U.S. patent number 3,599,615 [Application Number 04/828,990] was granted by the patent office on 1971-08-17 for spark advance mechanism for solid state ignition systems.
This patent grant is currently assigned to Motorola, Inc.. Invention is credited to Roland J. Foreman, William J. Warner.
United States Patent |
3,599,615 |
Foreman , et al. |
August 17, 1971 |
SPARK ADVANCE MECHANISM FOR SOLID STATE IGNITION SYSTEMS
Abstract
A spark advance mechanism for an internal combustion engine is
included in a variable reluctance voltage generator comprised of a
magnet embedded in a member rotating in synchronism with the engine
which moves the magnet passed a sensor coil having a shaped core.
When the voltage generated in the sensor coil by the rate of change
of flux from the magnet rises to a given threshold amplitude it
triggers an ignition circuit thereby producing a spark to ignite
fuel in the engine. Spark advance is accomplished by varying the
rate of change of flux through selectively shaping the portion of
the core which is adjacent to the path of the magnet.
Inventors: |
Foreman; Roland J. (Franklin
Park, IL), Warner; William J. (Schaumburg, IL) |
Assignee: |
Motorola, Inc. (Franklin Park,
IL)
|
Family
ID: |
25253236 |
Appl.
No.: |
04/828,990 |
Filed: |
May 29, 1969 |
Current U.S.
Class: |
123/48R; 310/159;
123/406.57 |
Current CPC
Class: |
F02P
1/086 (20130101); F02P 7/0675 (20130101); F02P
5/155 (20130101); Y02T 10/46 (20130101); Y02T
10/40 (20130101) |
Current International
Class: |
F02P
1/08 (20060101); F02P 7/00 (20060101); F02P
1/00 (20060101); F02P 5/145 (20060101); F02P
5/155 (20060101); F02P 7/067 (20060101); F02p
003/04 () |
Field of
Search: |
;123/148AC,148E,149,149D
;310/159 |
References Cited
[Referenced By]
U.S. Patent Documents
Primary Examiner: Goodridge; Laurence M.
Claims
We claim:
1. A capacitor discharge ignition system including a pulse-actuated
circuit for discharging the capacitor to fire the engine, including
in combination:
pulse generator means having a rotating member, magnet means
providing flux and being integral with said rotating member, said
magnet means being moved by said rotating member along a
predetermined path;
a first pole piece having first and second leg portions each
positioned in a spaced relation to said predetermined path of said
magnet means a charging coil wound about one of said leg portions
whereby said magnet means passing by said pole piece completes a
flux path through said magnet and said first and second leg
portions of said pole piece thereby inducing a current in said
charging coil for charging the ignition capacitor subsequent to the
discharge thereof;
a second pole piece having a first portion positioned in a spaced
relation to said predetermined path of said magnet means and a
second portion extending in a spaced relation to said second leg
portion of said first pole piece, a pulse producing triggering coil
wound about said second pole piece;
said magnet means further completing a flux path through said
second leg portion of said first pole piece, said extended second
portion of said pole piece and said second pole piece to generate a
pulse in said triggering coil for discharging the ignition
capacitor.
2. The capacitor discharge ignition system of claim 1 wherein the
pulse-actuated circuit is responsive to said pulse reaching a
threshold level to discharge the ignition capacitor to produce a
spark for igniting fuel in the engine, and said first portion of
said second pole piece has a selectively shaped portion positioned
in s spaced relation to said predetermined path of said magnet
means and producing a changing gap therebetween which varies at a
rate responsive to the angular velocity of the rotating member,
said changing gap varying the rate of change of magnetic flux from
said magnet means as said magnet means passes said shaped portion
to produce said pulse in said pulse-producing triggering coil which
rises to said threshold level at a rotational position of said
rotating member which varies in accordance with the angular
velocity thereof thus providing a selected spark advance
characteristic.
3. The electronic ignition system of claim 2 wherein said
selectively shaped portion of said second pole piece provides a
predetermined decreasing gap between it and said magnet means as
said magnet means passes said shaped portion so that the degree of
rotation of said rotating member at which said pulses reach said
threshold level varies with the angular velocity of said magnet
means to provide said selected spark advance characteristic.
4. The capacitor discharge ignition system of claim 1 wherein said
rotating member is the flywheel of an internal combustion
engine.
5. The capacitor discharge ignition system of claim 1 wherein the
pulse actuated circuit is comprised of:
trigger means having input, control and output electrodes; said
charging coil being connected to the ignition capacitor for
charging the same; the ignition capacitor being connected to said
input electrode of said trigger means; said pulse producing trigger
coil being connected to said control electrode of said trigger
means for operating the same, said trigger means being rendered
conductive in response to each of said pulses to discharge said
ignition capacitor to produce the sparks for igniting fuel in the
engine.
6. The capacitor discharge ignition system of claim 5 wherein said
trigger means is a semiconductor device having a trigger threshold
level which changes with temperature deviation; temperature
variable resistance means connected to said control electrode of
said semiconductor device, said temperature variable resistive
means having a resistance which changes with said temperature
deviation to vary the amplitude of said pulses to compensate for
said changes in said trigger threshold level so that said ignition
system provides a spark advance characteristic which is
substantially independent of said temperature deviation.
Description
BACKGROUND OF THE INVENTION
Breakerless capacitor discharge ignition systems utilizing solid
state devices in place of prior art mechanical breaker points have
been proposed for use in many types of internal combustion engines.
Contact burning and timing drift which plague the prior art systems
are representative of the problems eliminated by these breakerless
systems. Electronic spark advance mechanisms with no moving parts
in contact with each other have also been designed to further
improve the breakerless ignition systems by replacing mechanical
spark devices.
One of these electronic spark advance mechanisms is built into a
variable reluctance voltage generator wherein a shaped reluctance
segment, fastened to and rotated with the flywheel of an internal
combustion engine, shifts the rate of change of magnetic flux in a
magnetic pickup thereby generating a voltage pulse in coincidence
with each revolution of the flywheel. The rotational positions of
the flywheel when each of these pulses occur varies as a function
of the angular velocity of the flywheel because of the spaced
reluctance segment. When each of these subsequent voltage pulses
reaches a threshold or trigger amplitude, it activates circuit
elements in an ignition circuit which discharge an ignition
capacitor through an ignition transformer thus providing a high
tension igniting spark in a spark plug.
The magnetic pickup of the generator is comprised of a permanent
magnet fixed in abutting relation to a core which is part of a flux
path including an airgap through which the spaced segment is moved.
Also included in the magnetic pickup is a coil electrically coupled
to the flux so as to develop the trigger or voltage pulses in
response to the rate of change thereof.
Problems inherent in the construction of this magnetic pickup,
however, reduce its reliability and the adaptability of the spark
advance mechanism. One particular problem relates to mechanically
fixing the magnet to the core of the coil. Sometimes the magnet is
held to the core by a clip or by an adhesive either of which tends
to weaken with age and heat. The magnet, consequently, can be
vibrated loose thereby reducing the longivity and reliability of
the ignition system. Furthermore, while designing or improving the
ignition system it is often desirably to modify the spark advance
characteristic of the generator. In the foregoing prior art
embodiment it may be necessary to disassemble the engine and
remachine the flywheel and the shaped reluctance segment to
accomplish the desired modification.
SUMMARY OF THE INVENTION
An object of one embodiment of the invention is to provide an
improved mechanism for electronically advancing ignition sparks for
use by an ignition system.
Another object is to provide an ignition system having a spark
advance mechanism which reliable, easy to install, and contains a
minimum number of parts.
The improved spark advance mechanism of one embodiment of the
invention is included in a variable reluctance voltage generator
which supplies pulses to trigger a capacitor discharge ignition
circuit. The components of the ignition circuit respond at a
threshold amplitude of each pulse to discharge an ignition
capacitor through an ignition transformer connected to a
spark-producing device for providing a spark which ignites fuel in
the engine. This voltage generator includes a magnet fastened to a
rotatable member synchronized with the engine and a sensor coil
wound on a core of low reluctance material having a shaped portion
adjacent to the path of the magnet. The changing flux from the
magnet flowing through the core produces a trigger pulse in the
sensor coil which has an amplitude proportional to the rate of
change of flux. As the magnet passes the core the shaped portion
thereof provides a gap between it and the magnet which varies at a
rate depending on the speed of the magnet thus changing the
reluctance and magnetic flux through the core at a predetermined
rate for a given angular velocity of the rotatable member. The rate
of change of magnetic flux is, consequently, a function of both the
angular velocity of the rotating member and the shape of the gap.
The amplitude of each trigger pulse, therefore, rises to the firing
amplitude at a rotational position of the magnet which varies with
the angular velocity of the rotatable member and the shape of the
core to produce spark advance. The placement and shape of the core
can be conveniently tailored to provide different spark advance
versus r.p.m. characteristics for different engines and operating
conditions. Since the spark advance mechanism of the preferred
embodiment of the invention does not include the magnetic pickup
and reluctance segment of the prior art, the problems associated
therewith are eliminated.
BRIEF DESCRIPTION OF THE DRAWINGS
FIG. 1 is a plan view of the variable reluctance generator of one
embodiment of the invention;
FIG. 2 illustrates the waveform of the voltage induced by the
changing magnetic flux in the charge and sensor coils;
FIG. 3 is a schematic diagram of a capacitor discharge ignition
circuit;
FIG. 4 is a graph illustrating spark advance as a function of
engine r.p.m.; and
FIG. 5 shows an outline of a core for the sensor coil used in one
application.
DESCRIPTION OF THE PREFERRED EMBODIMENT
Referring first to FIG. 1, the variable reluctance voltage
generator includes member 10 which is the flywheel or some other
member rotating in synchronism with the internal combustion engine.
Magnet 12 is embedded in or fastened to member 10 and moved
therewith. Charge coil 14 and its pole piece 16 are positioned in a
spaced relation to the path of magnet 12. Moreover, core 18 of
sensor coil 20 is positioned in a spaced relation to pole piece 16
and the path of magnet 12. As magnet 12 is rotated in a
counterclockwise direction past pole piece 16, the changing flux
from the magnet passing through pole piece 16 induces an
alternating voltage across charge coil 14 having the general shape
of the waveform in FIG. 2. The magnet then proceeds to pass shaped
core 18 to likewise induce a voltage of the shape shown in FIG. 2
across coil 20.
It should be noted that the flux path for core 18 includes the
adjacent leg 21 of pole piece 16. The advantage of this structural
arrangement will be subsequently pointed out.
In FIG. 3 charge coil 14 and sensor coil 20 are shown connected to
ignition circuit 21. Charge coil 14 is connected between ground or
a reference potential, and a rectifying diode 22 is connected
thereto. The diode 22 is poled to allow the positive pulse 23 (FIG.
2) of the voltage induced in coil 14 to charge ignition capacitor
24. The capacitor 24 is connected to anode 26 of silicon-controlled
rectifier (SCR) 28. Sensor coil 20 is connected across gate 30 and
cathode 32 of SCR 28. The series combination of diode 34 and
resistor 36 is connected in parallel with sensor coil 20 and gate
cathode junction by of SCR 28. Diode 34 protects the gate cathode
junction by conducting on the negative portions 37 and 38, shown in
FIG. 2, of the waveform induced across sensor coil 20. Resistor 36
limits the current flow through the circuit comprised of coil 20,
diode 34, and resistor 36 thus reducing hysteresis or saturation
recovery problems in core 18 caused by voltage having large
amplitudes which are generated at high r.p.m. of member 10.
Thermistor 39, connected in parallel with sensor coil 20, has a
negative temperature coefficient. It temperature compensates for
the lowering threshold or firing voltage of SCR 28 at high
temperature by decreasing its resistance to the induced potential
applied to the gate 30 thereby requiring correspondingly more
voltage to fire the SCR. In addition, it compensates for the
raising threshold voltage at lowering temperature by increasing its
resistance to the induced voltage in coil 20, thereby requiring
correspondingly less voltage to fire the SCR 28. The overall
result, consequently, is that the firing amplitude of the trigger
voltage across sensor coil 20 remains constant with temperature
even though the characteristics of SCR 28 are changing.
In operation as magnet 12 passes charge coil 14, a positive voltage
is developed across ignition capacitor 24. An instant of time later
as magnet 12 passes core 18 of sensor coil 20, a positive voltage
begins to build up between the gate and cathode of SCR 28. When the
positive voltage reaches the threshold or firing potential, the SCR
conducts to discharge ignition capacitor 24 through the primary
winding 40 of ignition transformer 42 thereby producing a high
tension voltage in secondary winding 44 which appears across spark
gap 46 of spark plug 47 to ignite fuel in the internal combustion
engine.
For the internal combustion engine to operate at maximum
efficiency, it is necessary for each ignition spark to occur at a
variable period of time before the piston reaches top dead center
(TDC). An ignition spark occurring before TDC is said to be
"advanced" and the amount of advance is measured in terms of crank
angle degrees before TDC. The optimum amount of spark advance for
best power and minimum fuel depends on many conditions but in
general it should increase as the engine r.p.m. increases.
The spark advancing function of shaped core 18 which is made of
ferrite or some other low reluctance material will now be
explained. Referring back to FIG. 1, as magnet 12 approaches core
18 it reaches a point on its path where the magnetic flux therefrom
encounters a gap 48 initially having the width of dimension A which
diminishes to a width of dimension B. This gap deviates, therefore,
at a predetermined rate for a given rate of rotation of member 10.
Since the flux through core 18 varies as the reluctance controlled
by the gap width, the rate of change of flux will correspondingly
vary as determined by the changing gap width for a fixed angular
velocity of member 10. The rate of change of flux also varies with
the speed of magnet 12 which is controlled by the angular velocity
and the diameter of member 10.
The amplitude of the voltage produced across sensor coil 20 is
proportional to the rate of change of flux. Consequently, at a slow
angular velocity of member 10, the rate of change of flux from
magnet 12 might not be great enough to produce the firing amplitude
across sensor coil 20 until a point in time when pole 52 of magnet
12 approaches tip 54 of the shaped core 18. Alternatively, when
member 10 is rotating at a high angular velocity the rate of change
of flux, because of the increase in speed of magnet 12, will
produce the firing amplitude at a point in time when the pole 52 of
magnet 12 is approaching the leading edge 56 of shaped core 18. As
a result, the amplitude of the trigger pulse in the sensor coil
rises to the firing amplitude at the rotational position of magnet
12 which varies in accordance with the angular velocity of member
10 thus producing the desired spark advance.
By placing core 18 in a spaced relation to leg 21 on pole piece 16,
the total reluctance in the flux path for sensor coil 20 is reduced
thus enabling the change in reluctance across varying gap 48 to be
a greater proportion of the total reluctance and thereby increasing
the sensitivity of the spark advance mechanism. Pole piece 16,
therefore, provides most of the flux path for charge coil 14 and a
portion of the flux path for sensor coil 20. Moreover, by utilizing
pole piece 16 in this manner less overall weight is added to the
generator than would be the case if an additional flux return leg
was built into core 18.
The combination of sensor coil 20 and its core 18 replace the
magnetic pickup units employed in the prior art, which used a
variable reluctance segment in place of magnet 12. Reluctance gap
48 of the preferred embodiment of the invention can be easily
modified by changing the shape of core 18 adjacent flywheel 10. To
modify the prior art variable reluctance generator, however, it is
usually necessary to remove the flywheel from the engine and the
shaped segment from the flywheel and reform both the flywheel and
the segment. In addition magnet 12 of the preferred embodiment is
embedded in the material of the flywheel rather than being attached
to a flux core where it would be subject to vibration which might
shake it loose thereby rendering the ignition system
inoperative.
One particular capacitor discharge ignition system for an internal
combustion engine of a chain saw utilizing the spark advance
mechanism of the preferred embodiment of the invention has the
following dimensions: (See FIG. 1 for the placement of core 18 with
respect to the flywheel 10 and pole piece 16.) A =0.153 inch B
=0.010 inch C =1.200 inch FIG. 5 shows the actual size and shape of
the ferrite core 18 for spark advance mechanism of the ignition
system.
The curve of FIG. 4 shows the resulting spark advance
characteristic 60 in terms of crank angle degrees before TDC as a
function of r.p.m. in thousands. For the particular chain saw
engine and operating conditions it is desirable for the spark
advance to rapidly increase from 300 r.p.m. to 1,000 r.p.m., as
shown between points 62 and 64 on FIG. 4. Less spark advance is
required and thus provided above 1,000 r.p.m. The shape and
placement of core 18 was adjusted to give the desired
characteristic. The scope of the invention includes tailoring the
shape and placement of core 18 to give other spark advance
characteristics.
What has been described, therefore, is a simple spark advance
mechanism which is reliable, easy to maintain, and inexpensive. The
mechanism has no moving parts in contact with each other and it can
be conveniently modified to produce specific spark advance
characteristics by changing the shape and spacing of the core of
the sensing coil.
* * * * *