KR950003340B1 - Discharge ignition apparatus for an internal combustion engine - Google Patents

Abstract

No summary.

Description

Induction discharge ignition of internal combustion engine

The first degree is the voltage applied to the ignition plaque smoked at a low temperature of about -30 ℃ A graph showing the percentage of ignition that depends on.

2 is a diagram showing characteristics of induction coil secondary voltage versus primary current.

3 is a diagram showing the turns ratio characteristics of the induction coil secondary voltage band.

4 is a diagram showing the number-of-volume characteristics of the ignition plaque in the induction coil secondary voltage band smoked state.

5 shows a circuit diagram of a one-plug one coil system according to the present invention.

6 is an equivalent circuit diagram of the ignition device shown in FIG.

7 shows the secondary voltage band load resistance characteristics.

8 shows the primary current characteristics of the induction coil revolutions different from the secondary voltage.

9 (a) and 9 (b) are graphs showing changes in secondary voltage and secondary current characteristics depending on the engine speed of the prior art and the invention, respectively.

10 shows the analysis results of the engine's modulation due to the smoking ignition plaque.

11 is a graph showing the advantageous effects of the present invention.

* Explanation of symbols for main parts of the drawings

41: power transistor 11: coil

21: primary winding

The present invention relates to an ignition device of an internal combustion engine, and in particular, when a current flowing through the primary coil of the ignition coil is blocked by the semiconductor power switching element, the so-called "ignition plaque which is induced by the high voltage in the secondary coil of the ignition coil by high voltage". Ignition device of the inductive discharge type.

According to the invention described in Japanese Patent Application Laid-Open No. 60-112630 / 1975, in order to steep a rise in the voltage generated between the ignition plaques and to sustain the arc discharge time for a long time, the number of turns of the primary and secondary windings of the ignition coil It is described that it is necessary to reduce the size and to sufficiently increase the value of the inductance on the primary coil side. Secondary coil voltage under load Is proportional to Vz (breakdown voltage of the semiconductor power switching element) multiplied by the coil winding ratio a.

Typically Is 28KV of clean ignition plug and turn ratio a is typically 85 ~ 100.

But Since the semiconductor breakdown voltage Vz is increased because it requires to be high and the turn ratio a to be as low as possible, there is a hardware limitation as to how high the breakdown voltage can be made when an inconsistency occurs and is evaluated by those skilled in the art.

In general, the upper limit of a semiconductor power switching device is usually 400V.

If the plaque is smoked, it is more difficult, when the ignition plaque insulation is carbonized and moistened by gasoline, and the outer bent electrode and insulation are broken.

For clean ignition plaques, the leakage path between the insulated and bent external electrodes should be theoretically infinite, but typically 10 μs.

However, when the ignition plaque is smoked at a low temperature of about 30 ° C, the leakage resistance is about 100KΩ and the breakdown between the outer bent electrode and the insulation occurs at a lower voltage than when normally operated at 28KV.

It is believed that the ignition plaque is the applicant's default choice with leakage resistance in the range of 100KΩ to 10KΩ (effectively infinite).

The prior art does not take into account that the flame generated on the outer bent electrode and the center electrode of the ignition plaque is turned off by the airflow of the mixer sucked into the cylinder when the engine rotates at high speed, and normal ignition occurs at high speed. There was a problem that it was not or the startability at low temperature was bad.

The present invention provides an ignition device that surpasses the above drawbacks related to the prior art.

Means for generating a voltage applied to the coil primary winding according to the invention, means for applying the output of the coil to fuel ignition means, and at least across the electrodes of the ignition means when the ignition means has a leakage resistance of 100 KΩ. An induction discharge ignition apparatus for an internal combustion engine is provided that includes means for generating a voltage of 6.0 KV.

The applicant made the following basic choices:

1. The leakage resistance from the externally bent electrode to the insulation is in the range of 100 kΩ to 10 mΩ and in the prior art the voltage applied to the electrode of the ignition plug under a load of 100 kΩ. (After ignition plug electrode voltage Is approximately 50KV.

2. Ignition over 100KΩ For high performance, it must be larger than 6KV.

Therefore, the present invention produces an ignition plug electrode voltage V ^{2 '} at a load of at least 6KV even when the leakage resistance is 100KΩ, and in order to achieve this requirement, the semiconductor switching element has a zener voltage switch ON of at least 350V, for example. And the coil is 6KV at 100KΩ load Has a turns ratio a.

The means for generating at least 6.0 KV voltage over the electrodes of the ignition plaque comprises a predetermined turns ratio from the secondary to the primary winding of the coil and advantageously has a turns ratio of 70 or less.

When the turns ratio is 70 and the voltage creating the means provides a voltage of at least 350 V above the primary winding of the coil, the secondary voltage is at a minimum to maximize the secondary current which has a strong influence on cold starting and blowing off. It is reduced to the required level.

In a preferred embodiment, the turns ratio of the ignition coil is the square root of the secondary winding inductance divided by the primary winding inductance.

The probability of obtaining a normal flame by using the above structure is higher even if the ignition plaque is in a smoked state due to pollution or harmful gas because the lowest ignition plaque electrode voltage V2 'is set in such a smoked state.

Such a structure makes it less likely that sparks are blown out by the airflow of the mixer even when the engine is rotating at high speed, and the peak of the secondary current to the maximum of the primary current can be increased.

EXAMPLE

Before describing embodiments of the present invention, the applicant's basic selections are first summarized.

The graph shown therein with reference to FIG. 1 shows the ignition flag electrode voltage applied to the ignition flag in which an induced voltage is applied to the ignition flag to obtain approximately 90% of the flame. Display the distribution rate of the flame on the ignition flag and Is required.

It is considered by the applicant to require a minimum efficiency at 60% of the time access for the generation of a spark and a secondary voltage of 6KV is required.

The graphing characteristics shown in Figure 2 of the secondary voltage versus primary current indicate that the maximum secondary voltage of the engine (determined by the ignition flag, the delayed ignition and the air-fuel ratio) is 28KV for the clean ignition flag. Indicates that a primary coil current of approximately 6 amps is required at the differential voltage.

This requires a minimum current of 6 amps to be applied to the primary coil to achieve the engine's maximum secondary voltage requirement.

In order to determine the turns ratio of the induction coil under normal operating conditions, the applicant induced the graph diagram shown in FIG. 3 in which the secondary voltage exists with respect to the turns ratio of the induction coil with a clean ignition flag.

The graph shows different zine voltages Vz of different load coefficients α and the load coefficients are required to approach the unit as possible for good efficiency of the coil, ie the low heat generation of the coil as a result of the conversion of the voltage in the secondary coils (ie V1 to V2). Is generated.

The graph shown in Figure 3 shows that if the secondary voltage is approximately 28KV, V2 should be in the range of 350V to 400V and the minimum workable load factor is 70 so that the winding ratio is 1.1.

4 shows the turns ratio and the ignition plug electrode voltage. The characteristics of are shown under a smoking ignition plug and are at loads of 100 KΩ and 25 PF for different values of primary current.

At the time of smoke in FIG. 1 an ignition plug electrode voltage V2 'of at least 6 KV was required and in FIG. 2 it was found that a primary current of 6 amps is preferred.

So for a primary current of 6 amps, a turns ratio of 70 is shown in Figure 3 to approach the turns ratio under steady state.

The data of the device of the present invention were thus derived by the applicant's selection.

An embodiment of the invention is applied to a so-called direct ignition system DIS, where ignition energy is supplied directly to each of a plurality of cylinders, such as a plurality of cylinders, in a plurality of ignition coils without using the wiring harness described with reference to FIG. .

In an embodiment of the present example a six-cylinder engine is assumed.

Each ignition coil 11-16 has a primary coil 21-26 and a secondary coil 31-36 which supply HOF to each ignition flag P1 to P6.

One end of each primary coil 21-26 is connected to the battery BT and the other end of each primary coil is connected to a pair of Darlington transistors 41-16 provided to drive the ignition coil.

Each pair of Darlington transistors 41 to 46 is composed of two transistors T1 and T2 connected to the Darlington configuration of resistors R1 and R2 between each transistor base and emitter electrode.

The telephone signal is applied to the base of the transistor T1 through the terminals a3-f3 and the resistor R3 in the driving circuit DC.

The genodiode ZD is inserted between the corrector and the base of transistor T1 of each pair of Darlington transistors 41-46.

Reverse bias diode D is connected between the emitter and the corrector of transistor T2.

The current limiting circuit IL1-IL6 has a predetermined value (at a turns ratio of 65) within the range that the current flowing through the collector-emitter circuit of each pair of transistors 41 to 46 is not thermally destroyed by the transistors 41-46 of the Darlington pair. Is connected between the collector of transistor T1 and the emitter of transistor T2 so that it can be set at 8A).

The device enclosed by the broken line is formed of one semiconductor layer to form a one-chip power switch PSW1-PSW6.

These power switches PSW1-PSW6 are bonded together on one substrate PL to form a power module PSW.

On this power module PSW, a dry terminal for supplying an ignition signal and a connection terminal a2-f2 for connecting the collector of Darlington transistor 41-46 of the power switch PSW1-PSW6 and the primary coil 21-26 of the ignition coil 11-16. In order to connect the circuit DC and the base of the ultra-short transistor T1 of Darlington transistors 41 to 46, the connecting terminals a3-f3 are further formed with the as terminal GR to ground the power switches PSW1-PSW6.

Furthermore, a1 to f1 indicate the connection point between the power line and the ignition coil 11-16.

The microcomputer engine control unit (ECU), which receives and analyzes engine operating parameters, is connected to the drive circuit DC and the fuse F and the key switch KSW are connected in series between the battery BT and the coils 11-16.

In operation, the rotation angle Q of the engine crankshaft (not shown) is detected by the crank angle sensor and sequentially input to the engine control unit ECU.

The air amount Qa sucked into the engine is not shown in the figure but is well known, for example, by a hot air flow sensor and is input into the ECU.

Whether the engine's running status is idle or not is detected by the idle switch ISW installed on the trolley plate (not shown) and is also input to the ECU to adjust the engine's ignition timing to the optimum position. The knocking state is detected by the knock sensor KNO and entered into the ECU.

Further, the mixing ratio of air and fuel, which governs the combustion state of the engine, is determined by the oxygen concentration in the exhaust gas and is detected by an oxygen concentration sensor installed in the exhaust manifold (not shown in FIG. 1) and in the same way as the ECU. Is entered.

In the input information, the ECU calculates the optimum fuel supply, ignition timing, and energization time for the primary coil, and controls the fuel injection plate (not shown) and the ignition device shown in FIG. The ignition timing and energization time signal to the primary coil are calculated for each cylinder.

The basic ignition timing is calculated by the rotational speed of the engine, and this rotational speed is obtained from the number of counts per unit time of the crank angle signal θ.

The crank angle sensor outputs a reference communication signal and a cylinder discrimination signal, and the advance reference point is set for each cylinder by this. The basic ignition timing is corrected by at least one signal of the intake air amount θ, the signal of the temperature TW iple switch, the KNO indicating the knocking state of the ISW engine, and the oxygen concentration O2.

This correction is performed by adding the correction value read for each signal in the ignition timing correction map provided for each signal to the basic ignition timing.

Likewise, the energization time is calculated and corrected for each cylinder and supplied to the ignition device through the drive circuit DC together with the ignition timing signal. When the energization time of the ignition device of the first cylinder is determined as described above, the output terminal of the drive circuit DC connected to the connection terminal a3 rises to a high level prior to the arrival of the ignition timing signal.

As a result, current flows through R3 through the base of the first transistor T1 in the Darlington pair of transistors.

This current is amplified by hfe times the amplification of transistor T1 and is supplied to the base of transistor T2 through the collector-emitter of transistor T1.

The current multiplied by hfe amplification of transistor T2 flows further through the collector-emitter of transistor T2.

Since this current flows through the primary coil 21 of the ignition coil 11 through the fuse F and the key switch KSW, it is called primary current.

This primary current increases to a predetermined value 8A due to the rising characteristic described later.

The value of this primary current is not always 8A.

The primary coil of the ignition coil has a resistance value depending on the ambient temperature.

Therefore, when the ignition device is desired, when the temperature is actually installed in the engine in advance, the degree of resistance of the coil is investigated and the magnitude of the current supplied to the base of the transistors 41-46 of the Darlington pair based on the resistance value or The amount of amplification is determined by the Darlington transistor.

The reason is that if the primary current is determined based on the low resistance of the coil at room temperature, the engine will be in motion and the resistance of the ignition coil will be high when the temperature of the ignition coil rises, and the desired current will not flow in the primary coil. Because it does not.

This is because the lack of primary current results in insufficient ignition energy and inability to ignite.

As described above, when the engine reaches its normal operating temperature and the resistance of the ignition coil is relatively high, the primary current of 8A is designed to flow.

Therefore, when the resistance of the ignition coil is small, that is, when the engine temperature is not high enough and the ignition coil is cold, the primary current may flow over 8 A.

In such a case, the Darlington pair's transistor is at risk of abnormal heat generation and destruction due to the overflowed current.

Therefore, the current limiting circuit IL1-IL6 is set.

The current limiting circuit detects the primary current and operates when the primary current flows above 8A, reducing the input current of the Darlington pair's transistors and preventing the primary current from rising any further.

When primary current flows through the primary coil in this manner, energy for ignition is accumulated in the primary coil.

The ignition timing signal is output after the calculated energizing time has elapsed. Through the ignition timing signal driving circuit, a potential for bringing the potential of the connecting terminal a3 into a low level is provided.

When the input current of the transistor 41 of the Darlington pair is interrupted by the ignition timing signal, the primary current is cut off rapidly, and the high voltage rapidly rising is applied to the secondary coil 31 of the ignition coil 11 due to the electromagnetic induction. Occurs.

The voltages induced in the primary and secondary coils at this time are called "primary voltages" and "secondary voltages", and there is a relationship described below between them.

The principle of the invention is further described with reference to FIG. 6, which shows an equivalent circuit of an ignition device of an engine cylinder.

Symbols in FIG. 6 indicate the following meanings.

V1: Primary voltage V2: Secondary voltage

I1: Primary Current I2: Secondary Current

Vz: Zener voltage R1: Primary resistance

L1: primary inductance R2: secondary resistance

L2: Secondary inductance C2: Internal floating capacity

K: Coupling coefficient between primary and secondary coils

R1: Load Resistance C1: Load Capacity

VB: Battery voltage VIN: Pulse signal

N1: 1st volume N2: 2nd volume

a: secondary: primary coil turns ratio

The relationship between the output characteristics of the ignition coil and the power switch characteristics is expressed by the formulas shown in (1)-(5) ignoring iron loss and copper loss.

(a) Generated secondary voltage

(i) When there is no limit by the zener voltage,

(ii) when there is a limit due to the zener voltage,

V 2 ∝ α Vz min a. … … … … … … … … … … … … … … … … … … … … (2)

α: Load factor 1.1 ~ 1.3

(b) secondary current

(c) secondary energy

(d) Primary current rise characteristics of ignition coil

VCE: Corrector Emitter Voltage of Power Transistor

Here, the ignition flag electrode voltage of the ignition coil at the time of no smoking (loading) to the secondary output V2 can be schematically represented by the following equation (6) in the equivalent circuit shown in FIG.

When the frequency f1 = 10KHz of the secondary voltage V2, 1 / wcl is about 500KΩ, and the load resistance RL is about 100KΩ when smoked.

Therefore, if 1 / wcl is ignored, the ignition flag electrode voltage under load becomes as follows.

W is each frequency.

When L2 = 15H, the impedance of L2 is WL2 ~ 2π × 10KHz × 15H ~ 900KΩ.

When the load resistance R1 at the time of smoke is about 100 KΩ, the ignition flag electrode voltage V2 'drops considerably.

The graph shown in FIG. 7 shows a significant drop in the ignition plug electrode voltage V2 'smoked range with Vz of 350V and varying load resistance, which is 100KΩ ~ 1KΩ and the graph is fixed, I1 is 6 amps and turns ratio a = 85 And the present invention of a chain broken line with I1 = 8 amps and a = 65.

The graph thus indicates that V2 needs to be greater than 6KV at 100KΩ for the device to operate effectively.

The inventors conducted a spark generation under various conditions by connecting a 100 KΩ resistor in parallel to a normal ignition plaque (C2: 25PF), and the ignition flag electrode voltage. Below 6.5 KV (shown in FIG. 1), it was confirmed that the probability of generating sparks necessary for ignition becomes very low.

This is indicated in a different way in FIG. 8 in which the secondary voltage is written for primary currents of different turns ratios.

In the present invention, the turns ratio a is 85 and in the prior art, the turns ratio is typically 85.

If the turns ratio is 70 or less, then it is maintained above 6KV to ensure the ignition plug electrode voltage V2 'ignition plug is properly ignited.

Therefore, the secondary coil has the lowest ignition plug electrode voltage under load. It must have a secondary inductance L2 and a resistance K2 satisfying.

As indicated by Equation (2) of V2, the primary voltage is regulated by the Zener voltage, and therefore the winding ratio of the ignition coil must be large to increase the secondary voltage.

However, there is a limit to increasing the number of turns by reducing the number of turns of the primary coil.

The reason for this is that if the number of turns of the primary coil is reduced, the primary inductance is small, and as a result, the secondary current is small as shown by Eq. (3) and the secondary energy is low as is expressed by Eq. (4). As a result, the duration of arc discharge is shortened, and thus it is easy to cause low temperature start-up film formation or blow out phenomenon.

Therefore, in this embodiment, sufficient ignition plug electrode voltages required in Equations (3) and (6) are used. In order to secure, the secondary inductance L2 of which the secondary current is maximum was obtained, and the number of turns between the primary coil and the secondary coil was determined based on this.

The rising characteristic of the primary current of the coil is determined by equation (5).

In this embodiment, the primary inductance is 2.1 mH, and the primary resistance R1 is 0.5 mA so that the primary current rises within 2.2 msec up to 8 A.

Thus, the Darlington pair of power transistors 41 has a collector current capacity of at least 8A and the zener diode has a breakdown voltage of at least 350V.

As a result, the turn ratio a of the ignition coil that can satisfy the engine's required voltage of 28 KV is 70.

It can be seen that 100 mA can be secured as a secondary current as provided below.

In the case of the conventional secondary voltage focused type, the turn ratio is generally

The turns ratio a is 85 and the primary current I1 is 6A.

Further, when the breakdown voltage of the zener diode 5 is selected to be at least 400V in the present invention, the turns ratio a becomes 64 in the formula (2).

Therefore, the secondary current I2 is given by equation (3).

Therefore, it can be understood that the secondary current can be improved by about 80% compared to the conventional type.

In the above results, the performance of the zener diode was at least 350V, the turn ratio was 60-70, and the primary current was at least 6A.

The effect is the same if a power FET or IGBT is used instead of a Darlington pair of power transistors.

When such a semiconductor device is used, since the driving current can be significantly reduced, there is an advantage that the power consumption of the driver can be lowered.

It is also possible to use a high voltage resistant power driver. The secondary inductance can be reduced by setting the turn ratio at 60 to 70, reducing the primary inductance and increasing the secondary current as well.

Thus, a device with improved startability and high blowing resistance can be obtained together with an improvement in secondary current.

As shown in Figure 9 (a), which displays the secondary low pressure and secondary current of the prior art, the secondary voltage drops momentarily when the ignition plaque is ignited, but thereafter, at an engine speed of 2000 r.pm and an air fuel ratio of 13; Stay relatively constant.

However, the engine speed is increased to 3000r.p.m and the air fuel cost is slightly inclined to 12.6 and then about 500msec secondary voltage after ignition is hindered to indicate the effect of cylinder induction.

At approximately 400 msec after purging at 4000 r.p.m and an air fuel ratio of 12, the flame is blown out.

When the speed is increased to 6000r.p.m and the air fuel ratio is 10.8, it blows off immediately after ignition and no combustion occurs.

Although the blowing off occurs at 6000r.p.m, the characteristics compared to FIG. 9 (b) which are shown to be delayed during 300usec which gives the opportunity of combustion of the gas occurring before blowing off are indicated for the present invention.

Therefore, the present invention can produce cleaner emissions.

The secondary inductance L2 is given by the following equation (7).

L2 = a2L1... … … … … … … … … … … … … … … … … … … … … … … … … (7)

L2: secondary inductance

L1: primary inductance

a: number of turns

Usually, L1 is 6 mH to 9 mH, but 2 mH to 5 mH can be used for DIS having a small number of p1 to p6 power distribution ports, which can exhibit a great effect.

In the following, detailed analysis is made using the aggregated values.

The rise time of the ignition flame voltage V2 induced in the secondary winding of the ignition coil (hereinafter referred to as "rise time") is the ignition flame voltage V2 induced in the secondary winding resulting from cutting of the excitation circuit of the primary winding of the ignition coil. It is determined by the frequency of.

The higher the frequency, the faster the rise time.

The ignition flame voltage V2 induced in the secondary winding is essentially sinusoidal, so its frequency is represented by the square root of the enemy of 2π, the second inductance L2 and the second capacitance C2, as shown in the following equation. Same as reciprocal.

Secondary inductance L2 consists of the inductance of the secondary winding of the ignition coil and the very small inductance of the ignition plaque that can be ignored.

Therefore, the inductance value of the secondary winding can be thought of as the secondary inductance L2.

Secondary capacitance C2 consists of the interlayer capacitance of the winding of the ignition coil, the capacitance of the ignition plaid, the ignition plaque capacitance and other stray capacitors.

Thus, the value of the secondary capacitor C2 is essentially constant for any ignition device and 25 DIS (25 x 10-12 freds) for DIS.

Therefore, in order to increase the frequency of the ignition flame voltage V2 induced in the secondary winding of the ignition coil, the secondary winding inductance L2 of the ignition coil must be reduced.

The period of the ignition arc, hereinafter referred to as the "arc period", is determined by the energy Wp accumulated in the primary coil of the ignition coil.

The greater the accumulated energy, the longer the arc period.

The energy Wp accumulated in the primary winding of the primary coil is equal to 1/2 of the enemy of the primary winding inductance L1 and the square of the primary current I1, as can be expressed by the following equation.

The maximum amount of primary current I1 is determined by the ability to flow the current in the primary winding and to cut off the current.

Therefore, the primary winding inductance L1 should be selected to obtain the accumulated energy Wp necessary to generate a predetermined arc period of the maximum primary winding excitation current I1.

The inductance L2 of the secondary winding of the ignition coil is expressed by the formula (7), and the primary winding of the ignition coil is the inductance L1 and the winding number ratio N2 / N1 of the winding number of the secondary coil Is equal to the enemy.

It is clear that the smaller the turn ratio in the equation (7), the smaller the value of the secondary winding inductance L2, and the smaller the secondary winding inductance L2 in the equation (8), the lower the frequency of the ignition flame voltage V2 induced in the secondary winding of the ignition coil. Do.

In other words, the ignition coil to be used in the ignition device of the present invention provides an energy Wp that can provide a desired arc period set by the maximum conduction current determined by the ability of flowing the current of the excitation circuit switch device and cutting the current. It must have a primary coil with sufficient inductance to accumulate and a turns ratio small enough to provide the desired rise time.

For any ignition device, a constant parameter is the maximum ignition coil primary current (a), which is determined by the ability of the ignition coil primary winding excitation circuit switching device to flow and cut current, and the switching device actuates the circuit. It is the maximum primary voltage V1 (b) which is determined by the maximum voltage when the primary current is cut off and cut off.

To demonstrate the process of manufacturing an ignition ignition coil suitable for use as part of the ignition device of the present invention, the ability to flow and block the maximum current of the power transistors 41-46 of the Darlington pair is 8 A and is applied to the collector-emitter electrode. The maximum primary voltage V1 at the interruption of the maximum applied voltage is set to 350V.

Furthermore, the desired rise time of the ignition flame voltage V2 induced in the secondary coil is 40 msec from zero to 28 KV, and the yak period is 700 msec.

When the excitation circuit of the ignition coil primary coil is interrupted, the ignition flame voltage V2 induced in the secondary coil is proportional to the product of the primary voltage and the turn ratio, as shown in Eq. (2).

The maximum primary voltage V1 that the Darlington Power Transistor can withstand without damage or destruction is at least 350V.

Therefore, when the turn ratio N2 / N1 is solved by substituting 28 KV for V2 and 400 V for V2 in the equation (2), the turn ratio of the ignition coil 11 is about 64: 1 and the load factor 계 is estimated to be 1.1.

The primary coil has inductance L1.

If the maximum primary current of the ignition coil is 8 A and has sufficient accumulated energy Wp, the ionization energy Wi necessary to ionize the arc spacing of the ignition plaque in which the ignition arc occurs and the arc sustain energy Wa necessary to maintain the arc at 700 msec and ignition The ignition coil (ion) loss energy We necessary to compensate the energy loss of the coil is obtained.

The ionization energy Wi and the arc sustain energy Wa are determined by the following equation.

Where Ei is the voltage required for the ionizing arc spacing of the ignition plaque and arc

C2: secondary capacitance

Ea: Voltage required to maintain the ignition arc

L2: Secondary current represented by pressure pair (A)

In this embodiment, the secondary capacitance is 25PF (25 × 10 ^-12 farad) and the voltage Ei required to ionize the arc spacing of each ignition plaque and generate the ignition arc is 15KV and the voltage Ea required to maintain the arc is 1.2KV. And the ignition coil energy Wi loss is about 0.4 of the secondary coil energy Ws.

As indicated by the equation (3), the secondary current I2 can be obtained by dividing the primary current I1 by the turn ratio and multiplying it by a coupling coefficient of about 0.9.

In formula (3), if 8A is substituted for I1 and 64 is substituted for a, the secondary current I2 becomes about 110 mA.

The predetermined ionization energy Wi is determined by substituting 28 KV for Ej and 25 PF for C2 in Equation (10).

When the ionization energy Wi is released, the ionization energy Wi necessary to ionize the arc spacing of each ignition plaque and generate the ignition arc is 10.125 milliseconds.

In order to determine the predetermined arc sustaining energy Wa ', 110 mA is substituted into I2 of Equation (11) and 700 msec is substituted into the arc period.

When the arc sustain energy Wa is released, the arc sustain energy Wa required to maintain the arc 700 msec was found to be 46.2 millijoules.

The predetermined total secondary energy Wa is the sum of the ionization energy Wi, the arc sustain energy Wa, and the loss energy W1 as represented by equation (12).

Ws = WI + Wa + W1 millijoules... … … … … … … … … … … … … … … … … … … (12)

Substituting 10.125 millijoules for Wi in equation (12), 46 millijoules for Wa and 0.4 Ws for W1, the lost energy Ws is 93.54 millijoules.

In this embodiment, the conversion of primary coil to secondary coil energy is about 70%.

Therefore, the predetermined primary energy Wp accumulated in the primary coil is determined by the following equation.

In this equation, when 93.54 millijoules is substituted for the secondary energy Ws and the primary coil energy Wp is solved, the predetermined primary coil energy Wp becomes 133.6 millijoules.

The inductance L1 of the primary coil is obtained by dividing the primary winding energy Wp by the square of the primary current 11 and doubling this.

Solving the primary coil inductance L1 by substituting 133.6 millijoules for primary coil energy Wp of equation (14) for 8A for primary current I1, sufficient to accumulate in primary coil by maximum excitation current 8A to obtain arc period of 700 milliseconds. The primary inductance L1 needed to generate energy Wp is 4.175 mH, or about 4 mH.

As indicated by equation (7), the secondary inductance L2 is equal to the enemy of the square of the primary inductance L1 and the turn ratio.

In equation (7), the primary inductance L1 is substituted for 65m in the turn ratio and 4mH calculated in equation (14) and the secondary inductance is solved.The secondary inductance L2 becomes 16.9mH.

In order to calculate the frequency of the ignition flame voltage V2 induced in the secondary coil of the ignition coil due to the blocking of the primary current, 16.9 mH is substituted into L2 of Equation (7) and 25 PF (25 x 10 ^-12 farads) in C2. Solving this equation by substituting, the frequency induced by the secondary coil is 7.752 Hz, and the cycle of each cycle (1 / f) is 129 msec.

Since the voltage induced in the secondary coil of the ignition coil reaches its maximum at 90 ° of each cycle, the voltage induced in the secondary coil reaches its peak at 32 msec, which is equivalent to 129/4 msec.

The maximum voltage Ea indicated by the secondary coil of the ignition coil can be expressed by the following equation.

Substituting 93.54 for Ws and 25PF (25 × 10 ^-12 farads) for C2 to solve the effective voltage Ea, the effective or peak voltage obtained by the secondary coil is about 28 KV.

Since the voltage induced in the secondary coil is substantially sinusoidal, the values of these induced voltages 30 °, 45 ° and 60 ° can be calculated by multiplying the maximum effective voltage Ea by the sinusoids of 30 °, 45 ° and 60 °. . The smoked results, or badly carbonated ignition plaques, are shown in Figure 10 where torque is severely reduced when the plaque is smoked for constant engine speed, air fuel costs and water temperature.

FIG. 11 shows when the engine has a smoky plaque and the time of the engine in a poor state where the torque is sharply reduced is beyond the prior art in which two sets of samples have indicated each of the prior art and the invention. Is further attached by.

Since the secondary current of the ignition coil can be greatly increased, the present invention can provide good combustion for improving low temperature startability of the internal combustion engine or blowing off during high rotation or swirl enhancement.

Claims (10)

Induction discharge ignition of an internal combustion engine comprising means (Psw) for generating a voltage applied to the coil (11) primary winding (21) and means for applying the output of said coil to fuel ignition means (P1-P6). In the apparatus, the means for generating a voltage Psw and the coil 11 generate a voltage of at least 6.0 KV beyond the electrodes of the ignition means p1-p6 when the ignition means has a leakage resistance of 100 KΩ. Induction discharge ignition apparatus for internal combustion engines. The inductive discharge type ignition device for an internal combustion engine according to claim 1, wherein said generating means comprises a predetermined number of turns of the secondary (31) in the primary (21) winding of said coil (11). The induction discharge ignition device of an internal combustion engine according to claim 2, wherein the turn ratio is 70 or less. 4. The inductive discharge ignition device for an internal combustion engine according to claim 3, wherein the turn ratio is 70 when the voltage generating means (Psw) provides a voltage of at least 350V across the primary winding (21). The induction discharge type ignition device of an internal combustion engine according to claim 2 or 3 or 4, wherein the turn ratio is a square root of the secondary winding inductance L2 divided by the primary winding inductance L1. . In the apparatus comprising means (Psw) for generating a voltage (3) applied to the coil (11) primary winding (21) and means for applying the output of the coil to fuel ignition means (P1-P6) Induction discharge type of an internal combustion engine, characterized in that the voltage generating means (Psw) and the coil (11) generate at least 6.0 KV beyond the electrodes of the ignition means (P1-P2) when the ignition means has a leakage resistance of 100 KΩ. Ignition. The inductive discharge type ignition device of an internal combustion engine according to claim 6, wherein said generating means comprises a predetermined number of turns of the secondary (31) in the primary (21) winding of said coil (11). 8. The induction discharge ignition device for an internal combustion engine according to claim 7, wherein the turn ratio is 70 or less. 9. The inductive discharge type ignition device for an internal combustion engine according to claim 8, wherein the turn ratio is 70 when the voltage generating means (Psw) provides a voltage of at least 350V beyond the primary winding (21). 10. The induction discharge ignition device for an internal combustion engine according to claim 9, wherein the winding ratio is a square root of the secondary winding inductance (L2) divided by the primary winding inductance (L1).