US3517655A - Capacity-discharge electronic ignition apparatus for internal combustion engines - Google Patents

Capacity-discharge electronic ignition apparatus for internal combustion engines Download PDF

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Publication number
US3517655A
US3517655A US736312A US3517655DA US3517655A US 3517655 A US3517655 A US 3517655A US 736312 A US736312 A US 736312A US 3517655D A US3517655D A US 3517655DA US 3517655 A US3517655 A US 3517655A
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Prior art keywords
ignition
winding
capacitor
engine
alternator
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US736312A
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English (en)
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Eric Jaulmes
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MBK Industrie SA
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Ateliers de la Motobecane SA
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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02P—IGNITION, OTHER THAN COMPRESSION IGNITION, FOR INTERNAL-COMBUSTION ENGINES; TESTING OF IGNITION TIMING IN COMPRESSION-IGNITION ENGINES
    • F02P1/00—Installations having electric ignition energy generated by magneto- or dynamo- electric generators without subsequent storage
    • F02P1/08—Layout of circuits
    • F02P1/086—Layout of circuits for generating sparks by discharging a capacitor into a coil circuit

Definitions

  • An electronic ignition system for internal combustion engines comprises an alternator driven by the engine and connected in series with a rectifier, a capacitor and a primary winding of an ignition transformer, to form a charging circuit.
  • An SCR connected in series with the capacitor and the primary winding serves to discharge the capacitor through said winding upon the SCR being fired by a triggering pulse produced by a triggering pulse generator driven by the engine.
  • the alternator includes a stator magnet carrying a generat ing winding and a rotor cooperating with said magnet. Regulation of the generated voltage is effected, independently of engine speed variations, by a magnetic shunt 'bypassing said magnet.
  • the present invention relates to capacity-discharge electronic ignition apparatus or systems for internal combustion engines of automotive vehicles and the like, more particularly, to systems of this type utilizing an alternator driven by the engine in conjunction with one or more electrical rectifiers, to supply the charging voltage for the ignition capacitor.
  • This invention is more particularly concerned with so-called breakless ignition systems of this type which comprise a magnetic triggering pulse generator, consisting of a rotating magnet and stationary pickup coil, also driven by the engine and taking the place of the conventional breaker contacts, to supply triggering pulses for the initiation of the discharge of the capacitor via a solid state relay in the form of a controlled rectifier, commonly known as a thryristor of SCR (silicon-controlled rectifier), as referred to in the following for the purposes of this specification.
  • a magnetic triggering pulse generator consisting of a rotating magnet and stationary pickup coil, also driven by the engine and taking the place of the conventional breaker contacts, to supply triggering pulses for the initiation of the discharge of the capacitor via a solid state relay in the form of a controlled rectifier, commonly known as a thryristor of SCR (silicon-controlled rectifier), as referred to in the following for the purposes of this specification.
  • SCR silicon-controlled rectifier
  • 'Breakless electronic ignition systems of the foregoing type essentially comprise an ignition transformer having a primary winding and a secondary winding connected to a spark plug, or to a plurality of spark plugs through a coventional distributor, in a manner well known.
  • An ignition capacitor in series with said primary winding, a rectifier and the winding of the alternator form a charging circuit for the capacitor, while the SCR or the like solid state relay is connected in series with said primary winding and capacitor, to provide a discharge circuit therefor.
  • the capacitor In operation, the capacitor is charged to a suitable high voltage supplied by the alternator and rectifier, whereupon application of a triggering pulse, supplied by the pickup coil of the triggering pulse generator, to the gate or control electrode of the SCR causes the latter to be turned on, whereby to discharge the capacitor through the primary winding of the ignition transformer.
  • a triggering pulse supplied by the pickup coil of the triggering pulse generator
  • the gate or control electrode of the SCR causes the latter to be turned on, whereby to discharge the capacitor through the primary winding of the ignition transformer.
  • This results in a secondary spark voltage being applied to the spark gap in the form of a damped electric oscillation for ignition of the fuel-air mixture in the combustion chamber of the engine, in a manner well known.
  • an electronic ignition system of the referred to type for automotive and the like internal combustion engines subject to relatively large changes of operating speed which system is both simple in design as well as compact in construction; which requires a minimum of component parts or devices; which uses no moving parts except for the alternator producing the charging voltage and the trigger pulse generator; which can be manufactured in the form of compact constructional units or modules for easy and expeditious mounting and installation; and which will enable instant removal for the carrying out of repairs and replacements.
  • the regulating or charging resistor of the prior system is dispensed with and displaced by a magnetic shunt or by-pass disposed across the magnet armature of the alternator winding.
  • the entire ignition apparatus may now be subdivided into three compact constructional units or modules, in such a manner as to enable an easy and expeditious installment as well as replacement of one or more of the units or parts thereof.
  • the first or electromagnetic unit being constituted by the stator of the alternator, simply comprises the armature and its winding and the triggering pulse generator.
  • the second or electronic unit comprises the SCR, the necessary diodes, the biasing resistor for the SCR and the capacitor proper.
  • the third or ignition unit of the system is constituted by the ignition transformer, the latter being preferably constructed for mounting in the immediate vicinity of the spark plug or plugs of the engine.
  • this may include suitable mounting means for direct connection to the spark plug.
  • a simple anti-theft switch in the form of a key or the like being connected to the hightension output lead of the trigger pulse generator, to shortcircuit the same and to prevent unauthorized operation of the engine.
  • each of the cylinders is individually fitted with its own ignition system, to dispense with a distributor being highly sensitive to humidity and subject to other drawbacks and defects well known.
  • This results in increased operating safety, mainly on account of the fact that each ignition unit is entirely self-contained and adapted to operate without a battery subject to constant uncertainty and requiring continued supervision.
  • FIG. 1 is a wiring diagram of a preferred embodiment of the electronic ignition system according to the invention.
  • FIG. 2 shows the first group or unit of elements em bodied in the alternator
  • FIG. 3 is a fragmentary view, showing a modification of FIG. 2;
  • FIG. 4 is a longitudinal cross-section of the magnet winding or armature of the alternator
  • FIG. 5 shows, in perspective exploded view of the I second unit forming part of the ignition system according to the invention
  • FIG. 6 shows the unit according to FIG. 5 in its final molded shape
  • FIG. 7 shows the ignition transformer forming the third constructional unit according to the invention.
  • FIG. 8 illustrates, on a reduced scale, a preferred assembly of the units, forming an operative ignition system according to the invention.
  • the numeral 1 denotes the winding upon a magnetic armature 2 mounted upon the stator of the alternator which serves to supply the charging voltage for an ignition capacitor 5. Further connected in series with the winding 1 and capacitor 5 is the primary winding 7a of a conventional ignition transformer 7 having a secondary winding 71) connected to a spark plug 25.
  • the armature 2 is provided with a magnetic shunt 24 for the regulation of the capacitor charging voltage, in a manner as will become more apparent as the description proceeds.
  • a first diode 3 being in series with the winding 1 and capacitor 5 and acting as a rectifier passes the positive alternations of the output current of the alternator, while a further diode 4 shunting the armature winding 1 serves to short-circuit the negative current alternations.
  • a bridge-type or equivalent rectifier arrangement may be interposed between the winding 1 and the capacitor 5, to utilize both alternations of the supply voltage, in a manner readily understood.
  • the energy stored in the capacitor 5 is discharged through the primary winding 7a upon triggering or firing of an SCR or controlled diode 6, forming a discharge circuit in series with said capacitor and primary winding.
  • the firing or turning on of the SCR is effected by a triggering voltage pulse produced by the triggering pulse generator collectively indicated at 12 in the drawing and having its output windings connected to the gate or control electrode of the SCR.
  • the latter is further provided with a biasing resistor Q connected between its gate and cathode, to provide a definite threshold or response sensitivity, in a manner well known.
  • a further threshold diode 8 interposed between the triggering pulse generator 12 and the SCR 6 serves to suppress the negative alternation of the triggering voltage induced in the windings of the generator 12 and to fix a minimum response voltage or threshold for the operation of the SCR. As a consequence, spurious and other interfering voltages of a value less than the threshold value will be ineffective in causing undesired firings of the SCR or equivalent solid state relay.
  • the triggering pulse generator being mounted upon the stator 13 of the alternator disposed within a rotor 14 driven by the engine, FIG. 2, comprises essentially a permanent magnet 15 and two windings 15a and 15]) mounted upon cores or pole pieces 16a and 16b extending from the upper side of said magnet.
  • the axes of the cores 16a and 16b coincide with a plane passing through the rotary axis of the engine shaft 17, while the hub 18 of the rotor 14, also driven by said shaft, carries a magnetic bar or armature 19 moving past the cores 16a and 16b once during each revolution of the shaft, a slight intervening air gap 20 being provided between the ends of the cores and said armature.
  • the opposite ends of the cores 16a and 16b extending from the lower side of the magnet 15 form a leakage or air gap 21, the purpose and function of which will be described in greater detail hereafter.
  • Both windings 15a and 15b of the triggering pulse generator 12 are connected in the same sense in series, as far as the useful fluxes in the cores 16a and 16b are concerned, said windings being in effective relatively op posed connection in respect to any external or disturbing flux emanating from the magnetic field of the rotor 14. It has, however, found to be still necessary to shield the triggering pulse generator against interference caused by assymmetrical flux conditions, in which case the shielding parts or structures advantageously serve as mounting means for the generator 12, as shown in FIG. 2.
  • the triggering pulse generator 12 is mounted upon the stator 13 of the inductor-type alternator, said stator being disposed inside the rotor 14 having a number of pole pieces cooperating with the permanent magnetic field of the stationary armature 2 in effecting periodic variations of the magnetic flux linked with said winding, to generate an alternating voltage in the winding 1, in a manner well known and understood.
  • regulation of the generated voltage is effected simply and efiectively by the function of the magnetic shunt or by-pass 24 bridging the magnet core 2 between points on the opposite sides of the winding 1, as more clearly shown in FIG. 4, the effect of said shunt being to divert a portion of the main magnetic flux through the magnet 2 in proportion to the increase of the magnetic reluctance of said magnet with increasing engine speed, and vice versa.
  • the shunt 24 is so designed as to variably distribute the magnetic flux during different engine speeds, in such a manner as to result in a substantially constant or average voltage induced in the winding 1 independently of vehicle operating conditions.
  • the magnetic reluctance of the armature 2 is a function of the current through the winding 1 and the varying magnetic saturation of the core 2, as well as of the frequency of the voltage being generated, with the result that a greater amountof the flux will be by-passed by the shunt 24 as the operating frequency or engine speed are increased, and vice versa. This results in a correspondingly reduced useful flux through the core 1, and, in turn, a decrease of the voltage induced in the winding 1.
  • the bar 19 which cooperates with the cores 16aand 16b of the triggering pulse generator 12 may have arelatively small thickness as shown in FIG. 2, whereby to cause the generation of a positive pulse having a relatively short rise time necessary for the firing of the SCR or the like solid state control device.
  • the same takes the shape of a wedge having a ramp-shaped portion 19a of gradually decreasing height towards the hub 18 in the rotating direction, as indicated by the arrow in the drawing, and a radial end face or portion 19b.
  • the fluctuation of the magnetic flux produced by the bar 19 results in a sharply defined initial pulse, provided the rotation is in the direction as shown by the arrow.
  • rotation in the opposite direction results in a more gradual flux variation and a correspondingly reduced generated voltage unable to fire or trigger the SCR 6.
  • This particular type of bar or armature 19 thus constitutes a simple and effective means to prevent operation of the motor in the reverse or Wrong direction, eliminating thereby a frequently occurring risk, in particular in connection with marine motors equipped with a manually operable ignition advance device.
  • the triggering pulse generator 12 may be mounted upon the stator 13 of the alternator at the place normally taken by the conventional breaker or interrupter.
  • the mounting is advantageously such as to enable a radial displacement or adjustment for the setting or control of the width of the air gap 20, FIG. 1.
  • Further mounted upon the stator 13 may be the magnet and winding (not shown) of an auxiliary alternator for the generation of the charging current for the storage battery provided in conventional motor vehicles.
  • Item 26 is an insulating plate carrying the three connecting terminals of the unit of any suitable type known in the art.
  • the terminal 27 being in connection with the high-tension output end of the triggering generator 12 may be connected to mass or ground through a safety switch 28, to disable the engine operation.
  • the entire ignition apparatus according to the invention is advantageously subdivided into three constructional subassemblies or units, as indicated by the dot-dash lines in FIG. 1, viz an electromagnetic unit A, an electronic unit B, and an ignition unit C.
  • unit A comprises the alternator magnet 2, winding 1, and the triggering pulse generator 12, all mounted upon the stator 13 in the manner shown by FIG. 2.
  • Unit B being more clearly shown in FIGS. 5 and 6, comprises all the electronic parts and devices, that is, the diodes 3 and 4, the capacitor 5, the SCR 6, the threshold diode 8, and the biasing resistor 9, all being electrically interconnected preferably by means of a printed circuit applied to an insulating base or support 6 30, in a manner shown and readily understood.
  • the terminals a, c and g representing the anode, cathode and gate electrodes of the SCR and diodes, respectively.
  • the entire unit is encased in a molded housing consisting of a suitable synthetic resin, such as in the form of a cylindrical unit 31, FIG. 6, which, according to practical example, may have a length of only about 75 mm. and a diameter of 22 mm. suitable for easy mounting, such as by clamping, upon a part of the engine.
  • a suitable synthetic resin such as in the form of a cylindrical unit 31, FIG. 6, which, according to practical example, may have a length of only about 75 mm. and a diameter of 22 mm. suitable for easy mounting, such as by clamping, upon a part of the engine.
  • the third unit consists of the ignition transformer 7 preferably mounted in close proximity to the spark plug 25, such as by directly connecting and clamping it to the plug as shown in FIG. 8.
  • the high-tension output terminal of the winding 7b is in direct contact with the plug, while the connection to the mass is effected by a magnetic shield 33 embracing the hexagonal nut of the plug, the construction shown acting at the same time as a noise suppressor or interference eliminating device.
  • the air gap 20 becomes less than the leakage gap 21, whereby the magnetic flux predominately passes through the bar 19. As the latter recedes from the cores, the flux again passes through the gap 21, the resultant flux variations causing the induction of a triggering voltage in the windings 15a and 15b.
  • the gap 21 is so designed as to cause a different flux distribution during different engine operating conditions or speeds, in such a manner as to result in an output current regulation of the generator as a function of the engine speed. More particularly, the magnetic reluctance of the cores 16a and 16b is a function of the frequency and current, with the result that a greater portion of the flux is passed through the gap 21, as the engine is increased.
  • a triggering voltage pulse produced by the generator 12 is applied to the control electrode (gate) of the SCR 6, the latter is turned on and functions as a simple diode, whereby to initiate the discharge of the capacitor 5 through the primary winding 7a of the ignition trans former.
  • the discharge circuit is of the oscillatory type, being composed of the capacitance of capacitor 5 and the inductance of the winding 7a, the resistance of the circuit being relatively small, whereby to result in a lowdamped oscillation of the discharge.
  • the diodes 3 and 4 pass the negative alternations of the oscillatory current, while the SCR 6 passes the positive alternations during its conducting or ON condition. There are produced in this manner a number of successive sparks, one during each oscillating period, within a full or single ignition cycle. The oscillations are arrested as soon as the dis charge current decreases below the critical minimum amplitude necessary to sustain conduction of the SCR.
  • FIG. 8 there is shown a preferred construction of the ignition apparatus according to the invention, wherein all the elements with the eXception of those of the unit A embodied in the stator 13, together with their connecting leads or cables, are combined into a single structure or assembly embedded in a suitable insulating plastic and adapted to reduce the installation to 7 the simple and expeditious connection of a pair of cables extending from the unit 31 to the terminal plate 26 upon the stator 13 by way of suitable connectors 32, on the one hand, and to the spark plug 25, on the other hand.
  • the ignition apparatus shown and described herein may also be used in connection with systems utilizing a D.C. source (battery) in conjunction with an AC. converter in place of an alternator driven by the engine.
  • the core 1 is part of a conventional transformer having a primary winding (not shown) connected to the output of the converter, with the coil 1 forming the secondary of the transformer and serving to charge the capacitor 5, in substantially the same manner as described herein.
  • the structural simplicity and compactness of the ignition apparatus according to the invention makes it possible to individually equip each cylinder of a multi-cylinder engine with its own and independent ignition system, that is, providing as many units according to FIG. 8 as there are engine cylinders.
  • the armatures 19 of the triggering pulse generators, replacing the conventional distributor must be relatively replaced to result in a proper ignition timing for the various cylinders, in a manner readily understood by those skilled in the art.
  • Electronic ignition apparatus for an internal com bustion engine comprising in combination:
  • an electric alternator including (a) a stator supporting a magnetic armature carrying an armature winding,
  • a discharge circuit including said capacitor, a controlled rectifier having a gate and said primary ignition winding,
  • a magnetic triggering pulse generator synchronized with the engine and having an output winding connected to said gate
  • said rectifier means comprising a first diode in series with said armature winding and said capacitor, to apply one of the alternations of the generated voltage to said capacitor, and a second diode shunting said armature winding, to suppress the other alternations of said voltage.
  • said triggering pulse generator comprising a magnet mounted upon said stator and having a pair of magnetic cores extending therefrom, to form pole pieces, a magnetic armature driven by the engine for cooperation with said pole pieces, and a pair of induction windings upon said cores connected in series and to said gate.
  • Electronic ignition apparatus as claimed in claim 3, including a threshold diode connected between said triggering pulse generator and said gate.
  • Electronic ignition apparatus as claimed in claim 3, including a biasing resistor shunting the gate and cathode of said controlled rectifier.
  • Electronic ignition apparatus as claimed in claim 1, said apparatus being subdivided into three self-contained units, viz an electromagnetic unit comprising said stator, said armature winding, and said triggering pulse generator, an electronic unit comprising said capacitor, said rectifier means and said controlled rectifier, and an ignition unit comprised of said ignition transformer.
  • Electronic ignition apparatus as claimed in claim 6, said electronic unit being hermetically sealed in a body of insulating material with a pair of flexible connecting members projecting from said body for the connection of said unit to said electromagnetic and ignition units, respectively.

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  • 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)
US736312A 1967-06-14 1968-06-12 Capacity-discharge electronic ignition apparatus for internal combustion engines Expired - Lifetime US3517655A (en)

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FR110239 1967-06-14

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US (1) US3517655A (enrdf_load_stackoverflow)
ES (1) ES355008A1 (enrdf_load_stackoverflow)
FR (1) FR1551875A (enrdf_load_stackoverflow)
SE (1) SE339589B (enrdf_load_stackoverflow)

Cited By (9)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3623467A (en) * 1969-11-24 1971-11-30 Phelon Co Inc Triggering magnet and coil assembly for use with an ignition system including a permanent magnet alternator
US3678913A (en) * 1969-07-25 1972-07-25 Bosch Gmbh Robert Current generator and electronic ignition circuit
US3753429A (en) * 1970-07-28 1973-08-21 Bosch Gmbh Robert Internal combustion engine ignition system
US4333442A (en) * 1979-12-19 1982-06-08 Wabash, Inc. Capacitor discharge ignition system and method of manufacture thereof
US4406271A (en) * 1980-07-24 1983-09-27 Wabash, Inc. Capacitor discharge ignition system and method of manufacture thereof
US4407256A (en) * 1980-07-24 1983-10-04 Wabash, Inc. Capacitor discharge ignition system and method of manufacture thereof
US4538586A (en) * 1983-12-21 1985-09-03 Textron, Inc. Capacitive discharge ignition with long spark duration
US10361027B2 (en) * 2016-02-15 2019-07-23 Denso Corporation Ignition device
US12303168B2 (en) 2016-08-24 2025-05-20 Alydia Health, Inc. Uterine hemorrhage controlling system and method

Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US2446671A (en) * 1948-08-10 Ignition system
US2985796A (en) * 1959-01-05 1961-05-23 Wipac Dev Ltd Ignition systems for internal combustion engines
US3186397A (en) * 1964-06-19 1965-06-01 Bendix Corp Electrical apparatus
US3242420A (en) * 1962-11-13 1966-03-22 Cooper Bessemer Corp Ignition system
US3324841A (en) * 1963-07-24 1967-06-13 Curtiss Wright Corp High frequency ignition system for aircraft engines and the like
US3358665A (en) * 1965-10-23 1967-12-19 Syncro Corp Ignition system

Patent Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US2446671A (en) * 1948-08-10 Ignition system
US2985796A (en) * 1959-01-05 1961-05-23 Wipac Dev Ltd Ignition systems for internal combustion engines
US3242420A (en) * 1962-11-13 1966-03-22 Cooper Bessemer Corp Ignition system
US3324841A (en) * 1963-07-24 1967-06-13 Curtiss Wright Corp High frequency ignition system for aircraft engines and the like
US3186397A (en) * 1964-06-19 1965-06-01 Bendix Corp Electrical apparatus
US3358665A (en) * 1965-10-23 1967-12-19 Syncro Corp Ignition system

Cited By (9)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3678913A (en) * 1969-07-25 1972-07-25 Bosch Gmbh Robert Current generator and electronic ignition circuit
US3623467A (en) * 1969-11-24 1971-11-30 Phelon Co Inc Triggering magnet and coil assembly for use with an ignition system including a permanent magnet alternator
US3753429A (en) * 1970-07-28 1973-08-21 Bosch Gmbh Robert Internal combustion engine ignition system
US4333442A (en) * 1979-12-19 1982-06-08 Wabash, Inc. Capacitor discharge ignition system and method of manufacture thereof
US4406271A (en) * 1980-07-24 1983-09-27 Wabash, Inc. Capacitor discharge ignition system and method of manufacture thereof
US4407256A (en) * 1980-07-24 1983-10-04 Wabash, Inc. Capacitor discharge ignition system and method of manufacture thereof
US4538586A (en) * 1983-12-21 1985-09-03 Textron, Inc. Capacitive discharge ignition with long spark duration
US10361027B2 (en) * 2016-02-15 2019-07-23 Denso Corporation Ignition device
US12303168B2 (en) 2016-08-24 2025-05-20 Alydia Health, Inc. Uterine hemorrhage controlling system and method

Also Published As

Publication number Publication date
SE339589B (enrdf_load_stackoverflow) 1971-10-11
ES355008A1 (es) 1969-11-16
DE1764420A1 (de) 1970-12-03
FR1551875A (enrdf_load_stackoverflow) 1969-01-03
DE1764420B2 (de) 1972-11-23

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