JPH0842439A - Mounting structure of igniter for internal combustion engine and assembling method of ignition module - Google Patents

Abstract

PURPOSE:To secure an internal combustion engine igniter capable of letting heat, produced in a control circuit part, escape efficiently, and a method of assembling an ignition module in the engine igniter. CONSTITUTION:A heat sink 21 is set up so as to be exposed on the outermost surface of an ignition module 20, and respective members such as a control circuit 22 and a power transistor 23 or the like are attached to each surface on the sides of both primary and secondary coils 16 and 17 of this heat sink 21. In addition, a mounting position of an igniter and its direction in a car engine room are regulated, and an inevitably produced wind in time of car traveling is applied to a surface of the heat sink 21 in the range of an angle of + or -90 deg. in making a position to be opposed vertically in the traveling direction of a car as a reference. At the time of car stoppage, an artificial wind is produced by a fan, and this wind is applied to the heat sink 21.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a structure for mounting an ignition device for an internal combustion engine in which an ignition coil and an ignition module for interrupting the primary current of the ignition coil are integrally assembled, and a mounting structure thereof. The present invention relates to a method of assembling an ignition module in an internal combustion engine ignition device.

[0002]

2. Description of the Related Art As an ignition device for an internal combustion engine in which an ignition module is built in a case for accommodating an ignition coil, there are disclosed in Japanese Patent Application Laid-Open Nos. 2-103913 and 5-870.
34 and Japanese Patent Laid-Open No. 59-93969.

Among these, in the ignition device for an internal combustion engine disclosed in Japanese Patent Application Laid-Open No. 2-103913, a heat sink for dissipating heat generated in the control circuit section and the control circuit section in a case accommodating the ignition coil. The ignition module having the above is incorporated, and at least a part of the heat sink is exposed to the air and the heat sink is integrally fixed to the iron core. As a result, the heat generated in the control circuit unit is dissipated into the air and escapes from other parts via the iron core.

Further, in the internal combustion engine ignition device disclosed in Japanese Patent Laid-Open No. 5-87034, the heat sink is arranged so as to be exposed at the outermost surface of the ignition coil, and the heat generated in the control circuit section from the heat sink is disposed. Is diffused into the air.

Further, in the ignition device for an internal combustion engine described in JP-A-59-93969, the control circuit portion is arranged on the surface of the casing that functions as a heat sink on the ignition coil side, and the casing is the ignition coil. The contact with the winding and the iron core is prevented to reduce the influence of heat on the casing.

[0006]

As described above, in the conventional ignition device for a built-in ignition module type internal combustion engine, various structural measures are taken in order to release the heat generated in the control circuit section. However, the specific mounting structure of the ignition device for an internal combustion engine and the assembling method of the ignition module which can secure the exposed area of the heat sink to the maximum effective for that purpose are not specified.

An object of the present invention is to provide a mounting structure of an internal combustion engine ignition device capable of efficiently releasing heat generated in a control circuit section, and an assembling method of an ignition module in the internal combustion engine ignition device. That is.

[0008]

In order to achieve the above object, according to the present invention, there is provided a control circuit portion for energizing and interrupting the primary current of the ignition coil, and a heat sink for dissipating heat generated in the control circuit portion. An internal combustion engine in which the ignition module is assembled integrally with the ignition coil, the heat sink is arranged so as to be exposed at the outermost surface of the ignition module, and the control circuit section is attached to the ignition coil side surface of the heat sink. In a mounting structure of an internal combustion engine ignition device for mounting an engine ignition device in an engine room of a vehicle, the internal combustion engine is arranged so that wind generated during traveling of the vehicle hits a surface of a heat sink exposed on an outermost surface of the ignition module. Of an ignition device for an internal combustion engine, characterized in that the ignition device for an internal combustion engine is installed in an engine room of the vehicle. Only structure is provided.

In the mounting structure for an internal combustion engine ignition device, preferably, the surface of the heat sink forms an angle of ± 90 ° with respect to a position vertically facing the traveling direction of the vehicle.

Further, in the mounting structure of the ignition device for an internal combustion engine, preferably, at least when the vehicle is stopped, wind is generated and the wind hits the surface of the heat sink exposed at the outermost surface of the ignition module. It also has attached fan means.

To achieve the above object, according to the present invention, there is provided a control circuit section for interrupting the primary current of the ignition coil of the internal combustion engine ignition device, and a heat sink for dissipating the heat generated in the control circuit section. In a method for assembling an ignition module including an ignition module including the ignition coil in an outer case for housing the ignition coil, the control circuit unit is attached to a surface of the heat sink on the ignition coil side, and the heat sink is attached to an outermost surface of the outer case. After arranging so as to expose, the heat sink is fixed by applying an epoxy adhesive from the outside between the outer periphery of the heat sink and the outer case. To be done.

In the method for assembling the ignition module, it is preferable that the ignition module is filled with a silicon-based gel agent, and further the insulating casting resin for insulating the ignition coil is filled on the silicon-based gel agent. .

[0013]

In the present invention constructed as described above, since the heat sink is arranged so as to be exposed on the outermost surface of the ignition module, the heat of the control circuit section is not released to other members such as the iron core but the heat sink. It is characterized by a structure that diffuses only into the air through. Also, since the control circuit part is attached to the surface of the heat sink on the ignition coil side,
The control circuit section which is a heat source and the ignition coil are separated as much as possible, the influence of heat on the heat sink is reduced, and the heat is efficiently dissipated.

Further, by allowing the wind generated when the vehicle is traveling to hit the surface of the heat sink exposed on the outermost surface of the ignition module, the ignition module is cooled by using the wind that is inevitably generated when the vehicle is traveling. , The efficiency of dissipating the heat from the control circuitry and thus the ignition module is improved.

In the above description, when the surface of the heat sink is an angle within a range of ± 90 ° with respect to the traveling direction of the vehicle with reference to a position facing perpendicularly to the traveling direction of the vehicle, wind generated during traveling of the vehicle is generated. Be sure to hit the surface of the heat sink. That is, the present invention defines the angle at which the wind generated when the vehicle travels hits the heat sink of the ignition module,
The cooling effect is utilized.

In the structure for mounting the ignition device for an internal combustion engine as described above, fan means is provided, and the fan means generates artificial wind at least when the vehicle is stopped and is exposed to the outermost surface of the ignition module. By allowing the wind to hit the surface of the heat sink, it is possible to forcibly dissipate the heat from the ignition module even when the vehicle is stopped. Also in this case, the efficiency with which the heat from the control circuit unit is dissipated is improved.

Also, in the method of assembling the ignition module of the ignition device for an internal combustion engine in the exterior case for housing the ignition coil, the control circuit portion is attached to the surface of the heat sink on the ignition coil side, and the heat sink is attached to the exterior case. After arranging it so that it is exposed to the outermost surface, by applying epoxy adhesive from the outside between the outer periphery of the heat sink and the outer case, the exposed area of the heat sink is maximized and the assembly workability is also improved. However, the ignition module can be held securely.
Furthermore, this assembling method also ensures the airtightness of the ignition module.

Further, by filling the ignition module with the silicon-based gel agent, the airtightness of the ignition module is ensured, the ingress of water or the like from the outside is prevented, and the vibration resistance thereof is improved. By the way, the insulating casting resin with which the ignition coil is impregnated is filled on the above-mentioned silicon-based gelling agent, but the epoxy resin or the like often used as the insulating casting resin has a small linear expansion coefficient, so that the control circuit part There is a concern that it may cause wire breakage or peeling of mount components on the substrate. However, in the present invention, the silicon-based gel agent with which the ignition module is filled prevents the insulating casting resin from entering the space in which the control circuit portion is present, so that portion is protected.

[0019]

1 to 1 of the first embodiment of the present invention.
This will be described with reference to FIG.

First, the structure of the ignition device for an internal combustion engine of this embodiment will be described with reference to FIGS. FIG. 1 shows an external appearance of an internal combustion engine ignition device (hereinafter referred to as an ignition device) 1 of the present embodiment. However, the ignition device 1 of FIG. 1 is an example of an ignition device of a simultaneous ignition system. 1 (a) is a front view of the ignition device 1, FIG. 1 (b) is a side view seen from the direction B in FIG. 1 (a), and FIG. 1 (c) is a direction C in FIG. 1 (a). It is the top view seen. The ignition coil 1 includes an iron core (core) 11, a connector 12, a high-voltage tower 13, and the like, and each of these members is housed in an outer case 14. The ignition module 20 is mounted on the side surface of the outer case 14 by a mounting portion 1
Built in 5. However, illustration of the primary coil winding and the secondary coil winding is omitted in FIG. This ignition device 1
Exchanges power, ground, and drive signals with the outside through the connector 12, and outputs a high voltage through the high-voltage tower 13. Further, the ignition device 1 of FIG. 1 has two high pressure towers 13 because it is an ignition device of a simultaneous ignition system.

FIG. 2 is a sectional view showing the vicinity of the mounting portion 15 shown in FIG. In FIG. 2, the ignition module 20 is
A heat sink 21, a control circuit (IC) 22 bonded to the heat sink 21, a power transistor 23, and the like are provided, and the control circuit (IC) 22 and the power transistor 23 are aluminum-based wires (hereinafter referred to as aluminum wires) 24. Connected by. As the control circuit 22, it is possible to use a mold in which terminals are incorporated by insert molding or press-fitting, a ceramic substrate having a circuit formed by thick film firing, or the like. In this configuration, the heat sink 23 is arranged at the outermost part of the ignition module 20 and exposed to the outside, and the power transistor 23, which is a heat source, is arranged inside the heat sink 23, that is, the primary coil winding 16 and the secondary coil winding 17. Place on the side. This prevents the heat sink 23 from coming into contact with the primary coil winding 16 and the secondary coil winding 17, which are heat sources, and the iron core 11, and the power transistor 23 and the primary coil winding 16 and the secondary that are heat sources. Coil winding 17
Are separated from each other as much as possible, so that the influence of heat on the heat sink 23 is reduced, and heat is efficiently dissipated.

FIG. 3 and FIG. 4 show a basic system configuration generally used in the internal combustion engine ignition device as described above. However, FIG. 3 is based on the simultaneous ignition system and FIG. 4 is based on the independent ignition system. In both figures, the same members are designated by the same reference numerals.

In the simultaneous ignition system of FIG. 3, the ignition module 101 is composed of a power transistor 102, a primary current limiting circuit 103, a primary current detection resistor 104, etc. The ignition module 101 has a primary coil winding and a secondary coil. The ignition device 100 is configured by being integrally assembled with the ignition coil 105a configured by the coil winding. Then, the power transistor 102 is turned on / off in response to an input signal from the control unit 110, and a high voltage is induced on the secondary side of the ignition coil 105a by turning on / off the current on the primary side of the ignition coil 105a. Sparks fly between the electrodes of the plugs 106a and 106b. However, the battery 111 serves to supply power to the circuit. Also, in the independent ignition system of FIG. 4, the basic operation is the same as that of FIG.
By 5b, a spark is blown between the electrodes of one spark plug 106c connected to the secondary side thereof.

Next, the wind for efficiently cooling the ignition module of the above-mentioned ignition device and the arrangement of the ignition device effective for generating the wind will be described with reference to FIGS.
This will be described below.

FIG. 5 and FIG. 6 show wind directions effective for cooling the ignition module 20. However, FIG. 5 is a front view of the ignition device 1, and FIG. 6 is a plan view seen from the VI direction of FIG. In FIG. 5 and FIG. 6, the direction of the wind to be applied to the ignition module 20 contained in the mounting portion 15, and hence to the heat sink 21, is when the vehicle faces perpendicularly to the traveling direction of the vehicle as indicated by arrows 30 or 33 in the figure. With reference to the arrow 31 or 34 in the figure or the arrow 32 or 35 in the figure
The range up to the time shown by, that is, the range of ± 90 ° is suitable, and in this range, the heat from the power transistor 23 which is the heat source of the ignition module 20 can be efficiently dissipated. Further, the most efficient direction is the wind direction indicated by the arrow 30 or 33 in the figure.

FIG. 7 shows an example of the relationship between the power consumption P and the temperature of the power transistor 23 with respect to the engine speed. In the figure, the temperature of the power transistor when the wind is not applied to the heat sink 21 is T ₁ , the temperature of the power transistor 23 when the wind is applied at a wind speed of 2 m / s is T ₂ , and the power consumption P of the ignition module 20 is shown. It is assumed that the value becomes as shown in FIG. 7 with respect to the engine speed. Further, the junction temperature (limit temperature) of the power transistor 23 at this time is 150 ° C., and generally the power transistor 23 must be used so as not to exceed this junction temperature.

When only the heat dissipation from the heat sink 21 to the air is used without wind, when the engine speed exceeds 2000 rpm, the temperature T ₁ due to the heat generation of the power transistor 23 becomes the junction temperature (150 ° C.). Will exceed. On the other hand, if the wind of 2 m / s is applied to the heat sink 21 within the range of angles shown in FIGS. 5 and 6,
Even when the power consumption P is maximum (when the engine speed is 4000 rotations), the temperature T ₂ of the power transistor 23 is equal to or lower than the junction temperature (150 ° C.). Thus, the ignition module 20 can be efficiently cooled by appropriately selecting the angle and strength of the wind applied to the heat sink 21. In FIG. 7, θ _j indicates the temperature rise value of the power transistor 23 per unit power consumption, and T _j indicates the temperature rise value of the ignition module 20.

8 to 10 show preferable examples of the mounting position and the direction of the ignition device 1 in the engine room of the vehicle. FIG. 8 shows a case where the wind generated when the vehicle is traveling hits the surface of the heat sink 21 of the ignition module 20 vertically as indicated by an arrow 40. The mounting position may be near the engine 2 or on both sides thereof. Further, FIGS. 9 and 10 show a case where the wind generated when the vehicle travels strikes the surface of the heat sink 21 of the ignition module 20 substantially in parallel as indicated by an arrow 41 or 42. Also in this case, the mounting position is the engine 2
It may be near or on both sides.

In the above, generally, the engine speed (400
At around 0 revolutions), the vehicle speed is 60 km / hour to 100 k
It is expected that the wind speed of the wind that will inevitably enter the engine room at that time will be about 4 m / s or more. This indicates that even during normal vehicle operation, it is possible to generate wind that is sufficiently stronger than the example of the wind speed of 2 m / s shown in FIG. 7. In this way, by considering the heat dissipation effect of the ignition module due to the wind generated when the vehicle is running,
The operating temperature range of the ignition module can be expanded.
At this time, it is needless to say that it is necessary to take into consideration conditions such as the power consumption of the ignition module and the ignition coil, the temperature of the mounting portion or the surroundings.

Although the wind does not occur when the vehicle is stopped, an artificial wind can be generated by further providing the fan 45, and the wind can be generated at the same angle as the above. By forcibly contacting the heat sink 21, the ignition module 20 can be efficiently cooled in the same manner as above.

Next, the electronic power distribution system configuration of the ignition device of this embodiment will be described with reference to FIGS. 11 to 14. However, FIGS. 11 and 12 are diagrams relating to the electronic power distribution system in the case of the simultaneous ignition system, and FIGS. 13 and 14 are diagrams relating to the electronic power distribution system in the case of the independent ignition system.

First, an electronic power distribution system in the simultaneous ignition system will be described. In FIG. 11, the information detected by the sensor 51 is the engine control unit 5
2 is input to the ignition module 53 as a drive signal having various ignition timings and appropriate ignition timing. As a result, the power transistors 54 and 55 in the ignition module 53 are driven, the current on the primary side of the ignition coils 56 and 57 is turned on and off at the timing according to the ignition signal, and the ignition coils 56 and 5 are accordingly turned off.
A high voltage is induced on the secondary side of 7 and spark plugs 61-64
Discharge is performed by. The voltage terminal 58 is for supplying the power source of the voltage V _B to the circuit. Further, as the power transistors 54 and 55, those in which two transistors are connected in Darlington as shown in FIGS. 3 and 4 are often used, but in FIG. 11, they are represented by one transistor for simplification ( The same applies to FIG. 13).

FIG. 12 shows an example of the operation timing of the simultaneous ignition type ignition device having the electronic power distribution system configuration as shown in FIG. As shown in FIG. 6, by the input signals I _n1 and I _n2 from the engine control unit 52, the primary currents T _r1 and T _r2 flowing through the power transistors 54 and 55 are synchronously turned on and off. As a result, a discharge voltage (secondary voltage) indicated by 1 _cyl to 4 _cyl in the figure is generated in each of the spark plugs 61 to 64. Since this system discharges two spark plugs by one spark coil and a power transistor, for example, focusing on the spark plug 61 and the spark plug 64, the discharge voltage 1 _{cyl at} the spark plug 61 is discharged at the same time (minus spark). Spark plug 64
Is discharged with a discharge voltage of 4 _cyl (plus sparks). However, when one of them is in the compression process, the other is in the exhaust process, the ignition of the other in the exhaust process becomes a waste fire and no ignition occurs. The relationship between the spark plug 62 and the spark plug 63 is the same as the relationship between the spark plug 61 and the spark plug 64.

Next, the electronic power distribution system in the case of the independent ignition system will be described. In FIG. 13, the battery 7
0 supplies power to the ignition line 72 by the key switch 71. On the other hand, the information detected by the sensor 73 is input to the engine control unit 74, is subjected to various processes, and is input to the ignition module 75 as a drive signal having an appropriate ignition timing. This allows
The power transistor 76 is driven in the ignition module 75, and the ignition coil 7 is driven at a timing corresponding to the ignition signal.
The current on the primary side of No. 7 is turned on and off, a high voltage is induced on the secondary side of the ignition coil 77 accordingly, and the spark plug 78 discharges. The current limiting circuit 79 is a circuit for limiting the current value so that an excessive current does not flow in the circuit.

FIG. 14 shows an example of operation timing of the ignition device of the 6-cylinder independent ignition system having the electronic power distribution system configuration as shown in FIG. As shown in Fig. 12, the crank angle is 0
°, 120 °, 240 °, 360 °, 480 °, 600
.., ignition signals # 1 to # 6 are sequentially input to the ignition modules of the first cylinder to the sixth cylinder, the primary current flows correspondingly, and the secondary voltage is output. After the crank angle of 720 °, the operation timing is the same as above.

According to the first embodiment as described above, the mounting position and the direction of the ignition device 1 in the engine room of the vehicle are regulated, and the wind that is inevitably generated when the vehicle is traveling is controlled in the traveling direction of the vehicle. Since it is applied to the surface of the heat sink 21 within a range of ± 90 ° with respect to the position facing perpendicularly to, the heat from the control circuit 22 and the power transistor 23, and hence the ignition module 20 can be efficiently dissipated.

Further, since the fan 45 generates an artificial wind and the wind is forcibly applied to the heat sink 21 at the same angle as described above, the ignition module 20 can be efficiently cooled even when the vehicle is stopped. You can

Further, since it is not necessary to dissipate the heat of the heat sink 21 to other members by utilizing heat transfer, a simple structure can be realized without the need for a special structure for heat dissipation.
It is possible to provide a low-cost ignition module built-in ignition device for an internal combustion engine while ensuring high reliability.

Next, the second and third embodiments of the present invention will be described with reference to FIGS. 15 and 16, respectively. However, these second and third embodiments are examples relating to the configuration of the ignition module and the assembling method thereof, and in FIGS. 15 and 16, equivalent members are denoted by the same reference numerals.

In the second embodiment shown in FIGS. 15A and 15B, the ignition module 80 is built in the mounting portion 96 on the side surface of the outer case 95. Further, the ignition module 80 includes a control circuit 81, a power transistor 82, a heat sink 83, a relay member 84, a connecting terminal 85, an aluminum wire 86 and the like.

After the parts of the ignition module 80 are housed in the mounting portion 96, the silicon gel 87 is filled in a vacuum state and then cured. After that, by inserting the connection pin 97, which is a terminal that has come out of the coil in advance, into the connection terminal 85 to which the relay member 84 is attached, the connection terminal 8
5 and the connecting pin 97 are connected. By thus connecting the connection terminal 85 and the connection pin 97 by the fitting method, the workability is greatly improved. After the connection terminal 85 and the connection pin 97 are connected, the connection portion is electrically connected by soldering, and the insulating casting resin 88 is injected and filled.

Also, in the ignition module 80 shown in FIG. 15, the heat sink 83 is exposed to the outside. That is, the heat dissipation is promoted by exposing the heat sink 83 to the outside, and the heat sink 83 itself is used as a cover of the mounting portion 96. Further, an epoxy adhesive 89 is applied from the outside to the gap between the outer periphery of the heat sink 83 and the mounting portion 96, whereby the heat sink 83, and thus the ignition module 8 is applied.
0 is fixed, and its adhesive state can be easily confirmed on the appearance.

In the second embodiment as described above, after arranging each component of the ignition module 80 in the mounting portion 96 of the outer case 95, an epoxy adhesive is applied to the gap between the outer periphery of the heat sink 83 and the mounting portion 96. Since the agent 89 is applied from the outside, it is possible to securely hold the ignition module 80 while ensuring the exposed area of the heat sink 83 to the maximum and improving the assembling workability. Moreover, the airtightness of the ignition module 80 is ensured.

Since the ignition module 80 is filled with the silicon gel 87, the airtightness of the ignition module 80 is ensured and the vibration resistance is improved. Furthermore, this also protects each part of the ignition module 80 from the insulating casting resin 8.

Further, since the connecting terminal 85 to which the relay member 84 is attached and the connecting pin 97, which is a terminal extending from the coil, are of a fitting type, the workability is greatly improved.

FIG. 16 (a) is the same as the second embodiment.
In the third embodiment shown in (b) and (b), the mounting portion 96a on the side surface of the outer case 95a is not formed to have the protruding shape as shown in FIG. 15, but the heat sink 83a is formed to have a convex shape. Also in this case, the epoxy adhesive 89 is applied to the gap between the mounting portion 96a and the heat sink 83a. The other structure is similar to that of the second embodiment.

The same effect as that of the second embodiment can be obtained by the third embodiment.

In the above first to third embodiments, a shield plate is provided between the ignition module and the ignition coil to prevent the ignition module from being affected by heat from the ignition coil, and the ignition module is ignited. Radiating fins may be provided on the heat sink surface to more efficiently dissipate heat from the module, or an air duct may be provided to more efficiently apply air to the heat sink surface.

The effect of heat dissipation and cooling from the ignition module by the wind described above is also effective when the heat sink is built in the ignition device and is not exposed to the outermost surface.

[0050]

According to the present invention, the wind generated when the vehicle travels strikes the surface of the heat sink exposed on the outermost surface of the ignition module, so that the efficiency of heat dissipation from the control circuit portion and hence the ignition module is improved. Can be improved.

Further, since the artificial wind is generated by the fan means and the wind is forcibly applied to the heat sink, the ignition module can be efficiently cooled even when the vehicle is stopped.

Further, after the parts of the ignition module are arranged in the outer case, the epoxy adhesive is applied from the outside between the outer circumference of the heat sink and the outer case, so that the exposed area of the heat sink can be secured at the maximum. The ignition module can be securely held while the assembling workability is improved, and the airtightness of the ignition module is ensured.

Further, since the ignition module is filled with the silicon-based gel agent, its airtightness is secured and the vibration resistance is improved. Furthermore, this also protects the ignition module components from the insulating casting resin.

Further, according to the present invention, it is not necessary to dissipate the heat of the heat sink to other members by heat transfer,
It is possible to provide a low-cost ignition module built-in internal combustion engine ignition device while ensuring high reliability because a simple structure that does not require a special structure for heat dissipation can be provided.

[0055]

[Brief description of drawings]

FIG. 1 is a view showing the appearance of a simultaneous ignition type internal combustion engine ignition device according to a first embodiment of the present invention, in which (a) is a front view thereof, and (b) is a direction B of (a). Side view,
(C) is a plan view seen from the C direction in (a).

FIG. 2 is a partial cross-sectional view in the vicinity of a mounting portion 15 of FIG.

3 is a basic electronic distribution system configuration diagram generally used in the internal combustion engine ignition device of FIG. 1, and is an electronic distribution system configuration diagram in the case of a simultaneous ignition system.

FIG. 4 is a basic electronic distribution system configuration diagram generally used in the internal combustion engine ignition device of FIG. 1, and is an electronic distribution system configuration diagram in the case of an independent ignition system.

FIG. 5 is a front view of an internal combustion engine ignition device, showing a direction of wind effective for cooling an ignition module.

6 is a view showing a wind direction effective for cooling the ignition module and is a plan view seen from a VI direction in FIG. 5;

FIG. 7 is a diagram showing an example of the relationship between the power consumption P and the temperature of a power transistor with respect to the engine speed.

FIG. 8 is a diagram showing an example of a mounting position and a direction of an internal combustion engine ignition device in an engine room of a vehicle, and is a diagram showing a case where a wind hits a heat sink surface vertically.

FIG. 9 is a view showing an example of a mounting position and a direction of an ignition device for an internal combustion engine in an engine room of a vehicle, and is a view showing a case where a wind hits a heat sink surface substantially in parallel.

FIG. 10 is a diagram showing an example of a mounting position and a direction of an ignition device for an internal combustion engine in an engine room of a vehicle, and is a diagram showing a case where a wind hits a surface of a heat sink substantially in parallel.

FIG. 11 is an electronic distribution system configuration diagram of an internal combustion engine ignition device, and is a diagram illustrating an example of an electronic distribution system configuration in the case of a simultaneous ignition method.

FIG. 12 is a diagram showing an example of the operation timing of the simultaneous ignition type internal combustion engine ignition device having the electronic distribution system configuration as shown in FIG. 11;

FIG. 13 is an electronic distribution system configuration diagram of an internal combustion engine ignition device, and is a diagram illustrating an example of an electronic distribution system configuration in the case of an independent ignition system.

FIG. 14 is a diagram showing an example of the operation timing of the ignition device for a 6-cylinder independent ignition type internal combustion engine having the electronic power distribution system configuration as shown in FIG.

FIG. 15 is a diagram showing a configuration of an ignition module of an ignition device for an internal combustion engine according to a second embodiment of the present invention, FIG.
Is a bird's-eye view showing a partial cross section, and FIG.

FIG. 16 is a diagram showing a configuration of an ignition module of an internal combustion engine ignition device according to a third embodiment of the present invention,
Is a bird's-eye view showing a partial cross section, and FIG.

[Explanation of symbols]

DESCRIPTION OF SYMBOLS 1 Ignition device for internal combustion engine (ignition device) 11 Iron core (core) 12 Connector 13 High pressure tower 14 Outer case 15 (Ignition module) attachment part 16 Primary coil winding 17 Secondary coil winding 20 Ignition module 21 Heat sink 22 Control circuit (IC) 23 power transistor 24 aluminum wire 30 wind hitting the heat sink surface perpendicularly 31,32 wind hitting the heat sink surface substantially parallel 33 wind hitting the heat sink surface perpendicularly 34,35 hitting the heat sink surface almost parallel Wind 40 Wind that hits the heat sink surface perpendicularly 41 Wind that hits the heat sink surface almost parallel 42 Wind that hits the heat sink surface almost parallel 45 Fan 51 Sensor 52 Engine control unit 53 Ignition module 54, 5 Power transistor 56,57 Ignition coil 58 Voltage terminal 61-64 Spark plug 70 Battery 71 Key switch 72 Ignition line 73 Sensor 74 Engine control unit 75 Ignition module 76 Power transistor 77 Ignition coil 78 Spark plug 79 Current limiting circuit 80,80a Ignition module 81 Control Circuit 82 Power Transistor 83, 83a Heat Sink 84 Relay Member 85 Connection Terminal 86 Aluminum Wire 87 Silicon Gel 88 Insulation Casting Resin 89 Epoxy Adhesive 95, 95a Exterior Case 96, 96a (Ignition Module) Mounting Part 97 Connection pin 101 Ignition module 102 Power transistor 105a Ignition coil (simultaneous ignition system) 105b Ignition coil (independent ignition system) 106a, 1 06b Spark plug (simultaneous ignition method) 106c Spark plug (independent ignition method) 110 Control unit 111 Battery T ₁ Temperature change of power transistor without wind T ₂ Temperature change of power transistor when wind speed is 2 m / s P Engine rotation Change in power consumption with respect to number I _n1 input signal I _n2 input signal T _r1 primary current T _r2 primary current 1 _cyl to 4 _cyl discharge voltage

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[Procedure amendment]

[Submission date] November 15, 1994

[Procedure Amendment 1]

[Document name to be corrected] Drawing

[Correction target item name] Fig. 16

[Correction method] Change

[Correction content]

FIG. 16

Front page continuation (72) Inventor Noboru Sugiura 2520, Takaba, Katsuta, Ibaraki Pref., Automotive Equipment Division, Hitachi, Ltd. (72) Hayato Oguchi 2520, Takaba, Katsuta, Ibaraki Hitachi, Ltd. Within the business unit

Claims (5)

[Claims] 1. An ignition module comprising a control circuit section for cutting off and energizing a primary current of an ignition coil and a heat sink for dissipating heat generated in the control circuit section is assembled integrally with the ignition coil, and the heat sink is Ignition for an internal combustion engine in which an ignition device for an internal combustion engine, which is arranged so as to be exposed at the outermost surface of the ignition module and in which the control circuit unit is attached to the surface of the heat sink on the side of the ignition coil, is installed in an engine room of a vehicle. In the mounting structure of the device, the internal combustion engine ignition device is installed in the engine room of the vehicle so that the wind generated when the vehicle travels hits the surface of the heat sink exposed on the outermost surface of the ignition module. A characteristic mounting structure for an internal combustion engine ignition device. 2. The ignition device for an internal combustion engine according to claim 1, wherein the surface of the heat sink forms an angle within a range of ± 90 ° with respect to a vertical facing position with respect to the traveling direction of the vehicle. A mounting structure for an internal combustion engine ignition device, comprising: 3. The ignition device for an internal combustion engine according to claim 1, wherein the wind heat is generated at least when the vehicle is stopped, and the heat sink exposed to the outermost surface of the ignition module is attached so that the wind hits the wind. An ignition device mounting structure for an internal combustion engine, further comprising: a fan unit. 4. An ignition module housing for an ignition coil, comprising an ignition module including a control circuit section for cutting off and energizing a primary current of an ignition coil of an ignition device for an internal combustion engine, and a heat sink for dissipating heat generated in the control circuit section. In a method of assembling an ignition module incorporated in a case, the control circuit section is attached to a surface of the heat sink on the ignition coil side, and the heat sink is arranged so as to be exposed at an outermost surface of the outer case, and then, the outer circumference of the heat sink is provided. A method for assembling an ignition module, characterized in that the heat sink is fixed by applying an epoxy adhesive from the outside between the exterior case and the exterior case. 5. The method for assembling an ignition module according to claim 4, wherein the ignition module is filled with a silicon-based gel agent, and the insulating casting resin for insulating the ignition coil is further applied from above the silicon-based gel agent. A method for assembling an ignition module, comprising: