US3881458A - Ignition system dependent upon engine speed - Google Patents

Ignition system dependent upon engine speed Download PDF

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Publication number
US3881458A
US3881458A US396517A US39651773A US3881458A US 3881458 A US3881458 A US 3881458A US 396517 A US396517 A US 396517A US 39651773 A US39651773 A US 39651773A US 3881458 A US3881458 A US 3881458A
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operative
primary winding
capacitor
voltage
triggering
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US396517A
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English (en)
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Herman Roozenbeek
Bernd Bodig
Klaus Meyer
Adolf Fritz
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Robert Bosch GmbH
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Robert Bosch GmbH
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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
    • F02P3/00—Other installations
    • F02P3/02—Other installations having inductive energy storage, e.g. arrangements of induction coils
    • F02P3/04—Layout of circuits
    • F02P3/045—Layout of circuits for control of the dwell or anti dwell time
    • F02P3/0453—Opening or closing the primary coil circuit with semiconductor devices

Definitions

  • An internal combustion engine is comprised of at least one engine cylinder, devices for introducing a combustion mixture into the cylinder, and an electrical igniting element operative for igniting the combustion mixture in the cylinder once per ignition cycle.
  • An ignition transformer has a secondary winding connected across the igniting element, and also has a primary winding. A flow of current is established through the primary winding.
  • An electronic switch is connected in the current path of the primary winding to control the flow of current through the primary winding.
  • a triggering unit generates a train of crankshaftsynchronized triggering signals.
  • a monostable control circuit has a trigger input for receipt of such triggering signals, and is operative when triggered into the unstable state for rendering and maintaining the electronic switch non-conductive for the duration of the unstable state, so as to interrupt the flow of current through the primary winding and induce across the secondary winding a voltage surge causing the igniting element to ignite the combustion mixture in the engine cylinder.
  • the monostable control circuit When the monostable control circuit reverts to its stable state, it renders and maintains the electronic switch conductive for the duration of the stable state, whereby to establish a build-up of current flow in the primary winding in preparation for the next interrup tion of current flow.
  • the monostable control circuit includes a timing stage operative for automatically increasing the ratio of the duration of the unstable state to the duration of the ignition cycle with increasing engine speed within a predetermined range of engine speeds.
  • the invention relates to ignition arrangements comprised of an electrical fuel-igniting element, such as a spark plug or other equivalent component, connected across the secondary winding of an ignition transformer, with the flow of current through the primary winding of the ignition transformer being alternately permitted to build up and then interrupted, in order to induce voltage surges across the transformer secondary and cause the fuel-igniting element to ignite the combustion mixture in the engine cylinder.
  • an electrical fuel-igniting element such as a spark plug or other equivalent component
  • control circuitry synchronized with such a synchronizing A.C. voltage generator, and operative for the purpose mentioned above, will permit current flow through the primary winding of the ignition transformer for a time period, per ignition cycle, which is shorter than the time period during which no current flows through the primary winding.
  • the ratio of the conduction time of the primary winding to the non-conduction time of the primary winding decreases with increasing engine speed.
  • the build-up of current flow in the primary winding of the ignition transformer does not proceed to an extent sufficient to produce a satisfactory ignition voltage when the flow of primary winding current is subsequently interrupted.
  • German Offenlegungsschrift No. 15 39 178 describes an ignition system dependent upon engine speed. In that system, current flow is established in the primary winding of the ignition transformer shortly prior to the ignition moment, and in an engine-speed-dependent manner, and the current is then interrupted at the ignition moment to induce the ignition voltage surge.
  • This prior-art construction makes use of a specially configurated rotor adapted to produce a special output voltage waveshape.
  • the disadvantage of this known construction lies in the fact that the rotor is of relatively complicated form and is accordingly rather expensive to produce. Likewise, the remainder of this prior-art system cannot be used unless a rotor having this special configuration is available.
  • a still further disadvantage of this prior-art system is that the slope of the synchronizing voltage waveform at the region of the zero passage is quite small, the voltage waveform changing only slowly in this region. As a result, there is a substantial region centered about the voltage zero-passage where the voltage waveform has values not too different from each other. Consequently, the ignition can easily be triggered rather substantially in advance of or rather substantially after the synchronizing zero-passage of the synchronizing AC. voltage waveform.
  • an ignition system for an internal combustion engine comprised of at least one engine cylinder, means for introducing a combustion mixture into the cylinder, and an electrical igniting element operative for igniting the combustion mixture in the cylinder once per ignition cycle.
  • the system includes an ignition transformer having a secondary winding connected across the igniting element and having a primary winding. Means is provided for establishing a flow of current through the primary winding and includes electronic switch means in the current path of the primary winding operative for controlling the flow of current through the primary winding.
  • Crankshaft-synchronized triggering means generates a train of crankshaft-synchronized triggering signals.
  • a monostable control means is connected to the electronic switch means and has a trigger input connected to the triggering means for receipt of the triggering signals.
  • the monostable control means is operative, when triggered into the unstable state thereof, for rendering and maintaining the electronic switch means non-conductive for the duration of such unstable state, whereby to interrupt the flow of current through the primary winding and induce across the secondary winding a voltage surge causing the igniting element to ignite the combustion mixture.
  • the monostable control means when it reverts to its stable state, is operative for rendering and maintaining the electronic switch means conductive for the duration of said stable state, whereby to establish a build-up of current flow in the primary winding of the ignition transformer, in preparation for the next interruption of current flow.
  • the monostable control means includes timing means operative for automatically increasing the ratio of the dura tion of the unstable state to the duration of the ignition cycle with increasing engine speed within a predetermined range of engine speeds.
  • a particular advantage of the disclosed arrangement resides in the fact that the synchronizing AC. voltage generator can use a rotor of very simple construction, having for example triangular projections around its circumference. Furthermore, the disclosed arrangement can make use of any AC. voltage generator that generates substantially identically shaped voltage halfcycles. Accordingly, the disclosed arrangement is not limited to use with one specially designed synchronizing voltage generator.
  • a still further advantage of the disclosed arrangement is that at lower engine speeds the duration of current flow through the primary winding of the ignition transformer, relative to the total duration of the ignition cycle, will be kept relatively small, in order not to excessively load the engine battery. On the other hand, at high engine speeds, the duration of current flow through the primary winding of the ignition transformer, relative to the total duration of the ignition cycle, will be made relatively large, in order to assure that the ignition voltage which is generated is of a sufficiently high magnitude.
  • FIG. 1 depicts a circuit diagram of one embodiment of the invention
  • FIG. 2a depicts certain aspects of the operation of the circuit of FIG. 1, at a low engine speed
  • FIG. 2b depicts certain aspects of the operation of the circuit of FIG. I, but at a high engine speed
  • FIG. 3 depicts in graphical form the relationship between the conduction angle of the primary winding of the ignition transformer and engine speed
  • FIG. 4 depicts a circuit which can be employed in place of a portion of the circuit shown in FIG. 1.
  • reference numeral l designates a 12 volt battery having a positive terminal connected via an ignition switch 2 to a positive voltage supply line 3, with the negative battery terminal being connected to ground. Connected across the positive line 3 and ground is the series connection of a resistor 4 and a Zener diode 5, with a capacitor 6 being connected in parallel to the Zener diode 5. A stabilized voltage of 6.8 volts is available at circuit junction 7.
  • An inductive generator of synchronizing signals, designated 11, is connected to circuit junction 7 by way of a resistor 8 and a diode 9.
  • a diode l3 connects the circuit junction between resistor 8 and diode 9 to the input 14 of a threshold-detector stage l5, which may advantageously be in the form of a conventional Schmitt-trigger circuit.
  • the Schmitt trigger is comprised of transistors 16 and 17, as well as resistors l8, 19, 20, 21 and 22.
  • the base of transistor 16 is connected to ground by the parallel combination of a resistor 23 and a capacitor 24.
  • Capacitor 24 serves to stabilize the voltage across the baseemitter circuit of the transistor 16 against the influence of short-lasting interference signals.
  • Connected to the output 26 of Schmitt trigger I5 is a control stage 27 comprised of a control transistor 28 and furthermore comprised of an energy-storing stage generally designated by numeral 29 and connected between the output 26 and the base of transistor 28.
  • the energy-storing stage 29 is comprised of a diode 30, a capacitor 31, and a capacitor 32 connected in parallel to the series connection of diode 30 and capacitor 31.
  • the capacitor 31 can be charged by current flowing from the stabilized circuit junction 7, through charging resistor 33, and can be discharged, by current flowing from the stabilized circuit junction 7, through discharging resistor 34.
  • the control stage 27 additionally includes a baseemitter stabilizing capacitor 36 and a collector resistor 37 for the transistor 28.
  • the output 38 of the control stage 27 is connected to the base of an amplifying transistor 39. Connected across the base-emitter junction of transistor 39 is a parallel RC circuit 40. Amplifier transistor 39 controls the conductivity of an electronic switch 41 which is connected in the current path of the primary winding 42 of ignition transformer 43. The other end of primary winding 42 is connected, via a current-limiting resistor 44, to the positive voltage supply line 3.
  • the secondary winding 47 of the transformer 43 has one terminal connected to the junction 46 between the primary winding 42 and the electronic switch M. The other terminal of the secondary winding 47 constitutes the output terminal 48 of the ignition transformer 43 and is connected, for example, to an ignition distributor which applies the ignition voltage to successive spark plugs of the engine.
  • the electronic switch 41 is comprised of two transistors 51 and 52 connected together in Darlington configuration, and furthermore includes resistors 53 and 54.
  • the parallel combination of a Zener diode 56 and a capacitor 57 is provided to protect transistors 51 and 52 from excessive voltages.
  • charging current can flow from circuit junction 7, through charging resistor 33 into the left-hand electrode of capacitor 31 and out of the right-hand electrode of capacitor 31, to ground, causing the development of a voltage drop across capacitor 31, the lefthand terminal thereof becoming positive with respect to the right-hand terminal thereof.
  • transistors 28, 39, 51 and 52 The relationship between the conductivities of transistors 28, 39, 51 and 52 should be kept clearly in mind, in order to understand the operation of the circuit of FIG. 1.
  • transistors 39, 51 and 52 When transistor 28 is conductive. transistors 39, 51 and 52 will likewise be conductive, thereby permitting current flow through primary winding 42 of ignition transformer 43. However. when transistor 28 becomes non-conductive, transistors 39, 51 and 52 will likewise become non-conductive, thereby the current flow through primary winding 42.
  • the time durations of the two half-cycles are approximately equal to each other.
  • the time duration of the negative half-cycle becomes considerably greater than the time duration of the positive half-cycle. This is due to the fact that, in the illustrated control circuit, only the negative halfcycles are employed for control purposes.
  • positive half-cycles a positive voltage is induced, but no current is withdrawn from the output winding of the generator 11.
  • current is withdrawn from the output winding of the generator 11.
  • the increase with rising engine speed of the duration of the negative half-cycles is due to rotor reactive effects, eddy current generation, etc.
  • the rotor of the A.C. generator 1] is so shaped that the trailing portion of the positive half-cycle and the leading portion of the negative half-cycle of the voltage A have a very steep slope, as is evident from FIGS. 20 and 2b. Thus, the slope of the voltage waveform A is very steep in the region of the zero passage.
  • Diode 9 (FIG. 1) passes only the negative half-cycle, which is applied to the input of threshold dectector circuit 15.
  • Diode 9 passes the positive half-cycle only during negligibly small fractions of the positive half-cycle occurring at the commencement and termination of the positive hald-cycle.
  • the generator ll, during the positive half-cycle is not loaded, and accordingly during this half-cycle rotor reactive effects. eddy-current generation and the like will not come significantly into play, resulting in much smaller shifts in the ignition moment than would otherwise be the case.
  • the threshold voltages of the Schmitt trigger are designated U, and U in FIGS. and 2b.
  • U When the negative half-cycle of voltage waveform A or A reaches the value U the Schmitt trigger assumes its second state, in which the transistor 16 becomes nonconductive. When the same negative half-cycle subsequently assumes the value. U then transistor 16 becomes conductive again. Accordingly, transistor 17 is conductive during the time interval n, and nonconductive during the time interval
  • B in FIG. 20 corresponding to low engine speed
  • B' in FIG. 2b corresponding to high engine speed.
  • capacitor 31 charges up, via charging resistor 33, towards the 6.8 volts potential at circuit junction 7.
  • the diode 30 isolates the capacitor 31 during the charging up of the latter, so that the driving voltage of the Schmitt trigger 15 will be uninfluenced by the voltage across the capacitor 31.
  • the collector voltage thereof will be higher than the anode voltage of diode 30, so that diode 30 will be non-conductive. Accordingly, the current flowing from junction 7 through resistor 33 will pass only through the capacitor 31.
  • diode 30 becomes conductive, as just mentioned.
  • the potential at the lefthand terminal of capacitor 31 is at that moment considerably more positive than the voltage at the right-hand terminal thereof. Accordingly, as the voltage at the lefthand terminal sinks rapidly towards ground when transister 17 becomes conductive, the voltage at the righthand terminal of capacitor 31 is dragged down to a negative value, inasmuch as the voltage across capacitor 31 cannot change instantaneously. As a result. a negative voltage is applied to the base of transistor 28, and transistor 28 becomes non-conductive.
  • the voltage which has built up across capacitor 31 by the time transistor 17 becomes conductive at the end of time period 1 depends upon the duration of time period t At lower engine speeds, the time period will be so long as to permit capacitor 31 to charge up to a relatively high voltage. Accordingly, when transistor 17 becomes conductive again at the end of period 1 the negative voltage applied to the base of control transistor 28 will render the latter non-conductive in a very decisive manner. This is apparent from curve D in FIG. 2a, which depicts graphically the base-emitter voltage of transistor 28 at low engine speeds. It will be noted that at the end of the time period (or expressed otherwise, at the beginning of the time period 1,) the base voltage of transistor 28 will suddenly drop by an amount approximately equal to the voltage across capacitor 3l (curve C in FIG. 2a).
  • capacitor 32 By providing additional capacitor 32, the following occurs.
  • transistor 17 When transistor 17 is rendered nonconductive, the capacitor 32 will be able to charge up towards the 6.8 volts voltage of circuit junction 7 through resistor 20. Moreover, capacitor 32 will charge up in this manner exceedingly rapidly, because of its very small capacitance value. The voltage build-up across capacitor 32 will be much faster than the voltage build-up across capacitor 31. Thus, at high engine speeds, whereas the voltage across capacitor 31 may have the time to build up to only a negligibly small value, the voltage across capacitor 32 will build up to a very substantial value.
  • transistor 17 becomes conductive again, the voltage drop across capacitor 32, in the same manner as the voltage drop across capacitor 31 previously described, will be such as to apply a substantial negative voltage to the base of control transistor 28.
  • FIG. 3 depicts graphically the dependence upon speed of the fraction of the ignition cycle, expressed in percent, during which current flows through primary winding 42.
  • Curve a shows the speed dependency of the percentage conduction time of current flow through primary winding 42 which would prevail if the output voltage appearing at output B of Schmitt trigger [5 were employed to directly control the conduction and non-conduction times of the electronic switch 41. It will be noted that if an attempt were made to use such voltage directly, the percentage conduction time would decrease with increasing engine speed, which is undesirable as explained before.
  • the curve b shows the percentage conduction time of current flow through primary winding 42, in the illustrated embodiment, but with capacitor 32 removed from the circuit. It will be noted that in the speed range between about 1000 and 2000 rpm the percentage conduction time increases. It will also be noted that above an engine speed of about 2000 rpm the arrangement ceases to be dependably operable, as indicated by the broken line. This is for the reason explained earlier, namely, that at higher engine speeds, the duration of charging time interval I is too short to permit capacitor 31 to charge up to a value sufficient to dependably reverse-bias the base-emitter junction of transistor 28, at the end of charging period Curve c depicts the performance of the illustrated embodiment, with both capacitors 31 and 32 included.
  • control stage 27 of FIG. 1 can be replaced by the control stage 27 shown in FIG. 4.
  • control stage 27 shown in FIG. 4 instead of a single control transistor 28 having a single control input (base), use is made of two transistors 28 and 62, having their collector-emitter paths connected in series and providing two control inputs (bases).
  • Transistors 28 and 62 together form an AND-gate, inasmuch as electronic switch 41 (FIG. 1) can become conductive only if both of transistors 28, 62 (FIG. 4) are rendered conductive by appropriate forward-biasing input signals at their bases.
  • FIG. 4 as in FIG. 1, the right-hand terminal of capacitor 3] is connected to the base of transistor 28. However, the right-hand terminal of additional capacitor 32 is in FIG.
  • diode 63 connected to the base of additional transistor 62, via a diode 63.
  • the collector of transistor 62 is connected via a resistor 65 to the circuit junction 7 maintained at a stabilized voltage of 6.8. volts.
  • the anode of diode 63 is likewise connected to the stabilized-voltage circuit junction 7.
  • a limit is placed upon the conduction angle by rendering transistor 62 non-conductive after a predetermined time.
  • the predetermined time is dependent upon the capacitance of the capacitor 32 and the resistance of resistor 64.
  • the Schmitt trigger l and the control stage 27 together constitute a monostable control circuit having timing capacitors 31 and 32.
  • the monostable controi circuit I5 When the negative half-cycle of voltage waveform A reaches the value U the monostable controi circuit I5, 27 is triggerred into its unstable state, and charged timing capacitors 31, 32 discharge, with the duration of the discharge of such capacitors determining the duration of the unstable state of the monostable control circuit 15, 27.
  • an ignition transformer having a secondary winding connected across said igniting element and having a primary winding; means for establishing a flow of current through said primary winding and including electronic switch means in the current path of said primary winding operative for, controlling the flow of current through said primary winding; crankshaft-synchronized triggering means operative for generating a train of crankshaftsynchronized triggering pulses; monostable control means connected to said electronic switch means and having a trigger input connected to said triggering means for receipt of said triggering pulses, and operative when triggered into the unstable state thereof for rendering and maintaining said switch means nonconductive for the duration of said unstable state, whereby to interrupt the flow of current through said primary winding and induce across said secondary winding a voltage surge causing said igniting element of produce an ignition spark, and operative upon reverting to the stable state thereof for rendering and maintaining said switch means conductive for the
  • said triggering means comprises A.C. generator means operative for generating an A.C. voltage having a frequency proportional to engine speed and comprised of voltage half-cycles, of first and second polarity and thresholddetecting means operative for generating a triggering signal for said monostable control means when a voltage half-cycle of said first polarity reaches a predetermined value.
  • said triggering means comprises A.C. generator means operative for generating an AC. voltage having a frequency proportional to engine speed and comprised of voltage half-cycles of first and second polarity, and thresholddetecting means operative for generating the leading edge of a triggering pulse for said monostable control means when a voltage half-cycle of said first polarity reaches a first predetermined value and operative for generating the trailing edge of such triggering pulse when the same voltage half-cycle subsequently reaches a second predetermined value.
  • said A.C. generator means comprising means operative for generating an A.C. voltage comprised of voltage half-cycles of first and second polarity having such respective durations that the ratio of the duration of the voltage half-cycles of said first polarity to the duration of the voltage halfcycles of said second polarity decreases with increasing engine speed within said predetermined range of engine speeds.
  • An ignition system for an internal combustion engine comprising in combination, a spark-producing element operative for producing an ignition spark once per ignition cycle; an ignition transformer including a secondary winding connected in circuit with said element and further including a primary winding; a controllable electronic switch connected in circuit with said primary winding and operative when conductive and non-conductive for respectively permitting and preventing the flow of current through said primary winding, said controllable electronic switch having a control input; a control transistor having a collector connected to said control input for controlling the conductivity of said switch in dependence upon the voltage at said collector.
  • said control transistor being comprised of a control current path for the flow of control current for controlling the conductivity of said control transistor and the voltage at said collector thereof; a signal generator operative for generating an A.C.
  • control voltage having a frequency proportional to engine speed; a threshold circuit connected to said signal generator and having said first and second circuit states which said threshold circuit assumes when said control voltage is of one and the opposite polarity, respectively; and energy storing means connected to said threshold circuit and to said control current path of said control transistor so as to be alternately energized through said control path and then deenergized through said threshold circuit when the latter is in said second circuit state, with the amount of energy stored by said energy storing means decreasing with increasing engine speed for automatically and progressively decreasing the duration of the conduction time of said control transistor while increasing the fraction of the ignition cycle during which said control transistor conducts, the start of the deenergizing of said energy storing means through said control current path causing said controllable electronic switch to become non-conductive, and said controllable electronic switch becoming conductive again when the amount of energy stored by said energy storing means reaches a predetermined value during said deenergizing thereof.
  • an ignition transformer having a secondary winding connected across said igniting element and having a primary winding means for establishing a flow of current through said primary winding and including electronic switch means in the current path of said primary winding operative for controlling the flow of current through said primary winding; crankshaft-synchronized triggering means operative for generating a train of crankshaftsynchronized triggering pulses each having a crankshaft-synchronized leading edge and each having a duration dependent upon engine speed; monostable control means connected to said electronic switch means and having a trigger input connected to said triggering means for receipt of said triggering signals, and operative when triggered into the unstable state thereof for rendering and maintaining said switch means nonconductive for the duration of said unstable state, whereby to interrupt the flow of current through said primary winding and induce across said
  • first energy-storing means and said second energy-storing means are together comprised of a first capacitor and a diode connected in series therewith and a second capacitor connected in parallel with the series combination of said first capacitor and said diode.
  • an ignition transformer having a secondary winding connected across said igniting element and having a primary winding means for establishing a flow of current through said primary winding and including electronic switch means in the current path of said primary winding operative for controlling the flow of current through said primary winding; crankshaft-synchronized triggering means operative for penetrating a train of crankshaftsynchronized triggering signals; monostable control means connected to said electronic switch means and having a trigger input connected to said triggering means for receipt of said triggering signals, and operative when triggered into the unstable state thereof for rendering and maintaining said switch means nonconductive for the duration of said unstable state, whereby to interrupt the flow of current through said primary winding and induce across said secondary winding a voltage surge causing said igniting element to ignite said combustion mixture
  • said monostable control means including timing means operative for automatically increasing the ratio of the duration of said unstable state to the duration of said ignition cycle with increasing engine speed within a predetermined range of engine speeds, wherein said triggering means comprises A.C. generator means operative for generating an A.C.
  • said monostable control means comprises a source of stabilized voltage having two terminals, 21 first capacitor and a diode connected in series, a second capacitor connected in parallel with the series combination of said first capacitor and said diode, a resistor connecting one terminal of said source to the junction between one terminal of said diode and one terminal of said first capacitor, a resistor connecting said one terminal of said source to the other terminal of said first capacitor, and an electronic switch element so connected to said electronic switch means as to control the conductivity of the latter and comprising a control electrode connected to said other terminal of said first capacitor, and said other terminal of said diode being connected to the output of said threshold-detecting means.
  • an ignition transformer having a secondary winding connected across said igniting element and having a primary winding means for establishing a flow of current through said primary winding and including electronic switch means in the current path of said primary winding operative for controlling the flow of current through said primary winding; crankshaft-synchronized triggering means operative for generating a train of crankshaftsynchronized triggering signals; monostable control means connected to said electronic switch means and having a trigger input connected to said triggering means for receipt of said triggering signals, and operative when triggered into the unstable state thereof for rendering and maintaining said switch means nonconductive for the duration of said unstable state, whereby to interrupt the flow of current through said primary winding and induce across said secondary winding a voltage surge causing said igniting element to ignite said combustion mixture, and
  • said monstable control means comprises a source of stabilized voltage having two terminals, a first capacitor and a diode connected in series with each other, a resistor connecting one terminal of said source to the junction between one terminal of said diode and one terminal of said first capacitor, a resistor connecting said one terminal of said source to the other terminal of said first capacitor, an AND-gate so connected to said electronic switch means as to control the conductivity of the latter and having a first input connected to said other terminal of said first capacitor and having a second input, and a second capacitor having one terminal connected to the other terminal of said diode and having another terminal connected to said second input of said AND-gate, said other terminal of said diode being connected to the output
  • said AND-gate is comprised of two electronic switch elements having current paths connected in series with each other and being so connected to said electronic switch means as to render the latter conductive when both said two electronic switch elements are conductive, with each of said two electronic switch elements having a control electrode constituting a respective one of said two inputs of said AND-gate.
  • said two electronic switch elements are both transistors each having a base constituting the respective control electrode and an emitter and a collector, the base of the first of said transistor being connected to said other terminal of said first capacitor and the base of the second transistor being connected to said other terminal of said second capacitor via a diode, the collector of said second transistor being connected to the emitter of said first transistor and being furthermore connected via a resistor to said one terminal of said source of stabilized voltage, and further including a resistor connecting said other terminal of said second capacitor to said one terminal of said source.

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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)
US396517A 1972-09-13 1973-09-12 Ignition system dependent upon engine speed Expired - Lifetime US3881458A (en)

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DE2244781A DE2244781C3 (de) 1972-09-13 1972-09-13 Zündanlage für Brennkraftmaschinen

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BR (1) BR7307071D0 (es)
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US4019484A (en) * 1974-02-12 1977-04-26 Hitachi, Ltd. Ignition apparatus for internal combustion engine
US4020807A (en) * 1974-01-16 1977-05-03 Sgs-Ates Componenti Elettronici Spa Ignition-control system for internal-combustion engine
US4044733A (en) * 1974-04-30 1977-08-30 Hitachi, Ltd. Ignition apparatus for internal combustion engine
US4046124A (en) * 1975-09-10 1977-09-06 Long Leslie T High performance ignition circuit
FR2348376A1 (fr) * 1976-04-15 1977-11-10 Bosch Gmbh Robert Installation d'allumage, notamment pour moteur a combustion interne
FR2359989A1 (fr) * 1976-07-28 1978-02-24 Ducellier & Cie Dispositif electronique de commande d'allumage de moteur a combustion interne
US4095576A (en) * 1975-10-02 1978-06-20 Nippon Soken, Inc. Dwell time control system
US4106440A (en) * 1974-12-31 1978-08-15 Motorola, Inc. Electronic spark timing adjustment circuit
US4124009A (en) * 1975-07-31 1978-11-07 Lucas Industries Limited Spark ignition system for an internal combustion engine
US4163437A (en) * 1975-10-23 1979-08-07 Solo Industries Pty. Limited Transistor ignition circuit
FR2414805A1 (fr) * 1978-01-11 1979-08-10 Canturri I Montanya Joseph Dispositif d'allumage electronique, notamment pour vehicule automobile
US4167170A (en) * 1976-12-01 1979-09-11 Robert Bosch Gmbh Turn-off protected ignition system for internal combustion engines
US4167927A (en) * 1976-10-06 1979-09-18 Nippondenso Co., Ltd. Contactless ignition control system with a dwell time control circuit for an internal combustion engine
US4175509A (en) * 1977-01-18 1979-11-27 Robert Bosch Gmbh Magneto ignition system for an internal combustion engine
US4176644A (en) * 1976-10-27 1979-12-04 Robert Bosch Gmbh Engine ignition system with variable spark internal duration
US4185603A (en) * 1977-01-08 1980-01-29 Robert Bosch Gmbh Supply voltage variation compensated ignition system for an internal combustion engine
US4275701A (en) * 1979-04-26 1981-06-30 Fairchild Camera & Instrument Corp. Ignition control system
FR2500074A1 (fr) * 1981-02-18 1982-08-20 Ducellier & Cie Dispositif automatique de controle de la duree d'arc d'un systeme d'allumage pour moteurs a combustion interne
CN106050516A (zh) * 2015-04-15 2016-10-26 丰田自动车株式会社 用于内燃机的点火控制系统
US11448178B2 (en) * 2018-03-13 2022-09-20 Rohm Co., Ltd. Switch control circuit and igniter

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US3871347A (en) * 1972-11-20 1975-03-18 Motorola Inc Constant dwell ignition system
US3831570A (en) 1972-12-20 1974-08-27 Ford Motor Co Breakerless ignition system
DE2452023C2 (de) * 1974-11-02 1982-12-02 Robert Bosch Gmbh, 7000 Stuttgart Zündanlage für Brennkraftmaschinen
DE2455593C2 (de) * 1974-11-23 1985-04-25 Robert Bosch Gmbh, 7000 Stuttgart Zündanlage für Brennkraftmaschinen
DE2533083C2 (de) * 1975-07-24 1986-01-09 Robert Bosch Gmbh, 7000 Stuttgart Zündanlage für Brennkraftmaschinen
DE2533525C2 (de) * 1975-07-26 1982-11-25 Robert Bosch Gmbh, 7000 Stuttgart Zündeinrichtung für eine zum Antrieb eines Fahrzeuges dienende Brennkraftmaschine
DE2731373C2 (de) * 1977-07-12 1987-03-12 Robert Bosch Gmbh, 7000 Stuttgart Zündeinrichtung für Brennkraftmaschinen
DE2736576C2 (de) * 1977-08-13 1985-10-17 Robert Bosch Gmbh, 7000 Stuttgart Zündanlage mit einer mechanisch nicht bewegten Hochspannungsverteilung für Brennkraftmaschinen
DE2759154C2 (de) * 1977-12-31 1985-11-14 Robert Bosch Gmbh, 7000 Stuttgart Zündeinrichtung für Brennkraftmaschinen
DE2759155C2 (de) * 1977-12-31 1986-04-03 Robert Bosch Gmbh, 7000 Stuttgart Schaltungsanordnung zur Erfassung der Funkendauer in Zündeinrichtungen für Brennkraftmaschinen
DE2812291C3 (de) * 1978-03-21 1994-07-07 Bosch Gmbh Robert Zündanlage für Brennkraftmaschinen
FR2438177B1 (fr) * 1978-10-02 1985-09-27 Bosch Gmbh Robert Installation pour produire des signaux de commande notamment pour l'allumage dans des moteurs a combustion interne
DE2842998C2 (de) * 1978-10-03 1986-09-25 Robert Bosch Gmbh, 7000 Stuttgart Vorrichtung zur Erzeugung von drehzahlabhängigen Steuersignalen, insbesondere für Zündanlagen mit einer Schließwinkelsteuerungseinrichtung für Brennkraftmaschinen
JPS5760712A (en) * 1980-09-26 1982-04-12 Pioneer Electronic Corp Btl amplifier
JPS5877310A (ja) * 1981-11-02 1983-05-10 Pioneer Electronic Corp バランスド・トランスホ−マレス増幅器
JPS606332U (ja) * 1983-06-24 1985-01-17 山水電気株式会社 Ｂｔｌ増幅器
JPH0570140U (ja) * 1992-02-21 1993-09-21 株式会社テクニカ 高圧発生装置の二次側遮断回路

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Cited By (23)

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US4020807A (en) * 1974-01-16 1977-05-03 Sgs-Ates Componenti Elettronici Spa Ignition-control system for internal-combustion engine
US4019484A (en) * 1974-02-12 1977-04-26 Hitachi, Ltd. Ignition apparatus for internal combustion engine
US4044733A (en) * 1974-04-30 1977-08-30 Hitachi, Ltd. Ignition apparatus for internal combustion engine
US4106440A (en) * 1974-12-31 1978-08-15 Motorola, Inc. Electronic spark timing adjustment circuit
US4124009A (en) * 1975-07-31 1978-11-07 Lucas Industries Limited Spark ignition system for an internal combustion engine
US4046124A (en) * 1975-09-10 1977-09-06 Long Leslie T High performance ignition circuit
US4095576A (en) * 1975-10-02 1978-06-20 Nippon Soken, Inc. Dwell time control system
US4163437A (en) * 1975-10-23 1979-08-07 Solo Industries Pty. Limited Transistor ignition circuit
FR2348376A1 (fr) * 1976-04-15 1977-11-10 Bosch Gmbh Robert Installation d'allumage, notamment pour moteur a combustion interne
US4112890A (en) * 1976-04-15 1978-09-12 Robert Bosch Gmbh Controlled ignition system for an internal combustion engine to provide, selectively, one or more ignition pulses for any ignition event
FR2359989A1 (fr) * 1976-07-28 1978-02-24 Ducellier & Cie Dispositif electronique de commande d'allumage de moteur a combustion interne
US4167927A (en) * 1976-10-06 1979-09-18 Nippondenso Co., Ltd. Contactless ignition control system with a dwell time control circuit for an internal combustion engine
US4176644A (en) * 1976-10-27 1979-12-04 Robert Bosch Gmbh Engine ignition system with variable spark internal duration
US4167170A (en) * 1976-12-01 1979-09-11 Robert Bosch Gmbh Turn-off protected ignition system for internal combustion engines
US4185603A (en) * 1977-01-08 1980-01-29 Robert Bosch Gmbh Supply voltage variation compensated ignition system for an internal combustion engine
US4175509A (en) * 1977-01-18 1979-11-27 Robert Bosch Gmbh Magneto ignition system for an internal combustion engine
FR2414805A1 (fr) * 1978-01-11 1979-08-10 Canturri I Montanya Joseph Dispositif d'allumage electronique, notamment pour vehicule automobile
US4275701A (en) * 1979-04-26 1981-06-30 Fairchild Camera & Instrument Corp. Ignition control system
FR2500074A1 (fr) * 1981-02-18 1982-08-20 Ducellier & Cie Dispositif automatique de controle de la duree d'arc d'un systeme d'allumage pour moteurs a combustion interne
CN106050516A (zh) * 2015-04-15 2016-10-26 丰田自动车株式会社 用于内燃机的点火控制系统
US9869288B2 (en) 2015-04-15 2018-01-16 Toyota Jidosha Kabushiki Kaisha Ignition control system for internal combustion engine
CN106050516B (zh) * 2015-04-15 2018-04-20 丰田自动车株式会社 用于内燃机的点火控制系统
US11448178B2 (en) * 2018-03-13 2022-09-20 Rohm Co., Ltd. Switch control circuit and igniter

Also Published As

Publication number Publication date
BR7307071D0 (pt) 1974-06-27
DE2244781B2 (de) 1978-05-18
IT993224B (it) 1975-09-30
JPS5757621B2 (es) 1982-12-06
AU6025373A (en) 1975-03-13
GB1393322A (en) 1975-05-07
CH554489A (de) 1974-09-30
ATA786873A (de) 1975-01-15
JPS4968129A (es) 1974-07-02
DE2244781C3 (de) 1979-03-22
FR2199349A5 (es) 1974-04-05
AT325901B (de) 1975-11-10
DE2244781A1 (de) 1974-03-21
ES418709A1 (es) 1976-03-01
NL7312571A (es) 1974-03-15

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