US3877453A - Ignition system for internal combustion engines - Google Patents

Ignition system for internal combustion engines Download PDF

Info

Publication number
US3877453A
US3877453A US324945A US32494573A US3877453A US 3877453 A US3877453 A US 3877453A US 324945 A US324945 A US 324945A US 32494573 A US32494573 A US 32494573A US 3877453 A US3877453 A US 3877453A
Authority
US
United States
Prior art keywords
section
transistor
winding
current
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
US324945A
Other languages
English (en)
Inventor
Heinrich-Josef Brungsberg
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.)
BBC Brown Boveri AG Germany
BBC Brown Boveri France SA
Original Assignee
BBC Brown Boveri France SA
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
Priority claimed from DE19722203938 external-priority patent/DE2203938C3/de
Application filed by BBC Brown Boveri France SA filed Critical BBC Brown Boveri France SA
Application granted granted Critical
Publication of US3877453A publication Critical patent/US3877453A/en
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

Links

Images

Classifications

    • 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
    • F02P3/00—Other installations
    • F02P3/02—Other installations having inductive energy storage, e.g. arrangements of induction coils
    • F02P3/04—Layout of circuits
    • F02P3/05—Layout of circuits for control of the magnitude of the current in the ignition coil
    • F02P3/051—Opening or closing the primary coil circuit with semiconductor devices
    • 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
    • F02P3/00—Other installations
    • F02P3/02—Other installations having inductive energy storage, e.g. arrangements of induction coils
    • F02P3/04—Layout of circuits
    • F02P3/0407—Opening or closing the primary coil circuit with electronic switching means
    • F02P3/0435—Opening or closing the primary coil circuit with electronic switching means with semiconductor devices

Definitions

  • the inductivity of the primary winding is determined by the stored energy and the maximum valve of the energizing current. In conventional designs the inductivity of the primary winding is in the order of4 to 10 millihenrys.
  • the voltage of the d-c power supply or battery and the maximal admissible current determine the resistance of the primary winding. Considering a d-c power supply or battery having a voltage of 6 volts and considering the maximum permissible energizing current to be 4 Amps, then the resistance of the primary winding is 1.5 Ohms. In the case that the voltage of the do power supplies exceeds 6 volts a resistor is generally connected in series with the primary winding. The time constant of such an arrangement determined by the inductivity of the primary winding and its resistance are in the order of.2 to 6 milliseconds.
  • the charging time for standard ignition coils is, therefore, 3 X 2 to 3 X 6 milliseconds, or 6 to 18 milliseconds.
  • the charging period of the ignition coil is limited to the time during which the contact points of the interrupter are separated which time is at most 50% of the total cycle time for four cylinder engines leads to the conclusion that the full power of the ignition coil can only be obtained up to an ignition or spark frequency of 80 Hertz.
  • a four cylinder internal combustion engine requires the above spark frequency of 80 Hertz at 2500 rpm. At higher numbers of revolution the ignition energy decreases because there is not sufficient time available to fully charge the inductance ofthe ignition system. Considering a four cylinder internal combustion engine operating at full load at about 5500 rpm which is quite common, the magnetic energy which is then stored, or can be stored, in the coil system is about one-third of its possible or nominal value. The times during which the contact points of the interrupter are closed and open, respectively, are even shorter considering six cylinder engines and eight cylinder engines rather than four cylinder engines and, therefore, the energy available for ignition purposes is relatively smaller as far as the former are concerned.
  • the rate of rise of the ignition voltage may be in the order of 350 volt/u sec. and the breakdown voltage may be in the order of 10 to 15 kV. In cases where the insulation level of the spark plugs is not sufficiently high, significant losses may occur during the entire rise time of the ignition voltage, thus decreasing the energy which is available for the purpose of ignition.
  • Transistorized coil ignition systems show a considerable improvement over the conventional, prior art or non-transistorizedignition systems which have been considered above.
  • the former as well 'as the latter are predicated on magnetic energy storage.
  • the possibility offered by transistors of switching relatively large currents without contact erosion by means of relatively small control currents resulted in an increase of the life of the contact points of the interrupter. Their life is at present in excess of 30,000 miles.
  • the advent of the transistor made it also possible to substitute solid state circuitry for prior art mechanical switch means includ ing cam-operated contact points.
  • Transistorized ignition systems make it possible to increase the primary energizing currents of the coil system.
  • Another relatively novel and unconventional ignition system for internal combustion engines involves the use of electric energy stored in a capacitor rather than of magnetic energy stored in a coil system.
  • the output of a battery is supplied to an appropriate converter whose output voltage is much higher than its input voltage, e.g. 350 Volts.
  • a storage capacitor of about 1 ,u Farad is charged at the aforementioned elevated voltage and stores about 60 milliwatt-seconds.
  • the aforementioned storage capacitor is discharged by the intermediary of a thyristor into the primary winding of an ignition transformer or ignition coil.
  • the high capacitor discharge current results in a very rapid rate of rise of the ignition voltage, e.g. at 8 kV/u sec.
  • a serious drawback of the aforementioned capacitor storage ignition systems resides in the fact that the duration of the spark discharge is relatively short in comparison to the duration of the discharge in conventional ignition systems.
  • the duration of the high-voltage discharge in conventional ignition systems is in the order of 1000 to 2000 u sec., but the duration of the high voltage discharge in the aforementioned ignition systems involving electrical storage in a storage capacitor is but 50 to 250 1.1. sec.
  • the contact points of the interrupter should have a life corresponding to a mileage of at least about 30,000 miles. showing no significant deterioration or erosion at this time.
  • the system should be further able to allow substitution of the conventional interrupter by a solid state device, thus eliminating entirely relatively movable contacts.
  • the ignition energy should not deviate more than i from its normal value for the entire rpm range of the internal combustion engine.
  • the peak ignition voltage should be equal to, or larger than. 25 kV(1'i 25 kV) and should have a rate of rise equal to, or in excess of, 1 kV/ p. sec.
  • the igniting sparks should have a duration equal to, or in excess of, 500 p. sec.
  • the system further includes means for sequentially energizing said first section and said second section of said primary winding from a d-c power source.
  • the ignition system includes switching means for initially connecting said first section and said second section serially to said d-c power source.
  • the system further includes a shunt-circuit by-passing said second section to allow energization by said d-c power source of said first section only, which shunt-circuit includes a transistor for controlling the flow of current therein.
  • a tertiary winding is inductively coupled with the primary winding and provides the control current for said transistor.
  • systems embodying this invention include a diode arranged to preclude current flow in said second section while said first section is being energized by a current flowing through said transistor.
  • FIG. 1 is a wiring diagram of a system embodying the present invention including one control transistor
  • FIG. 2 is a wiring diagram of a system embodying the present invention including two control transistors.
  • FIG. 10 has been applied to indicate a d-c power supply, or battery, to energize the ignition system.
  • Reference numeral 7 has been applied to generally indicate an induction coil.
  • the latter includes the secondary or high-voltage winding 5 and the primary or low-voltage winding 6. Windings 5 and 6 form an autotransformer.
  • the low-voltage or primary winding 6 is subdivided into two serially connected sections 3 and 4.
  • the first section 3 has a relatively small resistance and the second section 4 has a relatively high resistance.
  • One electrode of each spark plug 9 is grounded and the other electrode of each spark plug 9 is connected by a lead to the upper end of high-voltage winding 5.
  • the negative pole of battery 10 is grounded and connected by a lead to the upper end of winding section 3.
  • FIG. 1 shows in the right upper portion thereof four spark plugs 9 which may be periodically conductively connected to the upper end of high-voltage winding 5 by means of a rotating distributor shown at the left of the spark plugs 9.
  • Switch 1 is operated by means of a cam mounted on the same shaft as the distributor for the four spark plugs 9.
  • the system includes a tertiary winding 11 inductively coupled with the primary winding 6.
  • the flow of current from the positive pole of battery 10 to the point intermediate winding sections 3,4 is controlled by switch 2 and by a solid state gate, preferably a transistor 12.
  • Tertiary winding 11 supplies the base current for transistor 12, and thus controls the flow of current 13 from the positive pole of battery 10 to the point intermediate winding sections 3 and 4.
  • the positive pole of battery 10 is further connected by a lead including cam-operated switch 1 and diode 8 to the bottom end of winding section 4.
  • interrupter contact 1 When interrupter contact 1 closes an initial current is allowed to flow from the positive pole of battery 10 through closed switches 2 and 1, diode 8, and winding sections 4 and 3 of primary winding 6 to the negative pole of the battery 10 which is grounded.
  • This initial current induces a voltage in the tertiary winding 11, as a result of which a current i is caused to flow unblocking transistor 12.
  • a current path for the charging current i of winding section 3 is established.
  • This current path extends from the positive pole of battery 10 through switch 2 and transistor 12 to the point intermediate winding sections 3 and 4 and then through winding section 3 to the negative pole of battery 10.
  • the charging current rises linearily to a predetermined peak value which may be 12 Amps.
  • Opening of switch 1 results in a conversion of the magnetic energy stored in the system into electric energy, i.e. a flow of current through the high-voltage circuit including high-voltage winding 5, the rotary distributor connecting the latter and the four spark plugs 9 and one of the four spark plugs 9.
  • opening of switch 1 may result in arcing at this point. This tends to reduce the rate of rise of the highvoltage across the ends of high-voltage winding 5 as a result of the dissipation of a portion of the magnetic energy stored in the system in form of are energy.
  • the circuitry of FIG. 2 is not subject to this limitation.
  • FIG. 2 the same reference characters as in FIGS. 1 have been applied to indicate like parts. Hence a description of FIG. 2 can be limited to the features distinguishing the circuitry of FIG. 2 from that of FIG. 1.
  • the former includes an additional solid state gate or transistor 13 inserted into the lead from the positive pole of battery and switch 2 to the lower end of winding section 4 including diode 8.
  • Switch 1 controls the gate current path or base current path of transistor 13 which current path includes resistor 14 and the Zener diode 15.
  • transistor 13 is arranged to carry the holding current i, or I and switch 1 controls but the gating or base current for transistor 13.
  • the circuitry of FIG. 2 operates as follows:
  • This initial current causes energization of tertiary winding 11 and the resulting current unblocks transistor 12.
  • This establishes a path for loading current i from the positive pole of battery 10 through transistor 12 to the point of intermediate winding sections 4 and 3 and through winding section 3 to the negative pole of battery 10.
  • the current through winding section 3 increases linearily to, say, l2 Amps. when the core of windings 5 and 6 is saturated, tertiary winding 11 de-energized and transistor 12 returned to its blocking condition.
  • the charging current i of winding section 3 induces an emf in winding section 4 not resulting in a flow of current in winding section 4 on account of the blocking action of diode 8.
  • Upon disappearance of said emf holding current 1'. immediately, i.e. without time delay, maintains the energization of auto transformer 7 which remains in a state of saturation.
  • Upon opening of switch 1 the magnetic energy stored in the system results in the flow of current in the circuit including winding 5 and one ofthe four spark plugs 9.
  • the presence of transistor 13 makes it possible to minimize the currents to be switched by switch 1 and to substitute, if desired.
  • the inductance of winding 5 may be kept relatively small yet resulting in a rise of voltage larger than 1 kV/usec. and in a peak voltage larger than 25 kV. Changes in the voltage of battery 10 up to 50% and in the number of revolutions of the internal combustion engine have no effect upon the energy supplied for ignition purposes. Resistor l4 and Zener diode 15 limit the holding current I I claim as my invention:
  • An ignition system for internal combustion engines comprising a. means forming a high-voltage circuitry including spark plug means (9) and a secondary winding (5);
  • b. means forming a low voltage circuitry including a primary winding (6) inductively coupled with said secondary winding (5), said primary winding (6) having a first small resistance section (3) allowing rapid build-up of current therein and a second high resistance section (4) serially connected with said first section (3);
  • switching means (1) for initially connecting said first section (3) and said second section (4) serially to said d-c power source;
  • a shunt-circuit by-passing said second section (4) to allow energization by said d-c power source (10) of said first section (3) only, said shunt-circuit including a transistor (12) for controlling the flow of current therein;
  • a diode (8) arranged to preclude current flow in said second section (4) while said first section (3) is energized by a current flowing through said transistor(l2).
  • switching means for initially serially connecting said first section (3) and said second section (4) to said d-c power supply include a second transistor(14).
  • said primary winding (6) has a tap arranged between said first section (3) and said second section (4) thereof, wherein the emitter of said transistor (12) and one end of said tertiary winding (11) are connected to said tap, and wherein the other end of said tertiary winding (11) is connected to the base of said transistor (12).

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)
US324945A 1972-01-28 1973-01-19 Ignition system for internal combustion engines Expired - Lifetime US3877453A (en)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
DE19722203938 DE2203938C3 (de) 1972-01-28 Induktive Speicher-Zündvorrichtung

Publications (1)

Publication Number Publication Date
US3877453A true US3877453A (en) 1975-04-15

Family

ID=5834263

Family Applications (1)

Application Number Title Priority Date Filing Date
US324945A Expired - Lifetime US3877453A (en) 1972-01-28 1973-01-19 Ignition system for internal combustion engines

Country Status (8)

Country Link
US (1) US3877453A (fr)
JP (1) JPS4885934A (fr)
CH (1) CH546342A (fr)
DD (1) DD102438A5 (fr)
FR (1) FR2169592A5 (fr)
GB (1) GB1386192A (fr)
IT (1) IT973252B (fr)
NL (1) NL7301262A (fr)

Cited By (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR2318323A1 (fr) * 1975-07-12 1977-02-11 Bosch Gmbh Robert Dispositif d'allumage pour moteurs a combustion interne
US4015576A (en) * 1974-04-22 1977-04-05 Junak Edward M Ignition system
US4114581A (en) * 1975-07-12 1978-09-19 Robert Bosch Gmbh Pulse-supplied ignition system for internal combustion engines
US4214566A (en) * 1977-09-14 1980-07-29 Kokusan Denki Co., Ltd. Ignition system for an internal combustion engine

Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3173410A (en) * 1962-11-29 1965-03-16 Motorola Inc Electrical system
US3293492A (en) * 1963-07-08 1966-12-20 Wald Herman Ignition system employing a fast high magnetic buildup
US3709206A (en) * 1971-07-08 1973-01-09 Rca Corp Regulated ignition system
US3731144A (en) * 1972-02-25 1973-05-01 Bendix Corp Direct current powered ignition system with blocking oscillator

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3173410A (en) * 1962-11-29 1965-03-16 Motorola Inc Electrical system
US3293492A (en) * 1963-07-08 1966-12-20 Wald Herman Ignition system employing a fast high magnetic buildup
US3709206A (en) * 1971-07-08 1973-01-09 Rca Corp Regulated ignition system
US3731144A (en) * 1972-02-25 1973-05-01 Bendix Corp Direct current powered ignition system with blocking oscillator

Cited By (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US4015576A (en) * 1974-04-22 1977-04-05 Junak Edward M Ignition system
FR2318323A1 (fr) * 1975-07-12 1977-02-11 Bosch Gmbh Robert Dispositif d'allumage pour moteurs a combustion interne
US4114581A (en) * 1975-07-12 1978-09-19 Robert Bosch Gmbh Pulse-supplied ignition system for internal combustion engines
US4117818A (en) * 1975-07-12 1978-10-03 Robert Bosch Gmbh Ignition system for internal combustion engines with tapped ignition coil
US4214566A (en) * 1977-09-14 1980-07-29 Kokusan Denki Co., Ltd. Ignition system for an internal combustion engine

Also Published As

Publication number Publication date
GB1386192A (en) 1975-03-05
DD102438A5 (fr) 1973-12-12
DE2203938A1 (de) 1973-08-09
NL7301262A (fr) 1973-07-31
IT973252B (it) 1974-06-10
FR2169592A5 (fr) 1973-09-07
JPS4885934A (fr) 1973-11-14
DE2203938B2 (de) 1976-01-08
CH546342A (de) 1974-02-28

Similar Documents

Publication Publication Date Title
US3280809A (en) Ignition arrangement for internal combustion engines
US3049642A (en) Firing circuit for ignition systems
US3892219A (en) Internal combustion engine ignition system
EP0297584B1 (fr) Système d'allumage pour moteur à combustion interne
US3131327A (en) Type ignition circuit condenser discharge
US4154205A (en) Capacitor ignition system for internal-combustion engines
ES353704A1 (es) Perfeccionamientos en la construccion de dispositivos de encendido para motores de explosion.
US3902471A (en) Ignition system for internal combustion engines
US3635202A (en) Ignition arrangements for internal combustion engines
US4117818A (en) Ignition system for internal combustion engines with tapped ignition coil
ES420938A1 (es) Perfeccionamientos en instalaciones de encendido para moto-res de combustion interna.
US3964461A (en) Capacitor type magneto ignition system with diode-protected shutdown switch
EP0329099B1 (fr) Système d'allumage
GB1204460A (en) Ignition system for an internal combustion engine
US4599985A (en) Ignition coil for multi-cylinder internal combustion engine
US3877453A (en) Ignition system for internal combustion engines
JPH04121458A (ja) 内燃機関用スピード・リミター
ES353706A1 (es) Perfeccionamientos en la cosntruccion de dispositivos de encendido para motores de explosion.
GB951359A (en) Ignition systems
US3884207A (en) Magneto-generator ignition system
US3622837A (en) Transistorized capacitor-discharge system
US4105006A (en) Ignition system for internal combustion engine
US4114581A (en) Pulse-supplied ignition system for internal combustion engines
US3485227A (en) Switching circuit
GB1475947A (en) Ignition systems for internal combustion engines