil are led out of the insulating body in the axial direction of the primary coil.
  • this arrangement of the primary connection contacts does not lead to an undesirable increase in the overall height of the ignition unit in the axial direction of the spark plug connector.
  • the primary connection contacts are advantageously arranged in a plug-shaped extension of the insulating body. Detents for locking a corresponding plug overlapping the plug-shaped extension are preferably provided on this. A secure plug connection is achieved by latching the corresponding plug overlapping the plug-shaped extension.
  • a contact element which is electrically connected to the secondary winding is provided on the end of the insulating body facing the spark plug connector, by means of which a reliable contact is established with the spark plug connector.
  • an articulated, electrically conductive connection is provided between the contact element and the electrically conductive part of the spark plug connector.
  • This articulated, electrically conductive connection is preferably formed by an inexpensive spring element.
  • a helical spring that widens conically towards its free end is provided as the contact part of the spark plug connector that acts on the center electrode of the spark plug in question. Due to the conical design of the helical spring, in addition to good contacting due to the large contact surface on the likewise conical spark plug center electrode, the ignition unit is also simply plugged onto the spark plug.
  • an envelope is provided as part of the spark plug connector, which protrudes beyond the contact part of the spark plug connector and completely covers the (porcelain) spark plug neck covering and firmly attached to the screw head of the spark plug all around.
  • the inside diameter of the grommet increases towards the outside in the area of its free end. Since the grommet end has to fit tightly around the screw head of the spark plug, it is necessary that the covering of the spark plug connector is flexible. It is therefore advantageously made of an elastic silicone rubber.
  • the ignition unit shown in the figures consists essentially of an ignition coil 10 and a spark plug connector 12 directly attached to it.
  • the ignition coil 10 has a coil core 18 composed of two E-shaped halves 14 and 16, the middle E-legs 20 and 22 of which form a total of 24 designated main core. (See in particular also FIG. 3).
  • the primary and secondary winding of the ignition coil 10, which is not shown in the figures, is arranged concentrically around this main core 24, which runs transversely to the axial direction of the spark plug connector 12.
  • the primary and secondary winding of the ignition coil 10 is cast into an insulating body 26, which consists entirely of a homogeneous casting compound and is cast in one piece as a mold without using an enveloping body.
  • the insulating body 26 has a recess 28 or 30 on both sides, which enable the entire ignition unit to be simply plugged onto a spark plug 32 and also removed again.
  • the primary connection contacts 34 and 36 electrically connected to the primary coil are led out of the insulating body 26 above the coil core 18 in the axial direction of the primary coil and thus of the main core 24.
  • the primary connection contacts 34 and 36 are arranged in a plug-shaped extension 38 cast onto the insulating body 26. This has an almost rectangular cross section and has on its top a guide groove 40 for a corresponding plug, not shown in the figures.
  • locking lugs 42 and 44 are provided on the two lateral outer surfaces of the plug-shaped extension.
  • FIG. 3 the lower part of the insulating body 26 facing the spark plug connector 12 is essentially semicircular in shape, as seen from the vome.
  • a connector 48 is cast into the upper part of the casing 46 of the spark plug connector 12.
  • the sheath 46 of the spark plug connector 12 forms in the area of the spark plug 32 a spout that completely covers its spark plug neck 50 and is firmly attached to its screw head 52.
  • the internal structure of the spark plug connector 12 and its articulated connection with the ignition coil 10 will be explained with reference to FIGS. 4 and 5.
  • the ignition unit shown in FIG. 1 is shown in side view in FIG. 2.
  • this figure also shows the weld connection 54 of the two outer legs 56 and 58 of the two E-shaped halves 14 and 16 of the coil core 18.
  • the plan view of the ignition coil unit shown in FIG. 3 shows in particular the special design of the coil core 18, the invisible parts of which are shown in broken lines.
  • the coil core 18 is composed of two E-shaped halves 14 and 16, the middle E-legs 20 and 22 of which together form the main core 24, which is formed by the primary and secondary winding, not shown in the figure Ignition coil 10 is surrounded concentrically.
  • a defined air gap 60 is provided between the two middle E-legs 20 and 22, through which the inductance of the ignition coil is significantly influenced.
  • the outer legs 56 and 58 or 62 and 64 of the E-shaped halves 14 and 16 of the coil core 18 are firmly connected to one another by the welded connections 54 and 66, which results in the advantages already explained above.
  • the attachment areas 68, 70, 72 and 74 of the outer legs 56, 58, 62 and 64 of the two E-shaped halves 14 and 16 of the coil core 18 are of reinforced design, with bores 76, 78, 80 and 82 for receiving in these reinforcement areas fastening screws, not shown, are provided.
  • washers 84, 86, 88 and 90 are welded to the underside of the coil core 18 at the bores 76, 78, 80 and 82 on the coil core 18. (see also Fig. 1)
  • FIG. 4 shows the internal structure of the spark plug connector 12.
  • the connecting piece 48 which is cast onto the lower end of the insulating body 26 of the ignition coil and inserted into the casing 46 of the spark plug connector 12, carries at its free end a contact element 92 which is electrically connected to the secondary winding of the ignition coil 10 is connected to the electrically conductive part 94 of the spark plug connector 12 by an articulated, electrically conductive connection in the form of a spring element 96.
  • a deviation of the axial direction of the connecting part 48 of the ignition coil 10 from the axial direction of the spark plug 32 can be compensated for by this joint-like movable connection.
  • the electrically conductive part 94 of the spark plug connector 12 is connected to an electrically conductive coil spring 98, by means of which the contact of the electrically conductive part 94 of the spark plug connector 12 with the central electrode 100 of the spark plug 32 is established.
  • FIG. 5 shows section A of FIG. 4, which shows the contact between the spark plug connector 12 and the central electrode 100 of the spark plug 32, in a five-fold enlargement.
  • the diameter of the coil spring 98 increases continuously towards its free end. In this way, it forms an opening cone which bears on the conical end 102 of the spark plug center electrode 100 over a large area, thereby ensuring particularly good electrical contact.

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

Claims (20)

  1. Unité d'allumage pour moteurs à combustion, avec une bobine d'allumage (10) intégrée avec une fiche de bougie d'allumage (12) avec un noyau ferromagnétique (18) autour du noyau principal (24) duquel est disposé un enroulement primaire et un enroulement secondaire entouré par un corps isolant (26),
    la bobine d'allumage (10) et la fiche de la bougie d'allumage (12) sont disposées l'une derrière l'autre dans leur sens axial de telle façon que les directions axiales de la fiche de la bougie d'allumage (12) et du noyau principal (24) de la bobine d'allumage (10) forment au moins approximativement un angle droit, les zones terminales du noyau principal (24) sont reliées l'une à l'autre par au moins une partie de noyau (14, 16) se trouvant en dessous de l'enroulement primaire et de l'enroulement secondaire, unité d'allumage,
    caractérisée en ce que
    les fils d'enroulement de l'enroulement primaire et/ou de l'enroulement secondaire sont enroulés par couches et qu'entre les différentes couches d'enroulement, il est prévu respectivement une couche de papier isolant, le noyau de la bobine (18) est composé de deux moitiés (14, 16) en forme d'E dont les jambages du milieu de l'E (20, 22) forment ensemble le noyau principal (24), entre les deux jambages (20, 22) du milieu de l'E forment le noyau principal (24), il est prévu un entrefer défini (60).
  2. Unité d'allumage selon la revendication 1,
    caractérisée en ce que
    les jambages extérieurs (56, 58, 62, 64) des deux moitiés (14, 16) en forme d'E sont rigidement reliés les uns aux autres.
  3. Unité d'allumage selon la revendication 2,
    caractérisée en ce que
    les jambages extérieurs (56, 58, 62, 64) des deux moitiés (14, 16) en forme d'E sont soudés les uns aux autres.
  4. Unité d'allumage selon l'une quelconque des revendications 1 à 3,
    caractérisée en ce que
    dans les zones des appendices (68, 70, 72, 74) des jambages extérieurs (56, 58, 62, 64) des deux moitiés en forme d'E (14, 16) du noyau de la bobine (18), il est prévu respectivement un alésage (76, 78, 80, 82) pour recevoir une vis de fixation.
  5. Unité d'allumage selon la revendication 4,
    caractérisée en ce que
    les zones des appendices (68, 70, 72, 74) des jambages extérieurs (56, 58, 62, 64) des deux moitiés en forme d'E (14, 16) du noyau de la bobine (18) sont constituées de façon renforcée et
    en ce que
    les alésages (76, 78, 80, 82) sont prévus au moins en partie dans les zones de renforcement.
  6. Unité d'allumage selon l'une quelconque des revendications précédentes,
    caractérisée en ce que
    les sections de fils d'enroulement d'une couche d'enroulement sont disposées respectivement à distance les unes des autres et que les espaces libres entre les sections de fils d'enroulement sont remplis d'une masse de remplissage isolante.
  7. Unité d'allumage selon la revendication 6,
    caractérisée en ce que
    la distance entre les sections de fils d'enroulement représente environ 5 à 10 % du diamètre respectif des fils d'enroulement.
  8. Unité d'allumage selon l'une quelconque des revendications précédentes,
    caractérisée en ce que
    le corps isolant (26) entourant l'enroulement primaire et l'enroulement secondaire est complètement réalisé en une masse de coulée et est fondu en une seule pièce sans corps enveloppe.
  9. Unité d'allumage selon l'une quelconque des revendications précédentes,
    caractérisée en ce que
    le corps isolant (26) repose largement, quand on utilise un noyau de bobine (18) composé de deux moitiés (14, 16) en forme d'E, sur leur pourtour intérieur.
  10. Unité d'allumage selon l'une quelconque des revendications précédentes,
    caractérisée en ce que
    le corps isolant (26) est constitué sous la forme d'une prise.
  11. Unité d'allumage selon l'une quelconque des revendications précédentes,
    caractérisée en ce que
    les contacts de raccordement primaire (34, 36) reliés à la bobine primaire sont sortis dans le sens axial de la bobine primaire hors du corps isolant (26).
  12. Unité d'allumage selon la revendication 11,
    caractérisée en ce que
    les contacts de raccordement primaire (34, 36) sont disposés dans un prolongement (33) en forme de fiche du corps isolant (26).
  13. Unité d'allumage selon la revendication 12,
    caractérisée en ce qu'
    on prévoit sur le prolongement en forme de fiche (38) des nez d'encliquetage (42, 44) pour encliqueter une fiche venant en prise avec le prolongement (38) en forme de fiche.
  14. Unité d'affichage selon l'une quelconque des revendications précédentes,
    caractérisée en ce qu'
    à l'extrémité tournée vers la fiche de la bougie d'allumage (12) du corps isolant (26), il est prévu un élément de contact (92) relié électriquement à l'enroulement secondaire.
  15. Unité d'allumage selon la revendication 14,
    caractérisée en ce qu'
    entre l'élément de contact (92) et la partie électriquement conductrice (94) de la fiche de la bougie d'allumage (12), il est prévu une liaison mobile de type articulé, électriquement conductrice.
  16. Unité d'allumage selon la revendication 15,
    caractérisée en ce que
    la liaison (96) mobile de type articulé, électriquement conductrice est constituée par un élément élastique.
  17. Unité d'allumage selon l'une quelconque des revendications précédentes,
    caractérisée en ce qu'
    il est prévu comme élément de contact, agissant sur l'électrode du milieu (100) de la bougie d'allumage (32), de la fiche de la bougie d'allumage (12) un ressort hélicoïdal (98) s'élargissant de façon conique vers sont extrémité libre.
  18. Unité d'allumage selon l'une quelconque des revendications précédentes,
    caractérisée en ce que
    comme partie de la cosse de bougie d'allumage (12), on prévoit une enveloppe (46), faisant saillie qui dépasse au-dessus de la partie formant contact (98) de la fiche de la bougie d'allumage (12) et forme une douille recouvrant complètement le col de la bougie d'allumage (50) et reposant solidairement sur la tête hélicoïdale (52) de la bougie d'allumage (32) tout autour.
  19. Unité d'allumage selon la revendication 18,
    caractérisée en ce que
    le diamètre intérieur de la douille augmente vers l'extérieur dans la zone de son extrémité libre.
  20. Unité d'allumage selon la revendication 18 ou 19,
    caractérisée en ce que
    l'enveloppe (46) est en caoutchouc élastique au silicone.
EP88113365A 1987-08-18 1988-08-17 Unité d'allumage pour moteurs à combustion Expired - Lifetime EP0304038B2 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE3727458 1987-08-18
DE19873727458 DE3727458A1 (de) 1987-08-18 1987-08-18 Zuendeinheit fuer verbrennungsmotoren

Publications (4)

Publication Number Publication Date
EP0304038A2 EP0304038A2 (fr) 1989-02-22
EP0304038A3 EP0304038A3 (en) 1989-03-22
EP0304038B1 EP0304038B1 (fr) 1993-07-21
EP0304038B2 true EP0304038B2 (fr) 1997-04-23

Family

ID=6333952

Family Applications (1)

Application Number Title Priority Date Filing Date
EP88113365A Expired - Lifetime EP0304038B2 (fr) 1987-08-18 1988-08-17 Unité d'allumage pour moteurs à combustion

Country Status (4)

Country Link
US (1) US5038745A (fr)
EP (1) EP0304038B2 (fr)
DE (2) DE3727458A1 (fr)
ES (1) ES2042663T5 (fr)

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DE29704017U1 (de) * 1997-03-05 1998-07-02 Grote & Hartmann Gmbh & Co Kg, 42369 Wuppertal Einzelfunken-Zündspule
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Also Published As

Publication number Publication date
EP0304038A2 (fr) 1989-02-22
DE3727458A1 (de) 1989-03-02
EP0304038B1 (fr) 1993-07-21
ES2042663T3 (es) 1993-12-16
DE3727458C2 (fr) 1992-07-30
DE3882459D1 (fr) 1993-08-26
EP0304038A3 (en) 1989-03-22
ES2042663T5 (es) 1997-07-16
US5038745A (en) 1991-08-13

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