EP0142478A1 - Verfahren und Anlage zur elektronischen Zündung einer Brennkraftmaschine - Google Patents

Verfahren und Anlage zur elektronischen Zündung einer Brennkraftmaschine Download PDF

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Publication number
EP0142478A1
EP0142478A1 EP84850178A EP84850178A EP0142478A1 EP 0142478 A1 EP0142478 A1 EP 0142478A1 EP 84850178 A EP84850178 A EP 84850178A EP 84850178 A EP84850178 A EP 84850178A EP 0142478 A1 EP0142478 A1 EP 0142478A1
Authority
EP
European Patent Office
Prior art keywords
ignition
points
transistor
sparks
spark
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.)
Withdrawn
Application number
EP84850178A
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English (en)
French (fr)
Inventor
Ovelius Bengt
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.)
NILSSON Rune
Original Assignee
NILSSON Rune
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 NILSSON Rune filed Critical NILSSON Rune
Publication of EP0142478A1 publication Critical patent/EP0142478A1/de
Withdrawn legal-status Critical Current

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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
    • F02P15/00—Electric spark ignition having characteristics not provided for in, or of interest apart from, groups F02P1/00 - F02P13/00 and combined with layout of ignition circuits
    • F02P15/10—Electric spark ignition having characteristics not provided for in, or of interest apart from, groups F02P1/00 - F02P13/00 and combined with layout of ignition circuits having continuous electric sparks
    • 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
    • F02P15/00—Electric spark ignition having characteristics not provided for in, or of interest apart from, groups F02P1/00 - F02P13/00 and combined with layout of ignition circuits
    • F02P15/12—Electric spark ignition having characteristics not provided for in, or of interest apart from, groups F02P1/00 - F02P13/00 and combined with layout of ignition circuits having means for strengthening spark during starting
    • 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
    • F02P9/00—Electric spark ignition control, not otherwise provided for
    • F02P9/002—Control of spark intensity, intensifying, lengthening, suppression

Definitions

  • the present invention relates to a method of improving ignition in electronic ignition system of the multiple spark type intended for internal combustion engines, particularly in difficult operating conditions, and an apparatus in electronic ignition systems for providing multiple sparks of different durations, particularly during the starting procedure, from magnetic energy stored in the ignition coil magnetic core.
  • the invention further relates to an apparatus in an electronic ignition system provided with a contact breaker for obtaining more reliable opening and closing of the contact breaker points.
  • One object of the present invention is to further improve the function of such an ignition system and to provide a device for this purpose which is simpler and cheaper to produce, and which can be easily fitted to existing mechanical ignition systems to improve their operation.
  • the fuel mixture is generally already ignited by this spark. Practical tests have shown that engines provided with the device in accordance with the invention have good starting properties at temperatures right down to -30°C. However, should the first pulse not ignite the fuel mixture, there follows a succession of pulses which do so reliably.
  • the spark frequency is selected in this case such that maximum ignition energy is supplied to the spark plug.
  • the method and apparatus in accordance with the invention are particularly attractive for automobiles having exhaust gas cleaning, since relatively lean fuel mixtures are still desirable for conditions of low revolutions and cold engine. This easily leads to backfiring, uneven running and high emissions of uncombusted hydrocarbons as a result of uncertain ignition.
  • the invention may be utilized in ignition systems with a contact-free electronic timing means as well as conventional "mechanical" ignition systems with contact breakers.
  • the apparatus in accordance with the invention is suitably implemented such that a spark shower is generated during the engine starting sequence, the first spark being longer and stronger than the subsequent ones and striking at exactly the right ignition angle, while the remaining sparks follow rapidly while the piston moves the first fifth of its stroke downwards.
  • a triple spark is generated for idling to give uniform operation without the risk of a sudden stop, in spite of the fuel mixture often being uneven. With high engine revolutions the turbulence is so great that the fuel mixture will be fairly homogenous, and the single spark, as with a normal ignition system, is sufficient.
  • the multiple strikes on starting normally revert automatically to triple strikes during idling and single strikes at high revolutions, since the contact breaker or electronic timer opens and closes more rapidly so that fewer and fewer strikes or sparks have room per ignition period, with similar engine revolutions and a constant spark frequency.
  • the apparatus in accordance with the invention can be switched between a multiple spark mode, a single spark mode (which can be desirable in areas with difficult radio reception conditions and for setting the ignition) and to "mechanical" ignition (where applicable) in an emergency situation if the transistor ignition should fail.
  • a second object of the present invention is to provide more certain opening and closing of the contact breaker points in an ignition system provided with them.
  • FIG. 1 is a sketch of an electronic ignition system with the apparatus in accordance with the invention
  • Figures 2 and 3 are diagrams illustrating how the system functions
  • Fig. 4 is a diagram illustrating a possible operational mode of the logical circuit in the inventive device.
  • the apparatus in accordance with the invention illustrated in Fig. 1 is made up from three parts, part A for providing different durations for the multiple sparks, the contact breaker part B and a final power step E.
  • FIG. 2 illustrates the crankshaft revolutions of the engine, where a point on the circle corresponds to the position of the piston in the cylinder bore (sinus curve).
  • the cam controlling the contact breaker BR (see Fig. 1) is disposed such that the points are closed for typically 58° (the dwell is 58 0 ) and open for 90 - 58 - 32 0.
  • the crankshaft moves at double the rate of the cam and the points are closed during the time corresponding to the arc x in Fig. 2, which corresponds to an angle of 2 x 58 - 116 0. This is the period during which magnetic energy is stored in the ignition coil 2.
  • the points BR open at the point y in Fig. 2, the ignition spark being generated and the points being open for a period corresponding to the arc z in Fig. 2.
  • the point y is at a suitable pre-ignition, e.g. 10° for idling.
  • the coil 2 is to be charged to maximum energy after the first strong ignition spark, this takes such a long time that no further spark has time to be generated during the period z.
  • each spark will have such a poor energy content that it cannot ignite the mixture.
  • the optimum mode of driving the ignition coil means that the lifetime of the succeeding sparks is made shorter to enable longer magnetic charging of the coil 2 between each spark, see Fig. 3.
  • the time it takes to charge the coil 2 with magnetic energy is dependent on the driving voltage and primary inductance.
  • the energy is namely stored in a capacitor, which is connected in parallel with the SCR across the ignition coil, the coil then only serving as a transformer.
  • the energy is stored in the form of magnetic energy in the ignition coil core, resulting in that the duration of a spark will be increased by a factor of 10.
  • the magnetic ignition principle is recommended more and more today in professional circles.
  • the ignition coil 2 is driven via the transistor TR3, which in turn is controlled by a logic circuit 4.
  • the logic circuit 4 sends an output pulse train U out through the resistor R6 and transistor TR1 to the base of the transistor TR3 such that this transistor is controlled in a desired manner, i.e. it opens during a series of intervals, the length of the first interval t2 being greater than the succeeding intervals t4 during the period when the contact breaker points BR are open, see Fig. 3. An ignition spark is generated during each opening interval of the transistor TR3.
  • the logic circuit 4 for controlling the transistor TR3 can be a customer-suited monolitic curcuit and can for instance have the following function.
  • the first pulse in the train of pulses will be longer than the succeeding ones.
  • the pulse times are determined by C4 and an internal current generator in the monolitic circuit 4, and by suitable dimensioning of time constants the distance t3 between the pulses can be made considerably longer than the individual pulses t4 to enable optimum re-charging of energy into the ignition coil 2.
  • the value of the capacitor C5 determines the longest time for which multiple sparks can be emitted with a statically open contact breaker.
  • the number of sparks in a spark shower can thus be maximized to 30, for example. This limitation occurs when the engine is not turning over although the ignition switched on, or when the engine turns over very slowly during starting. This function is important since the engine will otherwise be able to run without contact breaking (cable rupture).
  • the output pulses from the logical circuit are fed to the base of the transistor TR3 to trigger it, the transistor TR1 then serving to amplify the output pulses from the logical circuit 4, while the transistor TR2 and the resistor R7 serve as current limiters if short-circuiting should occur in the ignition coil 2.
  • the transistor TR3 serves as a very rapid switch, and the ignition capacitor C6 may therefore be made considerably smaller than is usual with "mechanical" ignition systems.
  • the capacitance of the capacitor C6 may be reduced by typically a factor of 10 which means that this component "steals" 10 times less energy from the primary pulse, which gives higher potential and more energy to the ignition spark.
  • the capacitor Cl is connected across the contact breaker BR via a large resistor Rl.
  • the capacitor C2 is charged via the resistors R1 and R2 to the same voltage as the capacitor Cl, and when the points BR close the capacitor C2 is discharged rapidly via the resistor R2, which has a low value.
  • a short current shock of the order of magnitude 30 A thus occurs, which breaks through oxide and dirt on the contact surfaces of the points and achieves a microscopic welded point.
  • the capacitor Cl will here remain at a substantially constant level (approximately 300 V) due to the high-ohmic resistor Rl.
  • the ignition system described above can be easily arranged switchable between a multiple spark mode, a single spark mode and ordinary "mechanical" ignition mode.

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)
EP84850178A 1983-06-22 1984-06-12 Verfahren und Anlage zur elektronischen Zündung einer Brennkraftmaschine Withdrawn EP0142478A1 (de)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
SE8303584A SE445847B (sv) 1983-06-22 1983-06-22 Forfarande for att vid elektroniskt tendsystem av multipelgnisttyp forbettra tendningen jemte anordning for astadkommande av forfarandet
SE8303584 1983-06-22

Publications (1)

Publication Number Publication Date
EP0142478A1 true EP0142478A1 (de) 1985-05-22

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Family Applications (1)

Application Number Title Priority Date Filing Date
EP84850178A Withdrawn EP0142478A1 (de) 1983-06-22 1984-06-12 Verfahren und Anlage zur elektronischen Zündung einer Brennkraftmaschine

Country Status (2)

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EP (1) EP0142478A1 (de)
SE (1) SE445847B (de)

Cited By (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0305349A1 (de) * 1987-08-28 1989-03-01 Saab-Scania Aktiebolag Verfahren zum Verbessern der Startfähigkeit eines Verbrennungsmotors während eines Motorstarts
EP0305348A1 (de) * 1987-08-28 1989-03-01 Saab-Scania Aktiebolag Verfahren und Einrichtung zum Verbessern der Startfähigkeit eines Verbrennungsmotors nach einem misslungenen Versuch, den Motor zu starten
US4840165A (en) * 1986-11-26 1989-06-20 Chengdu Aircraft Corporation Continuous spark electronic igniter
WO1992011455A1 (en) * 1990-12-20 1992-07-09 Caterpillar Inc. Spark duration control for a capacitor discharge ignition system
GB2256456A (en) * 1991-03-08 1992-12-09 Mark Cyril Vincent Vaughan Ic engine multi-spark ignition system

Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3280809A (en) * 1962-03-10 1966-10-25 Bosch Gmbh Robert Ignition arrangement for internal combustion engines
US3945362A (en) * 1973-09-17 1976-03-23 General Motors Corporation Internal combustion engine ignition system
DE2817786A1 (de) * 1977-04-26 1978-11-02 James Walter Merrick Mehrfach-funken-entlade-stromkreis
EP0070572A1 (de) * 1981-07-22 1983-01-26 Siemens Aktiengesellschaft Zündsystem für Brennkraftmaschinen

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3280809A (en) * 1962-03-10 1966-10-25 Bosch Gmbh Robert Ignition arrangement for internal combustion engines
US3945362A (en) * 1973-09-17 1976-03-23 General Motors Corporation Internal combustion engine ignition system
DE2817786A1 (de) * 1977-04-26 1978-11-02 James Walter Merrick Mehrfach-funken-entlade-stromkreis
EP0070572A1 (de) * 1981-07-22 1983-01-26 Siemens Aktiengesellschaft Zündsystem für Brennkraftmaschinen

Cited By (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US4840165A (en) * 1986-11-26 1989-06-20 Chengdu Aircraft Corporation Continuous spark electronic igniter
EP0305349A1 (de) * 1987-08-28 1989-03-01 Saab-Scania Aktiebolag Verfahren zum Verbessern der Startfähigkeit eines Verbrennungsmotors während eines Motorstarts
EP0305348A1 (de) * 1987-08-28 1989-03-01 Saab-Scania Aktiebolag Verfahren und Einrichtung zum Verbessern der Startfähigkeit eines Verbrennungsmotors nach einem misslungenen Versuch, den Motor zu starten
US4903676A (en) * 1987-08-28 1990-02-27 Saab-Scania Aktiebolag Method and arrangement for improving the starting ability of an internal combustion engine during an engine start
US4947810A (en) * 1987-08-28 1990-08-14 Saab-Scania Aktiebolag Method and arrangement for improving the starting ability of an internal combustion engine, when an attempt to start the engine has failed
WO1992011455A1 (en) * 1990-12-20 1992-07-09 Caterpillar Inc. Spark duration control for a capacitor discharge ignition system
GB2256456A (en) * 1991-03-08 1992-12-09 Mark Cyril Vincent Vaughan Ic engine multi-spark ignition system

Also Published As

Publication number Publication date
SE8303584D0 (sv) 1983-06-22
SE8303584L (sv) 1984-12-23
SE445847B (sv) 1986-07-21

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PUAI Public reference made under article 153(3) epc to a published international application that has entered the european phase

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Inventor name: BENGT, OVELIUS