RU118693U1 - PULSE FORMER FOR CAPACITOR-THYRISTOR IGNITION MODULE - Google Patents

Abstract

1. A pulse former for a capacitor-thyristor ignition module containing a first terminal connected to the anode of a diode, the cathode of which is connected through a resistor to the first terminal of the primary winding of the pulse transformer and to the second terminal of the pulse former, the first and second terminals of the secondary winding of the pulse transformer are respectively the first and the second output terminals of the pulse shaper, characterized in that a second resistor, a capacitor and an electronic switch are introduced, and the first terminal of the pulse shaper is connected to the control input of the electronic switch, the output of which is connected to one of the terminals of the primary winding of the pulse transformer, the second terminal of which is connected to one from capacitor plates, the second plate of which is connected to the input of the electronic key and to one of the terminals of the second resistor, the second terminal of which is connected to the cathode of the diode. ! 2. A pulse generator according to claim 1, characterized in that a zener diode (two-anode zener diode) is connected in parallel to the capacitor, and the anode of the zener diode is connected to the first plate of the capacitor. ! 3. A pulse generator according to claim 1, characterized in that the electronic key contains a triac, and the control input of the key is connected through a reverse-connected diode directly or to a series-connected resistor with a control electrode of the triac, which is connected through a parallel-connected resistor and a directly connected diode to the cathode triac and the input of the key, the output of which is connected to the anode of the triac. ! 4. A pulse generator according to claim 1, characterized in that the first terminal is connected to �

Description

The utility model relates to the field of electrical equipment of automobiles, namely, to ignition systems of internal combustion engines and, in particular, to pulse shapers for a thyristor capacitor-ignition module.

A pulse shaper for a thyristor capacitor-ignition module containing a first terminal connected to the anode of the diode, the cathode of which is connected through a resistor to the first terminal of the primary winding of the pulse transformer and to the second terminal of the pulse generator, the first and second terminals of the secondary winding of the pulse transformer are, respectively, the first and second output terminals of the pulse shaper. The utility model is characterized in that a second resistor, a capacitor and an electronic switch are introduced, the first clamp of the pulse shaper connected to the control input of the electronic switch, the output of which is connected to one of the terminals of the primary winding of the pulse transformer, the second terminal of which is connected to one of the capacitor plates, the second the lining of which is connected to the input of the electronic key and to one of the terminals of the second resistor, the second terminal of which is connected to the cathode of the diode.

Alternatively, a zener diode (two-anode zener diode) is connected parallel to the capacitor in the pulse shaper, and the zener diode anode is connected to the first capacitor plate.

The electronic key contains a triac, and the control input of the key is connected directly through a back-connected diode or with a series-connected resistor to a triac control electrode, which is connected through a parallel-connected resistor and a directly connected diode to the triac cathode and the key input, the output of which is connected to the triac anode.

It is possible that the first clamp of the pulse shaper is connected to the positive terminal + E of the energy source of the vehicle electrical system, and the second clamp of the pulse shaper is connected to the first clamp of the mechanical sensor (chopper) or electronic sensor (microprocessor control system for ignition of the internal combustion engine), the second clamp of which is connected to the negative clamp - E power source of the vehicle electrical system (common bus).

Alternatively, the first clamp of the pulse shaper is connected to the first clamp of a mechanical sensor (chopper) or electronic sensor (microprocessor control system for ignition of the internal combustion engine), the second clamp of which is connected to the positive terminal + E of the vehicle power source and the second clamp of the pulse shaper is connected to negative clip -E energy source of the vehicle electrical system (common bus).

Utility Model Description

The invention relates to ignition systems of internal combustion engines and, in particular, to pulse shapers for controlling thyristors (trinistors or triacs) of a thyristor capacitor-ignition module.

The main disadvantage of capacitor ignition systems is their low noise immunity due to impulse noise, always available in the vehicle’s electrical system. The sources of this interference can be inductive and switching elements, electric motors, vibration devices, as well as a voltage regulator and generator. The interference amplitude, which can exceed 100 V, depends on the state of these devices, as well as on the state of the battery, wiring, and contact connections. The duration of the interference usually does not exceed a fraction of a millisecond. Impulse noise affects the devices of electronic ignition systems and can cause disturbances in their normal operation (malfunctions), for example, untimely switching of triggers, thyristors, etc., as well as element failure.

A pulse shaper for a thyristor capacitor-ignition module is known, comprising a first clamp connected through a resistor to a second clamp and to one of the capacitor leads, a second output of which is connected to a first output clamp of a pulse shaper and through a second resistor to a second output clamp of a pulse shaper (Voltage stabilization of the converter Radio No. 10, p. 30).

A pulse shaper similar to the principle of operation for a thyristor capacitor-ignition module is also known, comprising a first terminal connected through a resistor to a second terminal and to one of the terminals of the capacitor, the second terminal of which is connected to the first output terminal of the pulse former and connected to the first terminal through a second resistor which is the second output terminal of the pulse shaper (Electronic ignition unit Spark-5M).

However, these pulse shapers do not have galvanic isolation of the input and output terminals, and the amplitude and duration of the output control signals depend on the magnitude and change of the voltage value of the energy source of the vehicle electrical system, which significantly limits their use in the synthesis of optimal circuitry solutions for capacitor-thyristor ignition modules.

Closest to the utility model is a pulse shaper for a thyristor capacitor ignition module, in which galvanic coupling of input and output terminals is excluded, containing a first terminal connected through a resistor to one of the terminals of the primary winding of the pulse transformer and the anode of the diode, the cathode of which is connected to the second terminal the primary winding of the pulse transformer and the second terminal of the pulse shaper, the first and second conclusions of the secondary winding of the pulse transformer are, respectively GOVERNMENTAL, first and second output terminals pulse shaper (Thyristor electronic ignition system. AU 1772403 F02P 3/06, of 10.30.92. Bull. №40.).

A pulse shaper for the capacitor-thyristor ignition module, similar in principle to the operation and circuitry, is described in (A.Kh. Sinelnikov. Electronics in a Car. Moscow Radio and Telecommunications 1986, Fig. 21).

In these pulse shapers for the thyristor capacitor ignition module, as in the first ones, the formation of false pulses during the bounce of the contacts of the mechanical sensor (chopper) is not excluded, and there is also a dependence of the current parameters of the triggering pulses on the voltage value of the energy source of the vehicle electrical system, the magnitude and duration of the leak current through the primary winding of the pulse transformer and the rate of change of the magnetic flux when the mechanical sensor (interrupter) or electric ctron sensor.

Eliminate these disadvantages allows the pulse shaper for the thyristor capacitor ignition module containing a first clamp connected to the anode of the diode, the cathode of which is connected through a resistor to the first terminal of the primary winding of the pulse transformer and to the second terminal of the pulse shaper, the first and second conclusions of the secondary winding of the pulse transformer are, respectively, the first and second output terminals of the pulse shaper. The utility model is characterized in that a second resistor, a capacitor and an electronic switch are introduced, the first clamp of the pulse shaper connected to the control input of the electronic switch, the output of which is connected to one of the terminals of the primary winding of the pulse transformer, the second terminal of which is connected to one of the capacitor plates, the second the lining of which is connected to the input of the electronic key and to one of the terminals of the second resistor, the second terminal of which is connected to the cathode of the diode.

Alternatively, a zener diode (two-anode zener diode) is connected parallel to the capacitor in the pulse shaper, and the zener diode anode is connected to the first capacitor plate.

The electronic key contains a triac, and the control input of the key is connected directly through a back-connected diode or with a series-connected resistor to a triac control electrode, which is connected through a parallel-connected resistor and a directly connected diode to the triac cathode and the key input, the output of which is connected to the triac anode.

It is possible that the first clamp of the pulse shaper is connected to the positive terminal + E of the energy source of the vehicle electrical system, and the second clamp of the pulse shaper is connected to the first clamp of the mechanical sensor (chopper) or electronic sensor (microprocessor control system for ignition of the internal combustion engine), the second clamp of which is connected to the negative clamp -E energy source of the vehicle electrical system.

Alternatively, the first clamp of the pulse shaper is connected to the first clamp of a mechanical sensor (chopper) or electronic sensor (microprocessor control system for ignition of the internal combustion engine), the second clamp of which is connected to the positive terminal + E of the vehicle power source and the second clamp of the pulse shaper is connected to negative clip -E energy source of the vehicle electrical system.

The introduction of a zener diode connected, for example, parallel to the capacitor, makes it possible to stabilize the value of the capacitor charge and, accordingly, the energy that is transformed into the secondary winding of a pulse transformer.

Using a triac as an electronic key allows you to generate a single pulse with optimal current parameters in amplitude and duration, regardless of the current parameters of the electronic sensor (microprocessor ignition control system) or contact bounce when a mechanical sensor (interrupter) is opened.

The proposed options for connecting a pulse shaper to the terminals of the vehicle’s onboard power source and to a mechanical sensor (chopper) or electronic sensor (microprocessor ignition control engine) allow you to choose the most optimal option in each case.

Figure 1 - figure 4 shows the pulse shapers for a capacitor-thyristor ignition module containing the first clamp 1 connected to the anode of the diode 3, the cathode of which is connected through a resistor 4 and to the second clamp 2 of the pulse shaper. The first clamp 1 of the pulse shaper is connected to the control input 7-2 of the electronic switch 7, the output 7-3 of which is connected to one of the terminals of the primary winding 8 of the pulse transformer 9, the second terminal of the primary winding 8 of which is connected to one of the plates of the capacitor 6, the second lining of which connected to the input 7-1 of the electronic switch 7 and to one of the terminals of the second resistor 5, the second terminal of which is connected to the cathode of the diode 3. The first 11 and second 12 conclusions of the secondary winding 10 of the pulse transformer 9 are, respectively, the first m and the second output terminals of the pulse shaper.

In the pulse former (FIG. 2 - FIG. 4) a zener diode is connected parallel to the capacitor 6 (FIG. 3 is a two-anode zener diode) 13, and the anode of the zener diode 13 is connected to the first plate of the capacitor 6.

The electronic key 7 contains a triac, and the control input of the key 7-2 is connected either through a back-connected diode 7-7 (Fig. 5) or through a resistor 7-8 and a back-connected diode 7-7 (Fig. 6) with a control electrode of a triac 7 -5, which is connected through a parallel-connected resistor 7-4 and a directly connected diode 7-6 to the cathode of the triac 7-5 and the input of the electronic key 7-1, the output 7-3 of which is connected to the anode of the triac 7-5.

Figure 3 also shows an option when the first terminal 1 of the pulse shaper is connected to the positive terminal + E of the vehicle power source and the second terminal 2 of the pulse generator is connected to the first terminal of the mechanical sensor (chopper) 14 or electronic sensor (microprocessor ignition control system ICE) 14, the second terminal of which is connected to the negative terminal -E of the vehicle electrical energy source (common bus). The input of the synchronization of the sensor 14 with the rotation of the crankshaft or camshaft is shown by an arrow.

Figure 4 shows the option when the first terminal 1 of the pulse shaper is connected to the first terminal of a mechanical sensor (chopper) 14 or an electronic sensor (microprocessor ignition control system ICE) 14, the second terminal of which is connected to the positive terminal + E of the vehicle’s vehicle power source, and the second terminal 2 of the pulse shaper is connected to the negative terminal -E of the energy source of the vehicle electrical system (common bus). The input of the synchronization of the sensor 14 with the rotation of the crankshaft or camshaft is shown by an arrow.

In Fig.7 - Fig.9 shows the timing diagrams of the pulse shaper with a mechanical sensor (chopper) shown in Fig.3.

Figure 7 shows a timing diagram of the voltage across the terminals of a mechanical sensor (chopper).

On Fig shows a timing diagram of the voltage across the capacitor 6 relative to the input 7-1 of the electronic switch 7.

Figure 9 shows the timing diagram of the voltage at terminal 12 relative to terminal 11 of the secondary winding 10 of the pulse transformer 9.

We consider the work on the example of the pulse shaper shown in figure 3 and the electronic key shown in figure 5.

Initial state: the contacts of the mechanical sensor (chopper) are closed and current flows from the onboard power supply source + E, terminal 1, diode 3, resistor 4, terminal 2, mechanical sensor (chopper) 14, the common terminal of the vehicle’s onboard power source is E (common bus). And also, the following circuit flows current from the energy source of the on-board network + E, terminal 1, diode 3, resistor 5, Zener diode 13, terminal 2, mechanical sensor (chopper) 14, the common terminal of the vehicle’s energy source -E (common bus ) The current through the diode 3 and the resistor 4 forms mainly the necessary and sufficient current through the contacts of the mechanical sensor (chopper) 14, which eliminates the formation of an oxide film on the contacts of the chopper. The capacitor 6 is charged to the stabilization voltage of the zener diode 13.

When implementing an electronic key, according to the diagrams shown in Fig. 5 and Fig. 6, the capacitor charge current is carried out along the circuit: on-board power source + E, terminal 1, diode 3, resistor 5, capacitor 6, terminal 2, mechanical sensor (chopper ) 14 common terminal of the vehicle electrical system energy source -E (common bus). The current flowing through the diode 3 and resistor 5, creates a voltage drop on them applied to the diode 7-7 in the opposite direction, which eliminates the triac starting from the interference of the vehicle's on-board circuit.

At time t0, t2, t4. (Fig.7 - Fig.9). The contacts of the mechanical sensor (chopper) are opened, and a negative voltage from the capacitor 6 is applied to the control input 7-2, relative to the input 7-1 of the electronic switch 7 in the circuit: the bottom plate of the capacitor 6, the resistor 4, diode 3. The current through the control electrode of the triac 7 -5, flows through the circuit: the upper lining of the capacitor 6, the input 7-1 of the electronic key 7, the cathode of the triac 7-5, the control electrode of the triac 7-5, diode 7-7, the control input 7-2 of the electronic key 7, diode 3, resistor 4, bottom plate of capacitor 6.

The amplitude of the voltage of the negative pulse at the cathode of the diode 7-7 and at the control electrode of the trinistor 7-5 is determined by the operating voltage of the control electrode of the trinistor 7-5.

The voltage of a charged capacitor 6 is applied to the primary winding 8 of the pulse transformer 9 (Fig. 8). The capacitor 6 is almost instantly (100-200 μs.) Discharged to the primary winding 8 of the pulse transformer 9 and a start-up pulse is generated on its secondary winding 10 (Fig. 9) with a duration of at least 50 μs. The amplitude value of the voltage and current of the starting pulse for the thyristor capacitor ignition module depends on the capacitance of the capacitor 6, the voltage of the vehicle electrical energy source or the stabilization voltage of the zener diode 13 (if any), the transformation coefficient of the pulse transformer 9, and the load resistance (the trigger circuit of the electronic key is capacitor thyristor ignition module). The bounce of the mechanical sensor (chopper) 14 when the contacts open does not affect the shape, amplitude and duration of the triggering pulse, because the first pulse, when the interrupter contacts open, triggers the triac 7-5 and then, regardless of the state of the contacts (bounce) of the interrupter 14, the triac 7-5 remains open for the entire duration of the discharge and overcharge of the capacitor 6, due to the residual energy of the pulse transformer 9. If even, the bounce of the interrupter contacts continues after the capacitor 6 is discharged and the triac 7-5 is turned off, then triac 7-5 will not restart, because the capacitor 6 is discharged and remains discharged until the moment of contact closure (time t1 or t3). When the breaker contacts are closed (time t1, t3), a phased charge of the capacitor 6 (Fig. 8) is formed, due to bounce, to a preset voltage value (voltage of the energy source minus the voltage drop across diode 4 (Fig. 1) or to voltage stabilization of the Zener diode 13 (Fig. 2, Fig. 3 and Fig. 4) and is carried out for at least 2 ms at the maximum voltage value of the vehicle’s on-board power supply voltage (13.8-14.4 V). The pulse shaper does not respond to contact bounce when closed, as the voltage across the capacitor throughout the duration of the bounce is not enough to run the triac (Fig. 8).

When pulse interference occurs in the vehicle’s on-board network with closed contacts of the interrupter 14, the electronic key 7 does not start, because the control electrode of the triac 7-5 is protected by the diode 7-7 from the applied positive (closing) voltage equal to the voltage drop across the diode 3 and on the resistor 5.

When pulse interference occurs in the vehicle’s on-board network with open contacts of the interrupter 14, the electronic key 7 does not start, because capacitor 6 is discharged.

In the claimed invention, the following technical results are achieved: galvanic isolation of the primary and secondary control circuits; insensitivity to impulse noise arising in the vehicle's on-board power supply network; independence from current parameters of the electronic sensor (microprocessor ignition control system of the internal combustion engine) or the bounce of contacts of the mechanical sensor (chopper); a trigger pulse optimized in magnitude of the amplitude and duration of the voltage or current is formed to control the thyristors (trinistors or triacs) of the thyristor capacitor-ignition module.

Claims (5)

1. A pulse shaper for a thyristor capacitor ignition module, comprising a first terminal connected to the anode of the diode, the cathode of which is connected through a resistor to the first terminal of the primary winding of the pulse transformer and to the second terminal of the pulse former, the first and second terminals of the secondary winding of the pulse transformer are respectively the first and second output terminals of the pulse former, characterized in that a second resistor, a capacitor and an electronic switch are introduced, the first terminal being formed The pulse switch is connected to the control input of the electronic switch, the output of which is connected to one of the terminals of the primary winding of the pulse transformer, the second terminal of which is connected to one of the capacitor plates, the second terminal of which is connected to the input of the electronic switch and to one of the terminals of the second resistor, the second terminal of which connected to the cathode of the diode. 2. The pulse former according to claim 1, characterized in that a zener diode (two-anode zener diode) is connected in parallel with the capacitor, the zener diode anode being connected to the first capacitor plate. 3. The pulse shaper according to claim 1, characterized in that the electronic key contains a triac, and the control input of the key is connected via a back-connected diode directly or in series with a resistor to a control electrode of a triac, which is connected through a parallel-connected resistor and a directly connected diode to the cathode triac and input key, the output of which is connected to the anode of the triac. 4. The pulse former according to claim 1, characterized in that the first terminal is connected to the positive terminal + E of the vehicle electrical system power source, and the second terminal of the pulse generator is connected to the terminal of a mechanical sensor (interrupter) or electronic sensor (ICE ignition control system) , the second terminal of which is connected to the negative terminal -E of the energy source of the vehicle electrical system. 5. The pulse generator according to claim 1, characterized in that the first terminal is connected to the terminal of a mechanical sensor (interrupter) or electronic sensor (microprocessor ignition control system of the internal combustion engine), the second terminal of which is connected to the positive terminal + E of the vehicle’s vehicle power source, and the second terminal of the pulse shaper is connected to the negative terminal -E of the energy source of the vehicle electrical system.