WO1990002261A1 - Ignition circuit with interference suppression - Google Patents

Ignition circuit with interference suppression Download PDF

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Publication number
WO1990002261A1
WO1990002261A1 PCT/EP1988/000773 EP8800773W WO9002261A1 WO 1990002261 A1 WO1990002261 A1 WO 1990002261A1 EP 8800773 W EP8800773 W EP 8800773W WO 9002261 A1 WO9002261 A1 WO 9002261A1
Authority
WO
WIPO (PCT)
Prior art keywords
ignition
circuit
secondary winding
winding
interference
Prior art date
Application number
PCT/EP1988/000773
Other languages
French (fr)
Inventor
Jörg Fuchs
Immanuel Krauter
Karl Ott
Original Assignee
Robert Bosch Gmbh
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Robert Bosch Gmbh filed Critical Robert Bosch Gmbh
Priority to PCT/EP1988/000773 priority Critical patent/WO1990002261A1/en
Publication of WO1990002261A1 publication Critical patent/WO1990002261A1/en

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Classifications

    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01F—MAGNETS; INDUCTANCES; TRANSFORMERS; SELECTION OF MATERIALS FOR THEIR MAGNETIC PROPERTIES
    • H01F38/00—Adaptations of transformers or inductances for specific applications or functions
    • H01F38/12—Ignition, e.g. for IC engines
    • 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
    • F02P13/00—Sparking plugs structurally combined with other parts of internal-combustion engines
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01T—SPARK GAPS; OVERVOLTAGE ARRESTERS USING SPARK GAPS; SPARKING PLUGS; CORONA DEVICES; GENERATING IONS TO BE INTRODUCED INTO NON-ENCLOSED GASES
    • H01T13/00—Sparking plugs
    • H01T13/40—Sparking plugs structurally combined with other devices
    • H01T13/41—Sparking plugs structurally combined with other devices with interference suppressing or shielding means
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01F—MAGNETS; INDUCTANCES; TRANSFORMERS; SELECTION OF MATERIALS FOR THEIR MAGNETIC PROPERTIES
    • H01F38/00—Adaptations of transformers or inductances for specific applications or functions
    • H01F38/12—Ignition, e.g. for IC engines
    • H01F2038/122—Ignition, e.g. for IC engines with rod-shaped core

Definitions

  • the present invention relates to an ignition circuit for an internal combustion engine, which circuit is provided with interference suppression.
  • the present invention proposes to alter the circuit construction of the secondary circuit of the ignition circuit whereby to create a short loop within the secondary circuit which we have found substantially reduces interference.
  • the present invention provides an ignition circuit having a primary winding, and a secondary winding one end of which is arranged to be connected to an ignition device, characterised in that the other end of the secondary winding is arranged to be connected to the chassis potential.
  • the ignition circuit forms part of a distributorless ignition system but it could be used with a conventional system.
  • the circuit can be used with either a positive or negative chassis potential.
  • Fig. 1 shows a diagram of a conventional ignition circuit
  • Fig. 2 shows a diagram of a first embodiment of the ignition circuit according to the present invention
  • Fig. 3 shows a diagram of a second embodiment of the ignition circuit according to the present invention which embodiment is a modification of that shown in Fig. 2;
  • Fig. 4 shows a diagram of a third embodiment of the ignition circuit according to the present invention, which embodiment is a modification of that shown in Fig. 2 ;
  • Fig. 5 shows a diagram of a fourth embodiment of the ignition circuit according to the present invention, which embodiment is a modification of that shown in Fig. 2, and
  • Fig. 6 shows an implementation of the circuit shown in Fig. 2 in a distributorless ignition system.
  • a conventional ignition circuit comprises a coil having a primary winding L1 and a secondary winding L2.
  • One end 15 of the primary winding L1 is connected via a long cable 12 to the positive terminal of a battery 14 where negative terminal is earthed and constitutes the chassis potential.
  • the end 11 of the primary winding L1 is connected to the earth via a controlled switching circuit including and represented by a transistor T1.
  • One end 21 of the secondary winding L2 is connected to the end 15 of the primary winding L1.
  • the other end of the secondary winding L2 is connected to the central conductor of an ignition device in the form of a spark plug 24.
  • the other conductor of the spark plug is connected to the chassis potential i.e., earth.
  • the ignition coil 10 has an inherent capacitance Cs due to its structure and this is represented by a capacitor connected in parallel with the secondary winding L2.
  • Fig. 2 shows a first embodiment where the same parts as in Fig. 1 are represented by the same reference numerals and letters. In view of this, only the differences between Fig. 1 and Fig. 2 will 'be described.
  • the primary winding is again connected in series with transistor T1 but in Fig. 2, the emitter of the transistor is connected to the end 11 of the winding L1 while the end 15 is connected to earth (chassis potential).
  • the secondary winding L2 of the coil 10 is connected in parallel with the spark plug 24 rather than in series as shown in Fig. 1.
  • the end 21 of the winding L2 is connected to the end 15 of the winding L1 and to the chassis potential while the end 20 is connected to the central conductor of the spark plug 24.
  • the lead length- of the secondary electrical circuit is reduced to a minimum.
  • Fig. 3 shows a circuit which is the same as Fig. 2 with the exception of the polarity of the battery.
  • the chassis potential due to the battery voltage UB is negative whereas in Fig. 3 the chassis potential is positive and the transistor is invented.
  • Fig. 4 shows another embodiment of the present invention and again the same reference numerals will be used for the same parts.
  • the primary circuit in Fig. 4 consists of an inductive L3 connected in series between the positive terminal of the battery 14 and the end 15 of the primary winding L1 whose other end 11 is connected via transistor T1 to chassis potential.
  • the secondary coil L2 has one end 21 connected to the one end 15 of the primary winding while the other end 20 of the secondary winding is connected to the centre electrode of the ignition device 24.
  • the inherent capacitance of the coil IO is represented by the capacitor Cg connected in parallel with the secondary winding 1.2.
  • a further capacitance in the form of an external discrete component C1 is connected between the one end 21 of the secondary winding I_2 and chassis potential.
  • the other electrode of the ignition device 24 is also connected to chassis potential.
  • the discharge current of the secondary coil capacitance Cg is removed during the breakdown phase of the ignition device via the external coupling capacitor C1.
  • the battery 14 is high-impedance coupled in terms of Hf due to the lead inductance L3 in the primary circuit.
  • FIG. 5 A further embodiment of the invention is shown in Fig. 5 where the primary winding L1 is connecting in series with the transistor T1 between the positive terminal of the battery 14 and the chassis potential (earth).
  • the secondary circuit is not physically connected to the primary circuit as it is in Figs. 1 to 4.
  • the secondary winding L2 is purely inductively coupled to the primary winding L1.
  • One end 20 of the secondary coil L2 is connected to the centre electrode of the ignition device 24 while the other end 21 of the coil is connected to chassis potential (earth). Again, this latter connection produces a minimum length of the lead in the secondary circuit since the discharge current due to the inherent capacitance C $ flows directly to the common chassis potential.
  • Fig. 6 shows diagrammatically how to implement the embodiment of Fig. 2 in practice for a distributorless ignition system.
  • the same reference numerals as used in Fig. 2 are used in Fig. 6 for the same parts.
  • the ignition device in the form of a spark plug 24 is fitted into an engine block 30 in the usual fashion, the block 30 being connect to chassis potential.
  • the plug 24 is provided with an ignition coil 10 comprising the primary and secondary windings L1 , L2 housed in a metal can 29.
  • the ends 15, 21 of the windings are attached to the metal can 29 which in turn is electrically connected to chassis potential e.g. as shown by being inserted into the part of the engine block which receives the spark plug.
  • the end 11 of the winding is connected to an ignition control device.
  • the control device is including the transistor T .
  • the end 20 of the secondary winding is connected to the central electrode 31 of the spark plug 24 via an interference suppression resistor (R) .
  • R interference suppression resistor
  • the connection between the end 20 of the secondary winding L2 and the central conductor 31 is insulated by being inserted in an insulating member 33.
  • An outer sleeve 32 forms an earth connection between the coil housing 29 and the spark plug body.
  • This arrangement ensures that discharge currents due to the inherent capacitance of the coil 10 flow directly to earth via the spark plug firing end. This substantially reduces the amount of radio frequency interference produced and also eliminates ignition interference from the cable harness of the vehicle.

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

Abstract

An ignition circuit for an internal combustion engine comprises a customary primary circuit. The secondary circuit is modified by connecting the end (21) of the secondary winding (L2) not connected to the central electrode of a spark plug (24) to vehicle earth so as to cause the discharge current of the capacitance of the secondary winding (L2) to flow directly to earth whereby substantially reducing radio frequency interference and inhibiting interference in the cable harness due to ignition interference.

Description

Ignition Circuit With Interference Suppression
The present invention relates to an ignition circuit for an internal combustion engine, which circuit is provided with interference suppression.
It is well know that unless special measures are taken the spark generation process in an internal combustion engine generates electro-magnetic signals which are of sufficient magnitude to cause interference in the other electrical systems of a vehicle. There have been many proposals for ways in which this interference can be suppressed but these usually involve special screening of ignition cables carrying the secondary volume derived from the ignition coil to the spark plugs.
Special problems arise in relation to distributorless ignition systems where there are no long lengths of ignition cables carrying the high secondary voltage but the high secondary voltages nevertheless still exist.
The present invention proposes to alter the circuit construction of the secondary circuit of the ignition circuit whereby to create a short loop within the secondary circuit which we have found substantially reduces interference.
The present invention provides an ignition circuit having a primary winding, and a secondary winding one end of which is arranged to be connected to an ignition device, characterised in that the other end of the secondary winding is arranged to be connected to the chassis potential.
In a preferred embodiment, the ignition circuit forms part of a distributorless ignition system but it could be used with a conventional system.
The circuit can be used with either a positive or negative chassis potential.
In order that the present invention be more readily understood, embodiments thereof will now be described by way of example with reference to the accompanying drawings, in which:-
Fig. 1 shows a diagram of a conventional ignition circuit,
Fig. 2 shows a diagram of a first embodiment of the ignition circuit according to the present invention;
Fig. 3 shows a diagram of a second embodiment of the ignition circuit according to the present invention which embodiment is a modification of that shown in Fig. 2;
Fig. 4 shows a diagram of a third embodiment of the ignition circuit according to the present invention, which embodiment is a modification of that shown in Fig. 2 ;
Fig. 5 shows a diagram of a fourth embodiment of the ignition circuit according to the present invention, which embodiment is a modification of that shown in Fig. 2, and
Fig. 6 shows an implementation of the circuit shown in Fig. 2 in a distributorless ignition system.
Before describing the embodiments of the present invention, it is considered helpful to discuss a conventional ignition circuit. Referring to Fig. 1 , a conventional ignition circuit comprises a coil having a primary winding L1 and a secondary winding L2. One end 15 of the primary winding L1 is connected via a long cable 12 to the positive terminal of a battery 14 where negative terminal is earthed and constitutes the chassis potential. The end 11 of the primary winding L1 is connected to the earth via a controlled switching circuit including and represented by a transistor T1.
One end 21 of the secondary winding L2 is connected to the end 15 of the primary winding L1. The other end of the secondary winding L2 is connected to the central conductor of an ignition device in the form of a spark plug 24. As usual the other conductor of the spark plug is connected to the chassis potential i.e., earth. The ignition coil 10 has an inherent capacitance Cs due to its structure and this is represented by a capacitor connected in parallel with the secondary winding L2.
In operation, when transistor T1 switches off, the energy stored in the coil charges up the capacitance C5. When the breakdown voltage of the spark plug is reached, the change in this capacitance discharges within a few nano seconds. The discharge current thus flows in a circuit including the long cable 12 and of chassis and in doing so generates high radio frequency interference.
Turning now to the present invention, Fig. 2 shows a first embodiment where the same parts as in Fig. 1 are represented by the same reference numerals and letters. In view of this, only the differences between Fig. 1 and Fig. 2 will 'be described. The primary winding is again connected in series with transistor T1 but in Fig. 2, the emitter of the transistor is connected to the end 11 of the winding L1 while the end 15 is connected to earth (chassis potential). The secondary winding L2 of the coil 10 is connected in parallel with the spark plug 24 rather than in series as shown in Fig. 1. In- other words, the end 21 of the winding L2 is connected to the end 15 of the winding L1 and to the chassis potential while the end 20 is connected to the central conductor of the spark plug 24. As a result of this, the lead length- of the secondary electrical circuit is reduced to a minimum.
Fig. 3 shows a circuit which is the same as Fig. 2 with the exception of the polarity of the battery. In Fig. 2 , the chassis potential due to the battery voltage UB is negative whereas in Fig. 3 the chassis potential is positive and the transistor is invented.
Fig. 4 shows another embodiment of the present invention and again the same reference numerals will be used for the same parts. The primary circuit in Fig. 4 consists of an inductive L3 connected in series between the positive terminal of the battery 14 and the end 15 of the primary winding L1 whose other end 11 is connected via transistor T1 to chassis potential.
The secondary coil L2 has one end 21 connected to the one end 15 of the primary winding while the other end 20 of the secondary winding is connected to the centre electrode of the ignition device 24. As before, the inherent capacitance of the coil IO is represented by the capacitor Cg connected in parallel with the secondary winding 1.2. In this embodiment, a further capacitance in the form of an external discrete component C1 is connected between the one end 21 of the secondary winding I_2 and chassis potential. The other electrode of the ignition device 24 is also connected to chassis potential..
In this embodiment, the discharge current of the secondary coil capacitance Cg is removed during the breakdown phase of the ignition device via the external coupling capacitor C1. The battery 14 is high-impedance coupled in terms of Hf due to the lead inductance L3 in the primary circuit.
A further embodiment of the invention is shown in Fig. 5 where the primary winding L1 is connecting in series with the transistor T1 between the positive terminal of the battery 14 and the chassis potential (earth). The secondary circuit is not physically connected to the primary circuit as it is in Figs. 1 to 4. Here the secondary winding L2 is purely inductively coupled to the primary winding L1. However, as before,
One end 20 of the secondary coil L2 is connected to the centre electrode of the ignition device 24 while the other end 21 of the coil is connected to chassis potential (earth). Again, this latter connection produces a minimum length of the lead in the secondary circuit since the discharge current due to the inherent capacitance C$ flows directly to the common chassis potential.
Fig. 6 shows diagrammatically how to implement the embodiment of Fig. 2 in practice for a distributorless ignition system. The same reference numerals as used in Fig. 2 are used in Fig. 6 for the same parts.
The ignition device in the form of a spark plug 24 is fitted into an engine block 30 in the usual fashion, the block 30 being connect to chassis potential. The plug 24 is provided with an ignition coil 10 comprising the primary and secondary windings L1 , L2 housed in a metal can 29. The ends 15, 21 of the windings are attached to the metal can 29 which in turn is electrically connected to chassis potential e.g. as shown by being inserted into the part of the engine block which receives the spark plug. The end 11 of the winding is connected to an ignition control device. The control device is including the transistor T . The end 20 of the secondary winding is connected to the central electrode 31 of the spark plug 24 via an interference suppression resistor (R) . The connection between the end 20 of the secondary winding L2 and the central conductor 31 is insulated by being inserted in an insulating member 33. An outer sleeve 32 forms an earth connection between the coil housing 29 and the spark plug body.
This arrangement ensures that discharge currents due to the inherent capacitance of the coil 10 flow directly to earth via the spark plug firing end. This substantially reduces the amount of radio frequency interference produced and also eliminates ignition interference from the cable harness of the vehicle.
Although a practical realisation has been shown only for Fig. 2 it will be understood that each of the other embodiments could be constructed likewise. Also, a conventional, distributor - type ignition system could be used but here the secondary lead lengths would not be as short as with the distributorless system and hence the reduction in the level of interference would not be so great.

Claims

1. An ignition circuit having a primary winding (L1 ) and a secondary winding (L2), an end (20) of the secondary winding (L2) being arranged to be connected to an ignition device (24) characterised in that the other end (21 ) of the secondary winding (L2) is arranged to be connected to the chassis potential whereby to provide a loop in the secondary winding (L2) for discharge currents due to the inherent capacitance of the windings .
2. A circuit according to claim 1 , wherein the other end (21 ) of the secondary winding (L2) is connected directly to chassis potential.
3. A circuit according to claim 1 , wherein the other end (21 ) of the secondary winding (L2) is connected to a capacitor (C1 ) and hence to chassis potential.
4. A circuit according to claim 3, wherein an inductive (L3) is provided between one end (15) of the primary winding and a battery (14).
5. A circuit according to any one of the preceding claims wherein the other end (21 ) of the secondary winding (L2) is connected to one end (15) of the primary winding (L1).
6. A circuit according to any one of the preceding claims wherein the primary and secondary winding (L1 ), (L2) are housed in a metal can (29) arranged to be connected to chassis potential.
7. A circuit according to claim 6, wherein the metal can (29) and windings (L1 , L2) are part of distributorless ignition system.
PCT/EP1988/000773 1988-08-29 1988-08-29 Ignition circuit with interference suppression WO1990002261A1 (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
PCT/EP1988/000773 WO1990002261A1 (en) 1988-08-29 1988-08-29 Ignition circuit with interference suppression

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
PCT/EP1988/000773 WO1990002261A1 (en) 1988-08-29 1988-08-29 Ignition circuit with interference suppression

Publications (1)

Publication Number Publication Date
WO1990002261A1 true WO1990002261A1 (en) 1990-03-08

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PCT/EP1988/000773 WO1990002261A1 (en) 1988-08-29 1988-08-29 Ignition circuit with interference suppression

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Cited By (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR2727160A1 (en) * 1994-11-04 1996-05-24 Honda Motor Co Ltd IGNITION COIL DEVICE, PARTICULARLY FOR MOTORIZED CYCLES, AND CONNECTOR PROVIDED WITH SAID DEVICE
EP0827165A2 (en) * 1996-08-31 1998-03-04 Toyo Denso Kabushiki Kaisha Engine igniting coil device
EP0848394A1 (en) * 1996-12-10 1998-06-17 General Motors Corporation Integrated ignition coil and spark plug
GB2323892A (en) * 1997-04-03 1998-10-07 Ford Motor Co Ignition coil and spark plug assembly
EP0984463A1 (en) * 1997-05-23 2000-03-08 Hitachi, Ltd. Ignition coil unit for engine and engine provided with plastic head cover
EP1457671A1 (en) * 2003-03-14 2004-09-15 Delphi Technologies, Inc. Ignition coil assembly

Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US2180358A (en) * 1938-03-09 1939-11-21 Frederick J Hooven Ignition system
DE2838334A1 (en) * 1978-09-02 1980-03-20 Thiel Karl Dipl Biologe IC engine spark plug - has integrated ignition coil secondary embedded in spark plug insulator
JPS57193776A (en) * 1981-05-26 1982-11-29 Tdk Corp Ignition device
JPS58113579A (en) * 1981-12-28 1983-07-06 Nissan Motor Co Ltd Noise preventive device for ignition device of engine
EP0224452A1 (en) * 1985-11-13 1987-06-03 MAGNETI MARELLI S.p.A. Ignition system for an internal combustion engine

Patent Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US2180358A (en) * 1938-03-09 1939-11-21 Frederick J Hooven Ignition system
DE2838334A1 (en) * 1978-09-02 1980-03-20 Thiel Karl Dipl Biologe IC engine spark plug - has integrated ignition coil secondary embedded in spark plug insulator
JPS57193776A (en) * 1981-05-26 1982-11-29 Tdk Corp Ignition device
JPS58113579A (en) * 1981-12-28 1983-07-06 Nissan Motor Co Ltd Noise preventive device for ignition device of engine
EP0224452A1 (en) * 1985-11-13 1987-06-03 MAGNETI MARELLI S.p.A. Ignition system for an internal combustion engine

Non-Patent Citations (2)

* Cited by examiner, † Cited by third party
Title
Patent Abstracts of Japan, vol. 7, no. 221 (M-246)(1366) 30 September 1983; & JP-A-58113579 (NISSAN JIDOSHA K.K.) 6 July 1983 *
Patent Abstracts of Japan, vol. 7, no. 44 (M-195)(1189) 22 February 1983; & JP-A-57193776 (TOKYO DENKI KAGAKU KOGYO K.K.) 29 November 1982 *

Cited By (13)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR2727160A1 (en) * 1994-11-04 1996-05-24 Honda Motor Co Ltd IGNITION COIL DEVICE, PARTICULARLY FOR MOTORIZED CYCLES, AND CONNECTOR PROVIDED WITH SAID DEVICE
ES2113302A1 (en) * 1994-11-04 1998-04-16 Honda Motor Co Ltd Ignition coil device
EP0827165A2 (en) * 1996-08-31 1998-03-04 Toyo Denso Kabushiki Kaisha Engine igniting coil device
EP0827165A3 (en) * 1996-08-31 1998-10-28 Toyo Denso Kabushiki Kaisha Engine igniting coil device
EP0848394A1 (en) * 1996-12-10 1998-06-17 General Motors Corporation Integrated ignition coil and spark plug
GB2323892A (en) * 1997-04-03 1998-10-07 Ford Motor Co Ignition coil and spark plug assembly
EP0984463A1 (en) * 1997-05-23 2000-03-08 Hitachi, Ltd. Ignition coil unit for engine and engine provided with plastic head cover
EP0984463A4 (en) * 1997-05-23 2001-03-07 Hitachi Ltd Ignition coil unit for engine and engine provided with plastic head cover
US6332458B1 (en) 1997-05-23 2001-12-25 Hitachi, Ltd. Ignition coil unit for engine and engine provided with plastic head cover
EP1220244A2 (en) * 1997-05-23 2002-07-03 Hitachi, Ltd. Ignition coil for use in engine and engine having plastic cylinder head cover
EP1220244A3 (en) * 1997-05-23 2002-08-28 Hitachi, Ltd. Ignition coil for use in engine and engine having plastic cylinder head cover
US6571784B2 (en) 1997-05-23 2003-06-03 Hitachi, Ltd. Ignition coil for use in engine and engine having plastic cylinder head cover
EP1457671A1 (en) * 2003-03-14 2004-09-15 Delphi Technologies, Inc. Ignition coil assembly

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