SU937756A1

SU937756A1 - Electronic ignition system

Info

Publication number: SU937756A1
Application number: SU802942950A
Authority: SU
Inventors: Владимир Александрович Шенюк; Борис Николаевич Шавырин; Юлий Матвеевич Сигалов
Original assignee: Предприятие П/Я А-3325
Priority date: 1980-06-18
Filing date: 1980-06-18
Publication date: 1982-06-23

Description

1one

Изобретение относитс к много искровым бесконтактным электронным системам зажигани дл двигателей внутреннего сгорани с магнето и может быть использовано в двигател х, примен емых в малогабаритных устройствах , работающих в услови х низких температур .The invention relates to multi-spark non-contact electronic ignition systems for internal combustion engines with magneto and can be used in engines used in small-sized devices operating under low temperature conditions.

Известна электронна система зажигани дл двигателей внутреннего сгорани , содержаща генератор переменного тока с зар дной и управл ющей обмотками. Зар дна обмотка генератора через выпр митель соединена с накопительным конденсатором, который подключен к первичной обмотке катушки зажигани , разр дный тиристор вкпючеы между выпр мителем и. накопительным конденсатором, а управл юща обмотка подключена к входу тиристорар.A known electronic ignition system for internal combustion engines comprising an alternator with charge and control windings. The bottom of the generator winding through a rectifier is connected to a storage capacitor, which is connected to the primary winding of the ignition coil, the discharge thyristor is connected between the rectifier and the rectifier. a storage capacitor, and the control winding is connected to the input of the thyristor.

Недостатком такой системы вл етс отсутствие регулировани величиныThe disadvantage of this system is the lack of regulation

вторичного напр жени в диапазоне изменени оборотов двигател , что снижает надежность системы зажигани .secondary voltage in the range of engine rpm, which reduces the reliability of the ignition system.

Кроме того, устройство работает в одноискровом режиме, при котором надежность запуска при низких температурах невысока , а энергии искрового разр да ограничены возможност ми схемы.In addition, the device operates in a single-spark mode, in which the reliability of starting at low temperatures is low, and the spark-discharge energy is limited by the circuit capabilities.

Известна также многоискрова электронна система зажигани дл двигателей внутреннего сгорани . Она содержит маг1«1тоэлектрический гене 5 ратор переменного тока с зар дной и управл ющей обмотками (магнето), емкостной накопитель энергии, зар жаемый через выпр мительный диод и разр жаемый через управл емый элект20 ронный коммутатор(тиристор } на первичную обмотку катушки зажигани , переключатель дл ручного включени и выключени многоискрового режикаA multi-spark electronic ignition system for internal combustion engines is also known. It contains an AC electric motor with a charging and control windings (magneto), a capacitive energy storage device charged through a rectifying diode and discharged through a controlled electronic switch (thyristor} to the primary winding of the ignition coil, switch for manual switching on and off of the multi-spark cutter

выпр митель, расширитель и формирователь импульсов, обеспечивающих многоискровый режим работы системы.rectifier, expander and pulse shaper, providing multi-spark system operation.

Отсутствие в данной системе аккумул торных батарей и наличие Mai нето обеспечивает ей малогабаритность и небольшой вес, а многоискровый режим работы обеспечивает надежный запуск при низких температурах 2. Однако надежность работы этой си темы недостаточно высока , поскольку на средних и максимальных оборотах после запуска двигател увеличиваютс значение пробивного напр жени и энергии искрового разр да, что снижает надежность катушки зажи гани и сокращает срок службы свечи . Цель изобретени - повышение надежности работы системы зажигани п тем ее автоматического ( без операто ра) переключени после Запуска двигател в другой режим работы с мень шим значением пробивного напр жени и меньшим значением энергии искрового разр да. Указанна цель достигаетс тем, что электронна система зажигани дл двигателей внутреннего сгорани , содержаща магнитоэлектрический генератор переменного тока с зар дной и управл ющей обмотками, причем зар дна обмотка через первичную обмотку помехоподавительного трансформатора и диод подключена к накопительному конденсатору, соединенному с первичной обмоткой катушки зажигани , а управл юща обмотка через вторичную обмотку помехоподавительного трансформатора подсоединена к разр дному тиристору , анод которого подключен к точке соединени диода и накопительног конденсатора и последовательно включенные выпр митель, расширитель и формирователь импульсов, снабжена двум электронными переключател ми, своими входами, подключенными через резисторный делитель к генератору переменного тока, и гас щим резистором, включенным последовательно в цепь первичной обмотки катушки зажигани , при этом выход выпр мител через замыкающий контак первого электронного переключател соединен с цепью питани расширител и формировател импульсов, гас щ резистор зашунтирован через замыкаю щий контакт второго переключател ,The absence of batteries in this system and the presence of Mai does not ensure its compactness and low weight, and the multi-spark operation ensures reliable start at low temperatures 2. However, the reliability of this system is not high enough, since the average and maximum rpm after starting the engine increases breakdown voltage and spark energy, which reduces the reliability of the ignition coil and reduces the service life of the spark plug. The purpose of the invention is to increase the reliability of the ignition system by the fact that it automatically (without an operator) switches after starting the engine to another mode of operation with a lower breakdown voltage and a lower spark-discharge energy. This goal is achieved by the fact that an electronic ignition system for internal combustion engines, comprising an alternating current magnetoelectric generator with charging and control windings, the charge winding through the primary winding of the suppressive transformer and the diode connected to a storage capacitor connected to the primary winding of the ignition coil, and the control winding through the secondary winding of the suppression transformer is connected to the discharge thyristor, the anode of which is connected to The diode and accumulator capacitor connections and the series-connected rectifier, expander and pulse shaper are equipped with two electronic switches, their inputs connected through a resistor divider to the alternator, and a damping resistor connected in series to the primary winding of the ignition coil when In this case, the output of the rectifier through the closing contact of the first electronic switch is connected to the power supply circuit of the expander and pulse shaper, the quenching resistor is shunted van via make conductive contact of the second switch,

вход расширител импульсов подключен через резистивный делитель к генератору переменного тока, а выход выпр мител соединен с цеп ми питани обоих электронных переключателей .the pulse expander input is connected via a resistive divider to the alternator, and the rectifier output is connected to the power supply circuits of both electronic switches.

Claims

FIG. 1 is a diagram of the ignition system; FIG. 2 — graphs of the dependence of the secondary voltage and the energy of the spark discharge on the speed. The ignition system contains an alternating current magnetoelectric generator 1 with charge 2 and control winding 3, an interference suppression transformer k, the primary and secondary windings 5 and 6 of which are connected to charge 2 and control winding 3 of generator 1, respectively, rectifying diode 7, cumulative capacitor o, discharge thyristor 9) coil 10 for firing with primary and secondary windingsK charging 2 windings of generator 1 through resistor dividers 11 and 12 are connected to expander 13 and pulse generator 1 in series with it and the output of the imaging unit 1k is connected to the input of the thyristor 9. The output of the rectifier 15 is connected to the power supply circuits of the electronic switches 16 and 17, as well as through the closing contacts 18 and 19 of the switch 1b to the power supply circuits of the extender 1 3 and the imaging device C. Except In addition, an extinguishing resistor 20 is connected in series with the primary winding of the ignition coil 10, which is shunted through the make contacts 21 and 22 of the switch 17-. Electronic switches 16 and 17 are elements of a pulse technique and are used in the ignition system for automatic as well as timely switching of circuit elements from a stressed starting mode to a lower basic voltage, operating mode at medium and maximum engine speeds. The ignition system works as follows. When starting the engine, the power supply from the rectifier 15 to the expander 13 and the pulse shaper 14 is closed through the closing contacts 18 and 19 of the first switch 16, and the damping resistor 20 is bridged by the closing contacts 21 and 22 of the second switch 17. In this case, the voltage from the rectifier 15 through the closing contacts 18 and 19 of the switch 16 enters the power supply circuit of the expander 13 and the former, and the pulse signal from the charging winding 2, acting through a resistive divider 11 and 12 to the input of the expander 13, triggers it and a series of impulses From the imaging unit 1A, the input of the thyristor 9 is set to the multi-spark mode of the entire system. The extinguishing resistor 20 is shunted by the closing contacts 21 and 22 of the switch 17, and the entire voltage of the primary winding of the ignition coil 10 is transferred to its secondary circuit. After starting the engine with an increase in revolutions of more than 00-800 min (point a in the oscillogram of Fig. 2 a) gh), there is an increase in the alternating voltage of the charging winding removed from the resistive divider 11 and 12. At a certain (threshold time (point 6 the waveform of Fig. 2 a) with the value of this voltage corresponding to 1500-2000 min J, the electronic switches trigger automatically and simultaneously; 1b and 17 and their closing contacts 18 and 19, and 21 and 22 open. switch 16 gaps The power supply going to the expander 13, the driver 14, and the supply of a series of pulses from the imaging unit 1 to the input of the thyristor 9 stops, and the ignition circuit goes into one-spark mode, i.e. the mode with the lower spark-discharge energy The range of variation of the energy of a spark discharge (Wj.,) is almost proportional to the number of reduction of spark pulses during the transition from the multi-spark to the single-spark mode, and in accordance with the recommended operating modes of the internal combustion engines nor A can be reduced by more than 10 times. FIG. Figure 2b shows the change in the energy of a spark in a known ignition system (dashed line) and in this ignition system (solid line) from a simultaneous change in.% And a secondary voltage. When the contacts 21 and 22 of the second electronic switch 17 are opened, the damping resistor 20 is turned on, which leads to a decrease in the secondary voltage ((square removed from the secondary winding of the ignition coil 10) and a further decrease in cAf The magnitude of the change in the secondary voltage 20 and in accordance with the recommended modes of operation of the engine V can be reduced by a factor of 1. Figure 2 shows the change in the secondary voltage in the known ignition system (dashed line) and in this system Ignition (solid line). After the switches 16 and 17 are triggered, they remain in this position and the power supply voltage is applied to them from rectifier 15 until the engine is turned off. After the electronic switches 16 and 17 on the revolutions, higher than the average and close to the maximum, there occurs a xopOHtee mixture formation in the engine and {It is possible to work stably at lower values of the secondary voltage and the spark discharge energy than at the start. The reduction of the secondary voltage and the energy of the spark discharge is made to such a level that, on the one hand, to ensure stable operation of the heated engine in the operating mode, and at the same time to improve the working conditions of the ignition coil and the spark plug of the engine during the longest operating time cycle engine A lower secondary voltage with a sufficiently long working period considerably reduces the danger of the ignition coil being broken by itself during operation (with moisture, etc.), and a smaller spark discharge increases the service life of the spark plug thus ensuring high reliability of the proposed system. ignite and, most importantly, the reliability of elements of the ignition system, working in the most severe modes. After the engine is turned off, the switches 16 and 17 return to the initial position: contacts 18 and 19, 21 and 22 are closed and the ignition system is in a safe start mode and the CLAR is ready to start the engine. Thus, the proposed scheme remotely and by simple means ensures the optimal operation of the ignition system, i.e. allows for timely switching from multi-spark to single-spark operation, as well as reducing the voltage W. on the plugs of the ignition coil, increasing their reliability and durability. An electronic ignition system for internal combustion engines comprising an magnetoelectric alternator with charge and control windings, the charge winding through the primary winding of the jam suppressor transformer and the diode connected to a storage capacitor connected to the primary winding of the ignition coil and the control diode -winding through the secondary winding of the suppression transformer is connected. 1 JL J to the discharge thyristor, the anode of which is; It is connected to the junction point of the diode and the storage capacitor, and the series-connected rectifiers, an expander and a pulse shaper, characterized in that, in order to increase reliability, it is equipped with two electronic switches connected by its inputs through an resistive divider to an alternator, and a quenching resistor connected in series to the primary circuit of the ignition coil, and the output of the rectifier is connected via the make contact of the first electronic switch to epyu dilator power and pulse shaping, blanking resistor shunted through normally open contact of the second switch, the input pulses of the dilator through a resistive divider connected to the AC generator and rectified output DC converter is connected to both chains power electronic switches. Sources of information taken into account during the examination 1. U.S. Patent (f, Cl. 123-H8E, 197.

2. USSR author's certificate No. 2815524/21, cl. F 02 R 3/04, 1979