U.S. patent number 3,880,133 [Application Number 05/355,013] was granted by the patent office on 1975-04-29 for breakerless ignition system.
This patent grant is currently assigned to Kokusan Denki Co., Ltd.. Invention is credited to Mitsuo Katsumata.
United States Patent |
3,880,133 |
Katsumata |
April 29, 1975 |
BREAKERLESS IGNITION SYSTEM
Abstract
A breakerless ignition system for an internal combustion engine,
which is of capacitor discharging type comprising a controlled
rectifier to control the discharging current of a capacitor to
supply firing current through the controlled electrode and cathode
of said controlled rectifier for conduction thereof, characterized
in that control means is provided which comprises at least two
ignition signal sources one of which has a different characteristic
of ignition in advanced phase relative to revolution of the engine
from that of the other source and transformer means to compound the
signal outputs from said ignition signal sources whereby proper
advanced ignition phase can be provided to the engine.
Inventors: |
Katsumata; Mitsuo (Numazu,
JA) |
Assignee: |
Kokusan Denki Co., Ltd.
(Numazu, JA)
|
Family
ID: |
12896696 |
Appl.
No.: |
05/355,013 |
Filed: |
April 27, 1973 |
Foreign Application Priority Data
|
|
|
|
|
May 2, 1972 [JA] |
|
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47-51789 |
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Current U.S.
Class: |
123/406.57;
315/209CD; 123/149G; 123/599 |
Current CPC
Class: |
F02P
1/086 (20130101) |
Current International
Class: |
F02P
1/00 (20060101); F02P 1/08 (20060101); F02p
001/00 () |
Field of
Search: |
;123/148 |
References Cited
[Referenced By]
U.S. Patent Documents
Primary Examiner: Antonakas; Manuel A.
Assistant Examiner: Cranson, Jr.; James W.
Attorney, Agent or Firm: Watson, Leaverworth, Kelton &
Taggart
Claims
What is claimed is:
1. A breakerless ignition system for an internal combustion engine,
comprising an ignition coil, an ignition plug connected to the
secondary side of said ignition coil and received in the cylinder
of the engine for igniting a fuel gas therein, a capacitor
connected to a primary side of said ignition coil, a power source
to charge said capacitor, a controlled rectifier to control the
discharge of said capacitor through the primary side of said
ignition coil for energization thereof, and ignition control means
to supply firing current through the controlled electrode and
cathode of said controlled rectifier for conduction thereof,
characterized in that said ignition control means comprises at
least two ignition signal sources one of which has a different
characteristic of ignition in advanced phase against revolution of
the engine from that of the other signal source and transformer
means for compounding the signal outputs of said ignition signal
sources and coupling said signal outputs to said controlled
electrode, said transformer means having saturable core means for
limiting the time width of signals coupled through said transformer
means, whereby proper advanced ignition phase can be provided to
the engine.
2. A breakerless ignition system as set forth in claim 1,
characterized in that said ignition control means further comprises
a modulator connected in series circuit with one of said ignition
signal sources.
3. A breakerless ignition system as set forth in claim 2, wherein
the other of said ignition signal sources controls firing of said
controlled rectifier during lower speed of operation of the
engine.
4. A breakerless ignition system as set forth in claim 3, wherein
said modulator comprises an inductance.
5. A breakerless ignition system as set forth in claim 2, wherein
one of said ignition signal sources controls firing of said
controlled rectifier during higher speed of operation of the
engine.
6. A breakerless ignition system as set forth in claim 5, wherein
said modulator comprises a linear resistance.
7. A breakerless ignition system as set forth in claim 5, wherein
said modulator comprises a diode.
8. A breakerless ignition system as set forth in claim 5, wherein
said modulator comprises a capacitance.
9. A breakerless ignition system as set forth in claim 5, wherein
said modulator comprises a diode in series circuit with a Zener
diode.
10. A breakerless ignition system as set forth in claim 1,
characterized in that said ignition control means further comprises
modulators respectively connected in series circuit with said
ignition signal sources.
11. A breakerless ignition system as set forth in claim 10, wherein
one of said modulators comprises a linear resistance.
12. A breakerless ignition system as set forth in claim 10, wherein
one of said modulators comprises a diode.
13. A breakerless ignition system as set forth in claim 10, wherein
one of said modulators comprises a capacitance.
14. A breakerless ignition system as set forth in claim 13, wherein
the other modulator comprises an inductance.
15. A breakerless ignition system as set forth in claim 11, wherein
one of said modulators comprises a diode in series circuit with a
Zener diode.
16. A breakerless ignition system as set forth in claim 1, wherein
said transformer means comprises primary winding means and
secondary winding means, said primary winding means comprising a
tapped winding one end of which is grounded to earth, and one of
said signal sources being connected to the non-grounded end of said
tapped winding and the other signal source being connected to the
tap of said tapped winding.
Description
FIELD OF THE INVENTION
This invention relates generally to a breakerless ignition system
for an internal combustion engine and more particularly to control
means for a breakerless ignition system for an internal combustion
engine.
BACKGROUND OF THE INVENTION
In an internal combustion engine, the ignition position of a piston
in the engine is preferred to be generally 5.degree. to 10.degree.
before the upper dead point of the piston for continuation of
stable revolution of the engine during lower speed of operation
thereof and on the other hand to be generally 20.degree. to
35.degree. during higher speed of operation thereof.
As shown in FIG. 6 of the accompanying drawings, preferred advanced
ignition degree of the piston has been plotted against revolution
of the engine as in the dotted line a-b-c-d, which is ideal curve
for proper operation of the engine.
As known in the art, the breakerless ignition system comprises a
semiconductor controlled rectifier to control the conduction of a
primary ignition current through an ignition coil. Conventionally,
the controlled rectifier has been controlled in its controlled
electrode by a single ignition signal source which in turn produces
an ignition signal in timing relation to the position of the piston
in the engine for conduction of the controlled rectifier. As
understood by those skilled in the art, the single ignition signal
source, which may be a generator coil, can produce a predetermined
signal having a characteristic of ignition in the form of a
simplified curve as shown in the dot and dash line of FIG. 6.
Therefore, if the generator coil would be designed to have an
output saturated at the low level corresponding to that of ideal
curve required for stable revolution during lower speed of
operation of the engine, it then produces an unsuitable output for
stable revolution during higher speed of operation of the engine,
and vice versa. Thus, the conventional breakerless ignition system
does not provide a proper ignition spark in the cylinder of the
engine entirely during wider speed of operation thereof.
A SUMMARY OF THE INVENTION
Accordingly, it is a principal object of the present invention to
provide a breakerless ignition system for an internal combustion
engine in which provision is made of ignition spark properly
advanced in phase during both lower and higher speeds of operation
of the engine.
In accordance with the present invention, there is provided a
breakerless ignition system for an internal combustion engine,
which comprises an ignition coil, an ignition plug connected to a
secondary side of said ignition coil and received in the cylinder
of the engine for ignition of a fuel gas therein, a capacitor
connected to a primary side of said ignition coil, a power source
to charge said capacitor, a controlled rectifier to control the
discharge of said capacitor through the primary side of said
ignition coil for energization thereof, and control means to supply
firing current through the controlled electrode and cathode of said
controlled rectifier for conduction thereof, characterized in said
control means comprising at least two ignition signal sources, one
of which has a different characteristic of ignition in advanced
phase relative to revolution of the engine from that of the other
source, and transformer means to compound signal outputs from said
ignition signal sources whereby proper advanced ignition phase can
be provided to the engine.
BRIEF DESCRIPTION OF THE DRAWINGS
The above and other features and advantages of the present
invention will become apparent to those skilled in the art from the
teachings of the following description of preferred embodiments
with reference to the accompanying drawings;
FIG. 1 is a schematic diagram of one preferred embodiment of a
breakerless ignition system for an internal combustion engine in
accordance with the present invention;
FIG. 2 shows characteristic curves of ignition degrees plotted
against revolution of the engine when an output of an ignition
signal generator is adjusted by modulators for use in the present
invention;
FIG. 3A shows a modification of a modulator for use in the present
invention;
FIG. 3B shows further modification of a modulator in use for the
present invention;
FIG. 3C shows another modification of a modulator in use for the
present invention;
FIG. 4 is a schematic diagram of a modification of the present
invention;
FIG. 5 is a schematic diagram of another modification of the
present invention;
and FIG. 6 shows characteristic curves of ignition degree against
revolution of the engine in accordance with the present
invention.
DETAILED DESCRIPTION OF PREFERRED EMBODIMENTS
Referring now to FIG. 1, there is shown a breakerless ignition
system for an internal combustion engine, indicated generally at
numeral 1. While the embodiment is described which is applied to a
single-cylindered engine, it will be understood by those skilled in
the art that it will be able to be applied to multiple-cylindered
engine. The ignition system 1 comprises an ignition coil 2 with a
primary side thereof grounded at one end to earth and with a
secondary side of the ignition coil 2 connected to one end of an
ignition plug 3 received in a combustion chamber in the cylinder of
the engine for ignition of compressed fuel gas therein and grounded
at the other end thereof to earth.
This ignition system is shown to be of capacitor discharge type
including a capacitor 4 connected at one end to the other end of
the primary side of the ignition coil 2. A power source, such as a
magneto generator 5, is provided which comprises an armature coil
5a grounded at one end thereof to earth and connected at the other
end thereof to anode of a diode 6, the cathode of which is
connected to the other end of the capacitor 4. The generator 5 is
driven by the engine and produces electric power in timing relation
to revolution of the engine, which has an alternative wave form.
Thus, when the output is of positive half wave as indicated by an
arrow is generated from the magneto generator 5, the current flows
through the diode 6 to the capacitor 4 and then through the primary
side of the ignition coil 2 back to the generator 5 to charge the
capacitor 4 to gradually increase the voltage across the capacitor
4.
In order to discharge the capacitor 4 through the primary side of
the ignition coil 2 there is provided a semiconductor controlled
rectifier such as thyristor 7 which has the anode thereof connected
to the said other end of the capacitor 4 and its cathode grounded
to earth. When the thyristor 7 is in the conductive state as the
capacitor 4 remains at high level in voltage, the latter is
discharged through the thyristor 7 and then through the primary
side of the ignition coil 2 to establish higher voltage across both
ends of the secondary side of the ignition coil 2 and therefore, to
spark in the ignition plug 3 to ignite the compressed fuel gas in
the cylinder.
Ignition control means 8, which serves to fire the controlled
rectifier in timing relation to the position of the piston in the
cylinder, comprises two ignition signal sources which are formed of
two signal coils 9 and 9' of a magneto type signal generator driven
by the engine, with respective one ends of the signal coils
grounded to earth. The signal coils 9 and 9' are associated with
the thyristor 7 as described hereinafter, and are so designed that
the signal output of the signal coil 9 is raised more rapidly than
that of the signal coil 9' and saturated at a lower level than the
latter. This can be accomplished by a modulator described just
hereinbelow, or alternatively by the signal coil 9 having more
numbers of turn than the signal coil 9' has. Thus, it will be noted
that the characteristic of ignition in advanced phase during lower
speed of operation of the engine is provided by the signal coil 9
to the ignition system while that during higher speed is provided
by the signal coil 9'. As well known, the signal generator may be
provided in the magneto generator 5 or alternatively separately
from the latter.
Ignition control means 8 also comprises a signal transformer 10
which includes two primary windings 11 and 11', a secondary winding
12 and a magnetic core 13 serving to magnetically couple the
primary windings 11 and 11' with the secondary winding 12. The
signal coil 9 is shown to be connected at the other end thereof to
one end of the transformer primary winding 11 and the signal coil
9' to be connected at the other end thereof to one end of the
transformer primary winding 11 through a modulator or adjustor 14
which may be in the form of a single resistance, with the other
ends of the primary windings grounded to earth. The modulator 14
will be described in more detail hereinafter. The secondary winding
12 has one end connected to an anode of a diode 15 the cathode of
which is connected to the gate of the thyristor 7 and has the other
end grounded to earth.
As understood, the transformer 10 serves to compound the signals
from the signal coils 9 and 9' of the magneto generator to supply
turn-on current to the gate and cathode of the thyristor 7 to turn
it on. Another function of the transformer 10 is to make the
ignition signal from control means 8 narrower in its width. The
ignition signal occurs while power from the magneto generator 5 is
of positive half wave and in the charging condition of the
capacitor 4, but if the ignition signal continues to occur after
power in the next positive half wave is produced from the magneto
generator 5, then the current which must flow through the capacitor
4 to charge it in the next charging cycle would flow through the
thyristor 7 without charging the capacitor to override the ignition
system. Therefore, the magnetic core 13 is preferably of saturable
type in which when it is energized to a predetermined degree it is
saturated and as a result even though energized furthermore the
magnetic flux through the core has no variation in amplitude. Thus,
its variation in amplitude occurs only before saturation of the
magnetic core to limit in width the ignition signal from control
means 8 that is derived from the secondary winding of the
transformer 10.
In operation, before the piston of the cylinder in the engine
reaches the explosion cycle, the capacitor 4 has been charged by
current flowing from the magneto generator 5 therethrough. On
taking consideration into a characteristic of ignition in advanced
phase only from the signal coil 9 of the ignition signal generator,
the output from the signal coil 9 flows through the primary winding
11 of the signal transformer 10 and the output from the secondary
winding 12 thereof flows through the forward diode 15 and then
through the gate and cathode of the thyristor 7. When the current
through the gate and cathode of the thyristor 7 reaches the turn-on
level, the thyristor is turned on to instantly discharge the
now-charged capacitor 4 through the anode and cathode of the
thyristor 7 and then through the primary side of the ignition coil
2. Thus, as aforementioned, high voltage is established across the
secondary side of the ignition coil 2 to permit the ignition plug 3
to spark for ignition of the now-compressed fuel gas in the
cylinder.
On taking into consideration a characteristic of ignition in
advanced phase only from the other signal coil 9' of the ignition
signal generator, during lower speed of operation of the engine the
output from the signal coil 9' has been substantially controlled or
blocked by the modulator 14 to have no effect of the turn-on of the
thyristor 7. As the engine operates or rotates at higher numbers of
revolution, the output from the signal coil 9' of the ignition
signal generator becomes higher to positively energize the primary
winding 11' of the transformer 10, the secondary winding 12 of
which permits the current to flow through the forward diode 15 and
then through the gate and cathode of the thyristor 7 in the same
manner as described in connection with the signal coil 9 of the
ignition signal generator. Now, the thyristor 7 is fired so that
the discharging current flows from the capacitor 4 through the
primary side of the ignition coil 2 for sparking of the ignition
plug 3. Thus, when the engine operates at lower speed, the signal
output from the signal coil 9 of the generator permits the
thyristor 7 to become conductive to control the discharge or
primary ignition current through the primary side of the ignition
coil 2. The characteristic of ignition in advanced phase through
the signal coil 9 is shown in solid curve e-f of FIG. 6. On the
other hand, when the engine operates at higher speed, the signal
output from the signal coil 9' of the signal generator permits the
thyristor 7 to become conductive to control the primary ignition
current through the primary side of the ignition coil 2. The
characteristic of ignition in advanced phase through the signal
coil 9' is shown in solid curve g-h of FIG. 6. Since the signal
transformer 10 may be energized by either of the signal outputs
from the signal coils 9 and 9' of the signal generator depending
upon the numbers of revolution of the engine, the ignition system
in accordance with the present invention provides the
characteristic of ignition in advanced phase as shown in composite
curve e-g-h, which is substantially close to the ideal curve
a-b-c-d in FIG. 6.
The modulator 14, which comprises the resistor in a system of FIG.
1, serves to modulate the signal output from signal coil 9' of the
signal generator so that the characteristic of ignition through the
signal coil 9' differs from that through the signal coil 9. A
separate modulator may be associated with the signal coil 9 of the
signal generator as described hereinafter. In the alternative form,
the modulator may comprise inductance L, capacitor C or composite
elements selected from the group consisting of inductance,
capacitor and resistance. FIG. 2 shows the characteristics of
ignition in advanced phase in case of application of the above
modulator element to the ignition system, in which the abscissa
shows numbers of revolution of the engine N while the ordinate
shows the advanced degree of ignition. When the modulator comprises
inductance L in series with the signal coil of the signal generator
it tends to restrain the system from advancing in ignition as shown
in curve a of FIG. 2. On the contrary, when capacitor C is
employed, the system tends to have no advancing effect during lower
speed of operation of the engine and to have considerable advancing
effect during higher speed as shown in curve b of FIG. 2. When
resistance is employed as shown in FIG. 1, the system presents the
linear characteristic of ignition in advanced phase as shown in
curve c of FIG. 2. The resistance may be replaced by non-linear
resistance, an example of which will be described hereinafter.
The ignition control means 8 of FIG. 3A includes a modulator 14'a
comprising a capacitor C in series with the signal coil 9' of the
signal generator and a second modulator 14'b comprising an
inductance L in series with the signal coil 9 of the signal
generator. In FIG. 3B the modulator 14"a is shown to comprise a
diode in series with the signal coil 9', which is of non-linear
resistance while the modulator 14"b comprises an inductance L in
series with the signal coil 9, which is identical to the modulator
14'h of FIG. 3A. Ignition control means 8 of FIG. 3c includes a
modulator 14"a comprising a combination of series-connected diode D
and Zener diode ZD in series with the signal coil 9' with the Zener
diode connected in reverse direction relative to the signal coil
9'. In order to by-pass the negative half wave of output from the
signal coil 9 (shown in dotted arrow), there is provided a diode 16
in parallel with the signal coil 9 of the signal generator. In this
embodiment, when the engine operates at lower speed, the signal
from the signal coil 9' is blocked by the Zener diode ZD.
FIG. 4 shows a modification of the ignition system in accordance
with the present invention in which the signal transformer 10A
comprises a single primary winding 11A to which are connected in
parallel the signal coils 9 and 9' of the signal generator and in
which the signal coils have respective modulators 14A and 14'A
connected in series thereto. The modulators 14A and 14'A may be
preferably in the form of inductance and capacitor, respectively as
shown in FIG. 3A. Alternatively, those modulators may be of such
type as shown in FIG. 3B. It will be understood that the operation
of the ignition system shown in FIG. 4 is substantially identical
to that shown in FIG. 1.
FIG. 5 shows another modification of the present invention in which
the signal transformer 10B comprises a tapped primary winding 11B
the non-grounded end of which is connected the signal coil 9' and
the tap of which is connected the signal coil 9 of the signal
generator. In this embodiment, the modulators 14B and 14'B may be
provided in association with the signal coils 9 and 9', which may
be of such type as shown in FIG. 3A or 3. With this arrangement,
when the engine operates at lower speed, the signal output from the
signal coil 9 is transformed in high ratio of transformation
through the signal transformer 10B, as understood by those skilled
in the art.
While some preferred embodiments have been described with reference
to the accompanying drawings, it is intended not to limit the
invention thereto, but various modifications and variations may be
made within the spirit and scope of the present invention, which
should be defined by the appended claims.
* * * * *