US3791356A - Device for controlling ignition times for internal combustion engine - Google Patents

Device for controlling ignition times for internal combustion engine Download PDF

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Publication number
US3791356A
US3791356A US00183960A US3791356DA US3791356A US 3791356 A US3791356 A US 3791356A US 00183960 A US00183960 A US 00183960A US 3791356D A US3791356D A US 3791356DA US 3791356 A US3791356 A US 3791356A
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United States
Prior art keywords
ignition
circuit
time
signals
timing
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Expired - Lifetime
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US00183960A
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English (en)
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T Saita
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Mitsubishi Electric Corp
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Mitsubishi Electric Corp
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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
    • F02P5/00—Advancing or retarding ignition; Control therefor
    • F02P5/04—Advancing or retarding ignition; Control therefor automatically, as a function of the working conditions of the engine or vehicle or of the atmospheric conditions
    • F02P5/145—Advancing or retarding ignition; Control therefor automatically, as a function of the working conditions of the engine or vehicle or of the atmospheric conditions using electrical means
    • F02P5/155—Analogue data processing
    • F02P5/1553—Analogue data processing by determination of elapsed angle with reference to a particular point on the motor axle, dependent on specific conditions
    • F02P5/1556—Analogue data processing by determination of elapsed angle with reference to a particular point on the motor axle, dependent on specific conditions using a stepped control, dependent on speed
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/40—Engine management systems

Definitions

  • ABSTRACT [30] Foreign Application Priority Data In the normal operation of an engine, the opening of Sept. 28, 1970 Japan 45-84908 breakers contacts Causes 8 gating diode and therefore an ignition transistor to become conducting to induce [52] US. Cl. 123/117 R, 123/l46.5 A, 123/148 E an ignition voltage across an ignition coil. In the idling [51] Int. Cl.
  • a monostable multivibl'ator [58 ⁇ Tield of sear cha .Ifi3fiWETI7R, 117 A, is enabled to respond to the opening of the breakers 1211/1465 A contacts to conduct another gating diode after a time interval for which the multivibrator is in its semistable 5 References Ci state resulting in the generation of an ignition voltage.
  • the invention accomplishes this object by the provision of a device for controlling an ignition time-point for an internal combustion engine, comprising a ignition time detection circuit for producing one signal each time the engine is to be ignited, a mode detection circuit for detecting the mode of operation of the engine, and an ignition circuit for producing an ignition voltage, characterized in that there is provided a time delay circuit for imparting a predetermined time delay to the signal from the ignition time detection circuit and a selection circuit for selecting either the signal from the ignition time detection circuit or thetime delayed signal 'from the time delay circuit in accordance with the mode of operation as detected by the mode detection circuit, and the ignition circuit responds to the selected signal applied thereto to produce the ignition voltage.
  • the time delay circuit may preferably be formed of a monostable multivibrator including a capacitor for determining a time interval for which the monostable multivibrator is in its semistable state, and a circuit means for charging and discharging the capacitor including means for maintaining the charging and discharging currents to and from the capacitor substantially constant.
  • FIGURE illustrates a circuit diagram of a device for controlling an ignition time for an internal combustion engine in accordance with the principles of the invention.
  • an arrangement disclosed herein comprises a source of direct current such as a battery connected at the negative terminal to ground and an ignition time detection circuit generally designated by the reference numeral and connected across the source 10.
  • the detection circuit 10 includes a set of normally closed contacts 22 disposed in a contact breaker (not shown) and a resistor 24 serially connected thereto.
  • the contacts 22 are adapted to be opened and closed at predetermined time intervals in synchronization with the rotational movement of the associated internal combustion engine not shown.
  • the junctionof the contacts 22 and the resistor 24 is connected to both a time delay circuit that will be in detail described hereinafter and a gating circuit generally designated by the reference numeral 30.
  • the gating circuit includes a pair of semiconductor diodes 32 and 34 having the respective anode electrodes connected together to the positive terminal of the source 10 through a resistor 36.
  • a circuit for developing first ignition pulse signals includes the diode 32 having a cathode electrode connected to the junction of the contacts 22 and the resistor 24 and the anode electrode also connected to an ignition circuit generally designated by the reference numeral 40.
  • the ignition circuit comprises a pair of grounded emitter transistors 42 and 44 shown as being of the n-p-n type.
  • the transistor 42 includes a base electrode connected to the anode electrodes of the gating diodes 32 and 34 and a collector electrode connected to the positive terminal of the source IO'through a resistor-46 while the transistor 44 includes a base electrode connected to the collector electrode of the transistor 42 and a collector electrode connected to the source 10 through a primary winding of an ignition coil 48 with the collector-to-emitter circuit thereof connected.
  • the ignition coil 48 includes a secondary winding electrically coupled to the associated internal combustion engine (not shown) as shown at the arrow.
  • a block generally designates a mode-of-operation detection circuit including a set of contacts 62 to detect a predetermined mode of operation of the engine (not shown).
  • the contacts 62 may be operatively coupled to a throttle valve disposed in a suction tube to the engine so that the contacts are in their closed position in the normal mode of operation of the engine and are in their open position in predetermined modes of operation or with the engine operated in either of the idling and low speed modes.
  • the throttle valve and suction tube are not illustrated and are mentioned only for purposes of illustration.
  • the ignition and mode detection circuits 20 and 60 respectively are'shown as being connected to a time delay circuit generally designated by the reference numeral 100.
  • the circuit for developing second ignition pulse signals includes time delay circuit 100 which comprises a coupling capacitor 102 connected to the junction of the breakers contacts 22 and the resistor 24., and a monostable multivibrator including a pair of grounded emitter transistors 104 and 106 shown as being of the n-p-n type, a capacitor 108 and resistors 1 and l 12 interconnected in the well known manner as shown.
  • the capacitor 108 is connected on each side to the positive terminal of the source 10 through a p-n-p transistor 114 or 116 of common base configuration.
  • the transistor 114 or 116 includes a collector electrode connected to each side of the capacitor 108, an emitter electrode connected to the source 10 and base electrode connected to ground through a resistor 118 or 120 and also to the source 10 through a resistor 122 or 124.
  • the transistor 1 14 or 1 16 forms a part of a circuit for charging or dis charging the capacitor 108 for the purpose as will be apparent later.
  • the output of the monostable multivibrator as above described or the collector electrode of the transistor 106 is connected to the positive terminal of the source 10 through a resistor 126 and also by a resistor 128 to a base electrode of a gating transistor 130 including an emitter electrode grounded and a collector electrode connected the cathode electrode of the gating diode 34 and also to a resistor 132 subsequently connected to the positive terminal of the source 10.
  • the base electrode of the transistor 130 is further connected by a resistor 134 to ground and also to the contacts 62 in the mode detection circuit 60.
  • the mode detection circuit 60 has the contacts 62 put in their closed position as above described.
  • the closure of the contacts 62 per mits the base electrode of the gating transistor 130 to be grounded thereby to put the latter in its nonconducting state.
  • the monostable multivibrator is in its stable state where the transistor 104 is conducting and the transistor 106 is nonconducting.
  • the potential at the electrode of the transistor 130 reversely biases the gating diode 34 to maintain it nonconducting enabling first ignition pulse signals to be developed.
  • the opening of the breakers contacts 22 causes a triggering pulse or ignition timing signal to be applied to the time delay circuit 100 through the coupling capacitor 102 and to the gating diode 32 to be reversely biased.
  • the triggering pulse triggers the multivibrator from its stable to its semistable state which exhibits no effect upon the gating circuit 30 because the transistor 130 is in its nonconducting state.
  • the reversely biased diode 32 permits a base current to flow through the transistor 42 in the ignition circuit 40 to render it conducting thus developing a first ignition pulse signal. This interrupts a base current to the transistor 44 to put the latter in its nonconducting state.
  • a current flowing through the primary winding of the ignition coil 48 is interrupted to induce an ignition voltage across the secondary winding thereof.
  • the engine is ignited simultaneously with the opening of the breakers contacts 22.
  • breakers contacts 22 will be closed.
  • the gating diode 42 is forwardly biased to permit a current flowing through the base circuit of the transistor 42 to flow to ground through the diode 32 and the closed contacts 22. This causes the blocking of the transistor 42 to conduct the transistor 44 resulting in a flow of current through the primary winding of the ignition coil 48.
  • the succeeding opening of the breakers contacts 22 repeats the pro cess as above described resulting in the ignition of the engine.
  • each opening of the contacts 22 causes the ignition of the engine as in the conventional devices.
  • the contacts 62 of the mode detection circuit 60 When the engine is operated in a predetermined mode such as the idling or low speed mode, the contacts 62 of the mode detection circuit 60 is maintained in their open position as above described to maintain the transistor 130 in its conducting state partiaily enabling second ignition pulse signals to be developed. Therefore the gating diode 34 is forwardly biased and conducting. With the breakers contacts 22 maintained in their closed position, the gating diode 32 is also forwardly biased to maintain the ignition transistor 44 in its conducting state as above described in conjunction with the normal mode of operation of the engine.
  • the opening of the breakers contacts 22 causes the gating diode 32 to be biased in the reverse direction.
  • This change in biasing direction has no effect upon the ignition circuit 40 because the gating diode 34 is in its conducting state.
  • a triggering pulse is applied through the capacitor 102 to the base electrode of the transistor 104 to trigger the monostable multivibrator from its stable state to its semistable state where the transistors 104 and 106 become nonconducting and conducting respectively.
  • No conduction of the transistor 106 permits a base current to be applied to the transistor to render it conducting.
  • the reversely biased diode 34 has now been biased in the forward direction to permit the base current to the transistor 42 to flow to ground therethrough whereby the transistor 42 continues to be nonconducting.
  • the monostable multivibrator will be returned back to its stable state.
  • the transistor 106 becomes conducting to put the transistor 130 in its nonconducting state.
  • the gating diode 34 is reversely biased enabling a second ignition pulse signal to be developed to permit the base current to be supplied to the transistor 42 to render it conducting.
  • the conduction of the transistor 42 brings the ignition transistor 44 into its nonconducting state whereupon the current flowing through the primary ignition winding is interrupted to induce an ignition voltage across the secondary winding of the ignition coil 48.
  • the time interval for the semistable state of the monostable multivibrator is substantially equal to a discharging time for the capacitor 108.
  • the monostable multivibrator is in its stable state for a charging time for the capacitor 108 as determined by a speed of rotation of the engine. In the stable state, the capacitor 108 is charged from the source 10 through the conducting transistors 114 and 106 while the transistor 116 is maintained in its nonconducting state because of the presence of a negative charge on that side of the capacitor 108connected to the collector electrode of the transistor 116.
  • T represents a time interis charged with a quantity of electricity expressed by (T-z fl, in each cycle of operation where't is the time interval for which the monostable multivibrator is in its semistable state and I, is a magnitude of a collector current flowing through the transistor 114.
  • the capacitor 10% With the monostable multivibrator in its semistable state the capacitor 10% is discharged through the conducting transistors 104 and 116 while the transistor 1 14 is maintained in its nonconducting state. That quantity of electricity discharged from the capacitor 108 is equal to the quantity of charge (T-t X 1 on the capacitor 108 and expressed by 1,, X 1 where I is a magnitude of a collector current flowing through the transistor 116. Therefore, the monostable multivibrator has the semistable time r expressed by This means that the semistable time t varies in proportion to the time interval T between the triggering pulses. In other words, the time delay circuit 1011 provides a time delay varying in proportion to the time interval between the triggering pulses.
  • the transistors 114 and 116 are operative to maintain the charging and discharging currents for the capacitor 108 constant except for the beginning thereof.
  • the engine is ignited with a time delay corresponding to a predetermined fixed angle through which the engines shaft has been rotated after the opening of the breakers contacts. Therefore, with the engine operated in the idling or low speed mode, the arrangement disclosed herein is operative in the similar manner as does the set of contacts on the receding side disposed in conventional contact breakers including a pair of sets of contacts.
  • the time interval for which the monostable multivibrator is in its semistable state may be maintained constant by charging and discharging the capacitor 108 simply through capacitance-resistance networks or the like without the constant current circuits including the transistors 114 and 116 being used.
  • the time interval for the semistable state of the monostable multivibrator is constant while the ignition time-point on the receding side is variable in accordance with the speed of rotation of the engine.
  • the delay time provided by the time delay circuit 101 and therefore the ignition time-point on the receding side may be changed in accordance with loading on the engine.
  • the contacts 62 in the mode detection circuit 60 may be easily replaced by a semiconductor switch.
  • the contacts 62 may be transfer contacts. The transfer contacts may be substituted for the gating circuit 611 in order to select the ignition time-point in accordance with the mode of operation of or loading on the engine.
  • the ignition circuit may be of any capacitor discharge type.
  • the invention is enabled to control the ignition time for internal combustion engines with contact breakers including a single set of contacts, as do conventional contact breakers including two sets of contacts.
  • a device for controlling an ignition time-point for an internal combustion engine comprising: a first ignition generator circuit for generating one first ignition signal at each of the ignition time-points for an engine, a second ignition generator circuit responsive to the first ignition signals from the first ignition generator circuit for developing variably delayed corresponding second ignition signals and including variable time delay means for delaying each second ignition signals with respect to the corresponding first ignition signal provided by said first ignition generator circuit for a'time proportioned to the period of the period of the corresponding first ignition pulse; a mode-of-operation detection circuit operative in accordance with two modes of operation of the engine to develop mode signals; and an ignition circuit responsive to said mode signals for selecting either one of the ignition signal sets from said first and second ignition generator circuits thereby to ignite the engine with the selected ignition signals; wherein said time delay means comprises a monostable multivibrator including a capacitor for determining a time interval for which said monostable multivibrator is in its quasi-stable state, circuit means for charging and discharging said capacitor and a constant current circuit for
  • a device for developing ignition pulse signals for controlling the ignition timing of an internal combustion engine which develops ignition timing signals during use comprising: first circuit means responsive to ignition timing signals during use of the device and operative when enabled for developing first ignition pulse signals defining a first timing mode, each first ignition pulse signal corresponding in time to a corresponding ignition timing signal; second circuit means responsive to said ignition timing signals during use and operative when enabled to coact with said first circuit means for developing variably delayed second ignition pulse signal having a leading edge variably delayed from the leading edge of the corresponding ignition timing signal by a time proportional to. theperiod of said corresponding ignition timing signal; and means for alternatively enabling said first circuit means and said second circuit means to develop said first and second ignition pulse signals.
  • said second circuit means comprises means for generating pulse signals each corresponding in time to a corresponding ignition timing signal and each having a duration proportional to the period of said corresponding ignition timing signal, said means for generating pulse signals comprising a triggerable monostablemultivibrator having a timing capacitor and means defining a constant current charge path and a constant current discharge path for said timing capacitor, whereby the time for charging said timing capacitor and the time for discharging said timing capacitor are constant with respect to each other.

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  • Engineering & Computer Science (AREA)
  • Signal Processing (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Ignition Installations For Internal Combustion Engines (AREA)
  • Electrical Control Of Ignition Timing (AREA)
US00183960A 1970-09-28 1971-09-27 Device for controlling ignition times for internal combustion engine Expired - Lifetime US3791356A (en)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
JP45084908A JPS4946012B1 (enrdf_load_stackoverflow) 1970-09-28 1970-09-28

Publications (1)

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US3791356A true US3791356A (en) 1974-02-12

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US00183960A Expired - Lifetime US3791356A (en) 1970-09-28 1971-09-27 Device for controlling ignition times for internal combustion engine

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US (1) US3791356A (enrdf_load_stackoverflow)
JP (1) JPS4946012B1 (enrdf_load_stackoverflow)
DE (1) DE2148154C3 (enrdf_load_stackoverflow)
FR (1) FR2108603A5 (enrdf_load_stackoverflow)

Cited By (9)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3901201A (en) * 1972-12-26 1975-08-26 Nissan Motor Electronic spark timing control system for internal combustion engine
US3939811A (en) * 1974-04-10 1976-02-24 Hitachi, Ltd. Ignition apparatus for internal combustion engine
US3943896A (en) * 1974-03-13 1976-03-16 Champion Spark Plug Company Electronic control of spark advance and dwell
US3964454A (en) * 1973-07-06 1976-06-22 Hitachi, Ltd. Differential ignition timing firing control system
US3974805A (en) * 1973-10-15 1976-08-17 Kokusan Denki Co., Ltd. Ignition system for an internal combustion engine
US4138977A (en) * 1976-05-28 1979-02-13 Robert Bosch Gmbh Ignition system for internal combustion engine
US4367712A (en) * 1978-09-29 1983-01-11 Hitachi, Ltd. Ignition timing control system for internal combustion engine
US4487183A (en) * 1983-04-27 1984-12-11 Motorola, Inc. Speed dependent ignition controller and method
US10305404B2 (en) * 2009-05-20 2019-05-28 Cummins Power Generation Ip, Inc. Control of an engine-driven generator to address transients of an electrical power grid connected thereto

Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
BE509801A (fr) * 1952-03-07 1953-09-11 H A Vuylsteke Production par voie electronique et commande de l'allumage dans les moteurs a combustion interne.
US2918911A (en) * 1958-01-02 1959-12-29 Weselco Ltd Device for injecting fluid into internal combustion engines
US3277875A (en) * 1962-11-07 1966-10-11 Mitsubishi Electric Corp Spark advance device for internal combustion engine
US3291108A (en) * 1964-01-08 1966-12-13 Holley Carburetor Co Transistor ignition
US3314407A (en) * 1964-09-28 1967-04-18 Holley Carburetor Co Electronic advance for engine ignition systems

Patent Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
BE509801A (fr) * 1952-03-07 1953-09-11 H A Vuylsteke Production par voie electronique et commande de l'allumage dans les moteurs a combustion interne.
US2918911A (en) * 1958-01-02 1959-12-29 Weselco Ltd Device for injecting fluid into internal combustion engines
US3277875A (en) * 1962-11-07 1966-10-11 Mitsubishi Electric Corp Spark advance device for internal combustion engine
US3291108A (en) * 1964-01-08 1966-12-13 Holley Carburetor Co Transistor ignition
US3314407A (en) * 1964-09-28 1967-04-18 Holley Carburetor Co Electronic advance for engine ignition systems

Cited By (10)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3901201A (en) * 1972-12-26 1975-08-26 Nissan Motor Electronic spark timing control system for internal combustion engine
US3964454A (en) * 1973-07-06 1976-06-22 Hitachi, Ltd. Differential ignition timing firing control system
US3974805A (en) * 1973-10-15 1976-08-17 Kokusan Denki Co., Ltd. Ignition system for an internal combustion engine
US3943896A (en) * 1974-03-13 1976-03-16 Champion Spark Plug Company Electronic control of spark advance and dwell
US3939811A (en) * 1974-04-10 1976-02-24 Hitachi, Ltd. Ignition apparatus for internal combustion engine
US4138977A (en) * 1976-05-28 1979-02-13 Robert Bosch Gmbh Ignition system for internal combustion engine
US4367712A (en) * 1978-09-29 1983-01-11 Hitachi, Ltd. Ignition timing control system for internal combustion engine
US4487183A (en) * 1983-04-27 1984-12-11 Motorola, Inc. Speed dependent ignition controller and method
US10305404B2 (en) * 2009-05-20 2019-05-28 Cummins Power Generation Ip, Inc. Control of an engine-driven generator to address transients of an electrical power grid connected thereto
US10715067B2 (en) 2009-05-20 2020-07-14 Cummins Power Generation Ip, Inc. Control of an engine-driven generator to address transients of an electrical power grid connected thereto

Also Published As

Publication number Publication date
JPS4946012B1 (enrdf_load_stackoverflow) 1974-12-07
DE2148154B2 (de) 1974-06-12
FR2108603A5 (enrdf_load_stackoverflow) 1972-05-19
DE2148154A1 (de) 1972-03-30
DE2148154C3 (de) 1975-02-06

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