US3140423A - Spark ignition apparatus for internal combustion engine - Google Patents

Spark ignition apparatus for internal combustion engine Download PDF

Info

Publication number
US3140423A
US3140423A US87182A US8718261A US3140423A US 3140423 A US3140423 A US 3140423A US 87182 A US87182 A US 87182A US 8718261 A US8718261 A US 8718261A US 3140423 A US3140423 A US 3140423A
Authority
US
United States
Prior art keywords
winding
internal combustion
combustion engine
interrupter
spark ignition
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Expired - Lifetime
Application number
US87182A
Inventor
Roberts Maldwyn Hugh
Clamp David Warwick Lloyd
Jukes Norman Alfred
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
ZF International UK Ltd
Original Assignee
Lucas Industries Ltd
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Lucas Industries Ltd filed Critical Lucas Industries Ltd
Priority to US87182A priority Critical patent/US3140423A/en
Application granted granted Critical
Publication of US3140423A publication Critical patent/US3140423A/en
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

Links

Images

Classifications

    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02PIGNITION, OTHER THAN COMPRESSION IGNITION, FOR INTERNAL-COMBUSTION ENGINES; TESTING OF IGNITION TIMING IN COMPRESSION-IGNITION ENGINES
    • F02P3/00Other installations
    • F02P3/02Other installations having inductive energy storage, e.g. arrangements of induction coils
    • F02P3/04Layout of circuits
    • F02P3/0407Opening or closing the primary coil circuit with electronic switching means
    • F02P3/0435Opening or closing the primary coil circuit with electronic switching means with semiconductor devices

Definitions

  • the coil comprises a primary and a secondary winding mounted on an iron core, and current is supplied to the primary winding from a storage battery through a rotary interrupter driven by the engine.
  • a rotary interrupter driven by the engine.
  • One of the factors which adversely afiects the efficiency of an ignition coil of conventional construction is associated with sparking at the interrupter contacts and the amount of electromagnetic energy which can be transmitted through the coil is limited by the amount of current which can be eifectively controlled by the interrupter.
  • the primary object of the present invention is to provide an ignition coil in a form whereby the above disadvantage can be minimised or obviated.
  • An ignition coil in accordance with the invention comprises a primary winding, a secondary winding, a pilot winding, and a control winding all mounted on an iron core, the function of the pilot winding being to effect excitation of the control Winding by an intermittent current supplied under the control of an interrupter, and the function of the control winding being to control a transistor through which energising current is supplied to the primary winding.
  • the invention further resides in an ignition system comprising a coil as specified in the preceding paragraph, an interrupter for controlling the supply of current from a battery to the primary winding, a transistor for controlling the supply of current from the battery to the primary winding, and a diode interconnecting the ends of the primary winding.
  • an ignition coil comprising an iron core 1 on which is mounted a primary winding 2 capable of generating the required magneto flux in the core 1 by a current supplied from a source of direct or rectified alternating current such as, for example, a 12-volt battery. Also on the core are mounted a secondary winding 3 adapted to produce the required sparking voltage and connectible to the engine spark plugs 15 in turn through a distributor 14, a pilot winding 4 and a control winding 5.
  • a pair of terminals 6, 7 adapted for connection to the battery so as to be of negative and positive polarity in use respectively.
  • One end of the winding 4 is connected to the terminal 6 through a capacitor 8 and a resistor 9, whilst the other end of the winding 4 is connected to the terminal 7 and through an engine-driven interrupter to a point intermediate the capacitor 8 and resistor 9.
  • one end of the winding 2 is connected to the terminal 6, whilst its other end is connected to the terminal 7 through the collector and emitter terminals of a p-n-p type transistor 11, the base terminal of which is connected to the terminal 7 through the winding 5.
  • the ends of the winding 2 are bridged by a diode 12.
  • the resulting partial magnetisation of the core 1 includes a voltage in the winding 5, which initiates the action of the transistor 1.
  • Current is passed through the transistor to the winding 2, increasing rapidly by regenerative action and thereby causing rapid magnetisation of the core, and inducing a high voltage in the winding 3.
  • the primary current reaches its peak value (at which the core is magnetically saturated) in a very short period; when this value is reached, there is no further change of flux in the core, and no further energy fed back to the winding 5.
  • the transistor thus reverts to its initial state and interrupts the current in the primary circuit.
  • the back induced in the winding 2 by the switching off of the transistor is conducted through the diode 12, which suppresses high voltage peaks which would otherwise damage the transistor.
  • either of the terminals 6, 7 could be earthed, but preferably the terminal 7 is earthed so as to obviate the need for insulating both contacts of the interrupter 10. Further, with suitable modifications an n-p-ntransistor could be employed.
  • Spark ignition apparatus for an internal combustion engine, comprising a direct current source, an ignition transformer having a core, a primary winding on the core connected to the direct current source, and a secondary winding on the core connectible through a distributor to spark plugs of the engine in turn, a monostable oscillator operation of which causes rising current to flow in the primary winding to induce a spark at one of said plugs, said oscillator including a transistor in series with the primary winding, a control winding on the core connecting the base and emitter of the transistor for providing feedback thereto, a pilot winding on the core for inducing a voltage in the control winding, one end of the pilot winding being connected to one terminal of the direct current source, and a capacitor and resistor connected in series between the other end of the pilot winding and the other terminal of the direct current source, the apparatus further including an interrupter driven by the engine and connected across the pilot winding and capacitor for operating the oscillator, upon closing of the interrupter, in timed relationship to the engine, and a diode connected

Landscapes

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

Description

July 7, 1964 M. H. SPARK IGNITION ROBERTS E'I'AL APPARATUS FOR INTERNAL COMBUSTION ENGINE Filed Feb. 6. 1961 United States Patent 3,140,423 SPARK IGNITION APPARATUS FOR INTERVAL COMBUSTION ENGINE Maldwyn Hugh Roberts, Sutton Coldfield, David Warwick Lloyd Clamp, Birmingham, and Norman Alfred Jukes, Walsall, England, assignors to Joseph Lucas (Industries) Limited, Birmingham, England Filed Feb. 6, 1961, Ser. No. 87,182 1 Claim. (Cl. 315-401) This invention relates to spark ignition apparatus for internal combustion engines, and of the kind including an ignition coil.
Ordinarily, the coil comprises a primary and a secondary winding mounted on an iron core, and current is supplied to the primary winding from a storage battery through a rotary interrupter driven by the engine. One of the factors which adversely afiects the efficiency of an ignition coil of conventional construction is associated with sparking at the interrupter contacts and the amount of electromagnetic energy which can be transmitted through the coil is limited by the amount of current which can be eifectively controlled by the interrupter.
The primary object of the present invention is to provide an ignition coil in a form whereby the above disadvantage can be minimised or obviated.
An ignition coil in accordance with the invention comprises a primary winding, a secondary winding, a pilot winding, and a control winding all mounted on an iron core, the function of the pilot winding being to effect excitation of the control Winding by an intermittent current supplied under the control of an interrupter, and the function of the control winding being to control a transistor through which energising current is supplied to the primary winding.
The invention further resides in an ignition system comprising a coil as specified in the preceding paragraph, an interrupter for controlling the supply of current from a battery to the primary winding, a transistor for controlling the supply of current from the battery to the primary winding, and a diode interconnecting the ends of the primary winding.
An example of the invention is illustrated diagrammatically in the accompanying drawing.
Referring to the drawing there is provided an ignition coil comprising an iron core 1 on which is mounted a primary winding 2 capable of generating the required magneto flux in the core 1 by a current supplied from a source of direct or rectified alternating current such as, for example, a 12-volt battery. Also on the core are mounted a secondary winding 3 adapted to produce the required sparking voltage and connectible to the engine spark plugs 15 in turn through a distributor 14, a pilot winding 4 and a control winding 5.
There is further provided a pair of terminals 6, 7 adapted for connection to the battery so as to be of negative and positive polarity in use respectively. One end of the winding 4 is connected to the terminal 6 through a capacitor 8 and a resistor 9, whilst the other end of the winding 4 is connected to the terminal 7 and through an engine-driven interrupter to a point intermediate the capacitor 8 and resistor 9. Further, one end of the winding 2 is connected to the terminal 6, whilst its other end is connected to the terminal 7 through the collector and emitter terminals of a p-n-p type transistor 11, the base terminal of which is connected to the terminal 7 through the winding 5. Moreover, the ends of the winding 2 are bridged by a diode 12.
ice
In operation, whilst the interrupter 10 is open the capacitor 8 is charged. On closing of the interrupter 10, however, the capacitor discharges through the winding 4. The resulting partial magnetisation of the core 1 includes a voltage in the winding 5, which initiates the action of the transistor 1. Current is passed through the transistor to the winding 2, increasing rapidly by regenerative action and thereby causing rapid magnetisation of the core, and inducing a high voltage in the winding 3. The primary current reaches its peak value (at which the core is magnetically saturated) in a very short period; when this value is reached, there is no further change of flux in the core, and no further energy fed back to the winding 5. The transistor thus reverts to its initial state and interrupts the current in the primary circuit. The back induced in the winding 2 by the switching off of the transistor is conducted through the diode 12, which suppresses high voltage peaks which would otherwise damage the transistor.
If desired, either of the terminals 6, 7 could be earthed, but preferably the terminal 7 is earthed so as to obviate the need for insulating both contacts of the interrupter 10. Further, with suitable modifications an n-p-ntransistor could be employed.
Since the current required in the pilot circuit is small, no serious result can follow from any small amount of sparking that may occur at the interrupter contacts. Con sequently, a greater uniformity of action occurs in the secondary winding, both as regards the timing of the discharge and the energy content of the sparks at the sparking plugs of engine. The arrangement illustrated has the additional advantage that the danger of large currents being drawn through the pilot winding in the event of the engine becoming stalled with the interrupter closed is obviated.
Having thus described our invention, what we claim as new and desire to secure by Letters Patent is:
Spark ignition apparatus for an internal combustion engine, comprising a direct current source, an ignition transformer having a core, a primary winding on the core connected to the direct current source, and a secondary winding on the core connectible through a distributor to spark plugs of the engine in turn, a monostable oscillator operation of which causes rising current to flow in the primary winding to induce a spark at one of said plugs, said oscillator including a transistor in series with the primary winding, a control winding on the core connecting the base and emitter of the transistor for providing feedback thereto, a pilot winding on the core for inducing a voltage in the control winding, one end of the pilot winding being connected to one terminal of the direct current source, and a capacitor and resistor connected in series between the other end of the pilot winding and the other terminal of the direct current source, the apparatus further including an interrupter driven by the engine and connected across the pilot winding and capacitor for operating the oscillator, upon closing of the interrupter, in timed relationship to the engine, and a diode connected across the primary winding for absorbing back electromotive force induced therein after the production of each spark.
References Cited in the file of this patent UNITED STATES PATENTS 2,878,298 Giacoletto Mar. 17, 1959 3,007,082 Kappele Oct. 31, 1961 3,016,477 Naborowski Jan. 9, 1962
US87182A 1961-02-06 1961-02-06 Spark ignition apparatus for internal combustion engine Expired - Lifetime US3140423A (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
US87182A US3140423A (en) 1961-02-06 1961-02-06 Spark ignition apparatus for internal combustion engine

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
US87182A US3140423A (en) 1961-02-06 1961-02-06 Spark ignition apparatus for internal combustion engine

Publications (1)

Publication Number Publication Date
US3140423A true US3140423A (en) 1964-07-07

Family

ID=22203582

Family Applications (1)

Application Number Title Priority Date Filing Date
US87182A Expired - Lifetime US3140423A (en) 1961-02-06 1961-02-06 Spark ignition apparatus for internal combustion engine

Country Status (1)

Country Link
US (1) US3140423A (en)

Cited By (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3219877A (en) * 1962-04-05 1965-11-23 Gen Motors Corp Controlled rectifier ignition system
US3299320A (en) * 1962-10-31 1967-01-17 Tokyo Shibaura Electric Co Dimmer for a plurality of discharge lamps
US3324351A (en) * 1964-02-19 1967-06-06 Jr Henry D Pahl Unit impulse ignition systems
US3611025A (en) * 1967-10-24 1971-10-05 Povaske Strojarne Narodny Podn Ignition system utilizing transistor for internal combustion engines
US3749973A (en) * 1970-12-22 1973-07-31 Texaco Inc Continuous wave high frequency ignition system
US4058743A (en) * 1974-03-29 1977-11-15 U.S. Philips Corporation Pulse generating circuit
US4265201A (en) * 1977-07-05 1981-05-05 Gerry Martin E Stratified fuel ignition system including humid air injection
US20070069845A1 (en) * 2003-09-26 2007-03-29 Markus Weimert Ignition coil for a gasoline engine

Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US2878298A (en) * 1953-12-30 1959-03-17 Rca Corp Ignition system
US3007082A (en) * 1959-06-11 1961-10-31 William R Kappele High efficiency ignition system
US3016477A (en) * 1960-01-29 1962-01-09 Electric Auto Lite Co Ignition system

Patent Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US2878298A (en) * 1953-12-30 1959-03-17 Rca Corp Ignition system
US3007082A (en) * 1959-06-11 1961-10-31 William R Kappele High efficiency ignition system
US3016477A (en) * 1960-01-29 1962-01-09 Electric Auto Lite Co Ignition system

Cited By (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3219877A (en) * 1962-04-05 1965-11-23 Gen Motors Corp Controlled rectifier ignition system
US3299320A (en) * 1962-10-31 1967-01-17 Tokyo Shibaura Electric Co Dimmer for a plurality of discharge lamps
US3324351A (en) * 1964-02-19 1967-06-06 Jr Henry D Pahl Unit impulse ignition systems
US3611025A (en) * 1967-10-24 1971-10-05 Povaske Strojarne Narodny Podn Ignition system utilizing transistor for internal combustion engines
US3749973A (en) * 1970-12-22 1973-07-31 Texaco Inc Continuous wave high frequency ignition system
US4058743A (en) * 1974-03-29 1977-11-15 U.S. Philips Corporation Pulse generating circuit
US4265201A (en) * 1977-07-05 1981-05-05 Gerry Martin E Stratified fuel ignition system including humid air injection
US20070069845A1 (en) * 2003-09-26 2007-03-29 Markus Weimert Ignition coil for a gasoline engine

Similar Documents

Publication Publication Date Title
GB1152970A (en) Improvements in or relating to Ignition Systems
US3407795A (en) Ignition system for internal combustion engines
US3140423A (en) Spark ignition apparatus for internal combustion engine
GB1408399A (en) Ignition system for internal combustion engines
US2980093A (en) Electronic ignition
GB896161A (en) Ignition systems
GB904687A (en) Internal combustion engine ignition system
US2980822A (en) Ignition system
GB1429011A (en) Ignition systems for internal combustion engines
US3046447A (en) Internal combustion engine ignition system
US3864622A (en) Transistorized control circuit for magneto motor ignition systems
US3051870A (en) Ignition system
US3842817A (en) Capacitive discharge ignition system
ES353706A1 (en) Condenser discharge type ignition system with a magneto power supply
US3100479A (en) Ignition system for internal combustion engine
GB951359A (en) Ignition systems
US3504230A (en) Solid-state ionizing ignition system
US2984766A (en) Ignition system
GB1288814A (en)
GB1475947A (en) Ignition systems for internal combustion engines
US3342167A (en) Voltage pulse generator controlled solid state ignition system
GB1268290A (en) Improvements in and relating to ignition devices for internal combustion engines
GB931234A (en) Ignition system
GB1304083A (en)
GB1229930A (en)