WO1994017302A1 - Circuit d'allumage equipe d'un dispositif destine a diminuer la phase de decharge inductive d'une etincelle - Google Patents

Circuit d'allumage equipe d'un dispositif destine a diminuer la phase de decharge inductive d'une etincelle Download PDF

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Publication number
WO1994017302A1
WO1994017302A1 PCT/GB1994/000175 GB9400175W WO9417302A1 WO 1994017302 A1 WO1994017302 A1 WO 1994017302A1 GB 9400175 W GB9400175 W GB 9400175W WO 9417302 A1 WO9417302 A1 WO 9417302A1
Authority
WO
WIPO (PCT)
Prior art keywords
ohms
electrical circuit
spark
resistance
circuit according
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.)
Ceased
Application number
PCT/GB1994/000175
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English (en)
Inventor
Joseph Gibson Dawson
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.)
Dawson Royalties Ltd
Original Assignee
Dawson Royalties Ltd
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 Dawson Royalties Ltd filed Critical Dawson Royalties Ltd
Priority to AU58900/94A priority Critical patent/AU5890094A/en
Priority to EP94905183A priority patent/EP0638141A1/fr
Publication of WO1994017302A1 publication Critical patent/WO1994017302A1/fr
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

Links

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
    • 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 electrical circuits for use with spark ignition internal combustion engines.
  • a conventional spark broadly comprises two constituent parts; a first part consisting of a relatively high curren ⁇ , short duration "bright-line” spark discharge, often referred to as the capacitive discharge phase; and a second part consisting of a lower current, longer duration glow discharge or "flaring" discharge, often referred to as the inductive discharge phase.
  • the bright-line discharge is a high temperature spark, and lasts for a relatively small proportion of the total spark time and which although it constitutes the means by which the combustion event is initiated, produces only a relatively small quantity of hear.
  • the flaring discharge phase is on the other hand, a relatively lower temperature discharge, but lasts for the greatest portion of the total spark duration time, and produces a relatively high quantity of heat compared to the bright-line discharge.
  • the relatively high heating effect of this part of the spark causes premature erosion of the spark plug electrodes, thus unnecessarily shortening the life of the spark plugs, and contributes to unnecessarily high exhaust gas emissions.
  • the spark plug electrode erosion is attributable to the flaring discharge heating the electrodes to a temperature substantially above that consequent on the effects of the combustion event per se.
  • the long duration, lower temperature flaring discharge part of the spark promotes undesirable chemical reactions in the fuel charge during the combustion event, resulting in unnecessarily high exhaust emission levels.
  • an electrical circuit for inclusion in the high tension circuit of the ignition system of a spark ignition engine comprising a capacitor having in parallel therewith a resistance having a value lying in the range from 15k ohms to 50k ohms.
  • the resistance may lie in the range from 27k ohms to 36k ohms.
  • a more preferred range still is 27k ohms to 31k ohms.
  • the preferred range of 27k ohms to 36k ohms may produce the optimum balance of effects over a wide range of vehicles, including older vehicles and brand new vehicles.
  • the resistance of 15k ohms to 50k ohms may be provided by two resistances in parallel.
  • this resistance may be provided in the form of two 54k ohm resistances connected in parallel. This has been found to be beneficial in that the maximum temperature reached by the resistance elements is considerably reduced thus extending component life.
  • the use of two resistances allows the use of resistances having lower power capability ratings thus making manufacture of the circuit more economic. Resistors having ratings of 9W or 12W have been found to be entirely suitable.
  • An advantage of having two or more resistances connected in parallel to provide the required total resistance is that the thermal capacity of the circuit, and the device embodying the circuit, is increased leading to enhanced stability and life.
  • the number of resistances connected in parallel may be limited by practical considerations of availability or space, weight and cost rather than by purely technical considerations.
  • the resistance is provided in the form of two or more resistances in parallel, it is not necessary that the resistances be of equal values, only that the total effective resistance lies within the required range.
  • the resistances are wire-wound resistors in the interests of reliability and longevity.
  • the capacitor may have a value lying within the range from 500pF to about 5000pF.
  • Capacitors take a finite time to charge, the time taken being related to the capacitance value. The higher the capacitance, the longer is the time required to charge.
  • An engine operates over a wide speed range from tickover, at about 800 rev/min up to about 6500 rev/min for "normal" road vehicles. In order to cater for all types of coil outputs and conditions, a capacitance in the range from lOOOpF to 2500pF is preferred.
  • Two or more of the electrical circuits according to the present invention may be connected in series in the high tension circuit of an ignition system.
  • Figure 1 shows a graph of current vs time for an ignition spark event
  • FIG. 2 shows an electrical circuit according to the present invention
  • FIG. 3 which shows a schematic diagram of a vehicle spark ignition circuit having an electrical circuit of the present invention therein.
  • Figure 1 illustrates the current/time relationship in a single spark produced by a conventional ignition system.
  • the spark comprises two basic parts; an initial bright-line capacitive discharge at the beginning of the spark event indicated to the left of the line 10 on the "t" axis; and a second flaring, inductive discharge indicated between the lines 10 and 12 on the "t" axis.
  • FIG. 2 shows an example of an electrical circuit 20 according to the present invention.
  • the circuit comprises a capacitor 22 having a value of 2200pF and a resistance 24 in parallel therewith, the resistance having a value of 31k ohms.
  • the resistance 22 itself comprises two wire-wound resistors 26, 28 connected in parallel and each of 62k ohms resistance. The effect of connecting the two resistors in parallel is to give a total resistance of half their individual values, ie 31k ohms.
  • Figure 3 shows the electrical circuit 10 of Figure 2 connected into a conventional spark ignition system which comprises an induction coil 30 connected by a high tension lead 32 to a distributor 34 which is itself connected by leads 36 to spark plugs 38 which are earthed 40 in a cylinder head (not shown) of an engine ( ot shown) .
  • the effect of the circuit 10 is to allow the initial high voltage breakdown pulse produced by the coil 30 through to the relevant spark plug 38 depending upon the position of the rotor arm 42 in the distributor 34.
  • This initial high voltage pulse produces the bright-line spark indicated to the left of line 10 in Figure 1.
  • the remainder of the spark cycle produced by the coil 30 corresponds to the flaring part of the spark cycle.
  • This part is of a lower frequency and is attenuated by the circuit 20. Therefore, the remainder of the spark pulse must go through the resistance 24. The effect of this is to remove some of the spark pulse energy which would form the flaring part of the spark indicated between the lines 10 and 12 in
  • the effect of the circuit 20 of the present invention is shown qualitatively in Figure 1 where for resistances of less than 15k ohms the position of the line 14 is displaced to the right, ie diminishing the amount of the flaring part of the spark which is removed. Where the value of the resistance 24 is greater than 50k ohms, the line 16 is displaced to the left, ie increasing the amount of the flaring part of the spark which is removed.
  • the dashed lines 18 and 19 qualitatively indicate the extent of the spark duration with resistances 24 of 15k ohms and 50k ohms, respectively.
  • Two or more of the circuits 20 may be connected in series in an ignition system to provide a cascade effect.
  • the high frequency, bright-line part of the spark passes through the capacitances of the s circuits unaffected, whilst the lower frequency, flaring part of the spark passes through the resistances 24 which are in series.
  • the circuits when connected in series in this manner.

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)

Abstract

Circuit électrique destiné à être inclus dans le circuit haute tension du système d'allumage d'un moteur à allumage par étincelle. Le circuit électrique est caractérisé en ce qu'il comprend un condensateur et une résistance montée en parallèle, dont la valeur varie de 15 kilohms à 50 kilohms, renforçant ainsi la phase de décharge capacitive de l'étincelle et en diminuant la phase de décharge inductive.
PCT/GB1994/000175 1993-01-29 1994-01-28 Circuit d'allumage equipe d'un dispositif destine a diminuer la phase de decharge inductive d'une etincelle Ceased WO1994017302A1 (fr)

Priority Applications (2)

Application Number Priority Date Filing Date Title
AU58900/94A AU5890094A (en) 1993-01-29 1994-01-28 Ignition circuit having device to shorten inductive discharge phase of a spark event
EP94905183A EP0638141A1 (fr) 1993-01-29 1994-01-28 Circuit d'allumage equipe d'un dispositif destine a diminuer la phase de decharge inductive d'une etincelle

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
GB9301844.8 1993-01-29
GB939301844A GB9301844D0 (en) 1993-01-29 1993-01-29 Electrical circuit

Publications (1)

Publication Number Publication Date
WO1994017302A1 true WO1994017302A1 (fr) 1994-08-04

Family

ID=10729563

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/GB1994/000175 Ceased WO1994017302A1 (fr) 1993-01-29 1994-01-28 Circuit d'allumage equipe d'un dispositif destine a diminuer la phase de decharge inductive d'une etincelle

Country Status (4)

Country Link
EP (1) EP0638141A1 (fr)
AU (1) AU5890094A (fr)
GB (1) GB9301844D0 (fr)
WO (1) WO1994017302A1 (fr)

Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS555461A (en) * 1978-06-28 1980-01-16 Noboru Suzuki Ignition device for internal combustion engine
EP0147613A2 (fr) * 1983-12-24 1985-07-10 Robert Bosch Gmbh Bougie d'allumage pour un moteur à combustion interne
JPH04116268A (ja) * 1990-09-07 1992-04-16 Ryoda Sato エンジンの点火装置
WO1992008048A2 (fr) * 1990-11-03 1992-05-14 Dawson Royalties Limited Circuit electrique
US5168858A (en) * 1991-09-09 1992-12-08 Frank Mong Ignition energy and duration augmentation

Patent Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS555461A (en) * 1978-06-28 1980-01-16 Noboru Suzuki Ignition device for internal combustion engine
EP0147613A2 (fr) * 1983-12-24 1985-07-10 Robert Bosch Gmbh Bougie d'allumage pour un moteur à combustion interne
JPH04116268A (ja) * 1990-09-07 1992-04-16 Ryoda Sato エンジンの点火装置
WO1992008048A2 (fr) * 1990-11-03 1992-05-14 Dawson Royalties Limited Circuit electrique
US5168858A (en) * 1991-09-09 1992-12-08 Frank Mong Ignition energy and duration augmentation

Non-Patent Citations (3)

* Cited by examiner, † Cited by third party
Title
PATENT ABSTRACTS OF JAPAN vol. 16, no. 370 (M - 1292) 10 August 1992 (1992-08-10) *
PATENT ABSTRACTS OF JAPAN vol. 4, no. 29 (M - 002) 14 March 1980 (1980-03-14) *
See also references of EP0638141A1 *

Also Published As

Publication number Publication date
AU5890094A (en) 1994-08-15
EP0638141A1 (fr) 1995-02-15
GB9301844D0 (en) 1993-03-17

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