U.S. patent number 3,747,582 [Application Number 05/231,470] was granted by the patent office on 1973-07-24 for ignition system for multicylinder internal combustion engine.
This patent grant is currently assigned to Nippondenso Co., Ltd.. Invention is credited to Minoru Kato.
United States Patent |
3,747,582 |
Kato |
July 24, 1973 |
IGNITION SYSTEM FOR MULTICYLINDER INTERNAL COMBUSTION ENGINE
Abstract
An ignition system for a multicylinder internal combustion
engine comprising an ignition power source, a capacitor, a pair of
charging circuits, a pair of discharging circuits, a pair of
ignition coils each having a primary and a secondary winding, and
at least one ignition plug connected to each of the secondary
windings of the ignition coils. In the system, the charging
circuits are arranged to charge the capacitor in directions
opposite to each other, and the primary windings of the ignition
coils are disposed in such circuit portions of the discharging
circuits where these circuits do not overlap each other.
Inventors: |
Kato; Minoru (Kariya,
JA) |
Assignee: |
Nippondenso Co., Ltd.
(Aichi-ken, JA)
|
Family
ID: |
11791632 |
Appl.
No.: |
05/231,470 |
Filed: |
March 3, 1972 |
Foreign Application Priority Data
|
|
|
|
|
Mar 6, 1971 [JA] |
|
|
46/11940 |
|
Current U.S.
Class: |
123/599;
123/149D |
Current CPC
Class: |
F02P
3/0884 (20130101); F02P 7/03 (20130101); F02P
11/025 (20130101) |
Current International
Class: |
F02P
7/03 (20060101); F02P 3/08 (20060101); F02P
7/00 (20060101); F02P 3/00 (20060101); F02p
003/06 () |
Field of
Search: |
;123/148E,149 |
References Cited
[Referenced By]
U.S. Patent Documents
Primary Examiner: Goodridge; Laurence M.
Assistant Examiner: Flint; Cort
Claims
I claim:
1. An ignition system for use in a multicylinder internal
combustion engine each cylinder of which has at least one spark
plug comprising a capacitor, a power source for charging said
capacitor, a first charging circuit including a series connection
of said power source, said capacitor and a first switching means
controlling the charge-discharge of said capacitor so that current
supplied from said power source can pass successively through said
capacitor and said first switching means, a second charging circuit
including a series connection of said power source, said capacitor
and a second switching means controlling the charge-discharge of
said capacitor so that current supplied from said power source can
pass successively through said capacitor and said second switching
means, a first discharging circuit including a series connection of
said capacitor, said first switching means and a first diode so
that the discharge stored in said capacitor can be discharged
through said first switching means and said first diode, a second
discharging circuit including a series connection of said
capacitor, said second switching means and a second diode so that
the charge stored in said capacitor can be discharged through said
second switching means and said second diode, and a first and a
second ignition coils each including a primary and a secondary
windings, said first and second charging circuits being arranged to
charge said capacitor in directions opposite to each other, said
primary windings of said first and second ignition coils being
connected in series with said first and second switching means in
such circuit portions of said first and second discharging circuits
where said two discharging circuits do not overlap each other, and
each of said secondary windings of said first and second ignition
coils being connectable to each of said spark plug.
2. An ignition system as claimed in claim 1, in which said
capacitor charging power source comprises a magneto generator
having a pair of capacitor charging coils therein, one of said
capacitor charging coils being disposed in said first charging
circuit, while the other said capacitor charging coil being
disposed in said second charging circuit, and a pair of current
rectifying diodes are connected between said capacitor charging
coils and said capacitor in series therewith in said first and
second charging circuits respectively.
3. An ignition system as claimed in claim 1, in which said
capacitor charging power source comprises a magneto generator
having a single capacitor charging coil therein, a transformer
operatively connected to said magneto generator, said transformer
including a first, a second and a third cores, a primary coil wound
on said first core and connected to said capacitor charging coil, a
first and a second secondary coils wound on said second and third
cores and connected to said first and second charging circuits
respectively, whereby a first closed magnetic circuit is formed by
said first core mounting said primary coil thereon and said second
core mounting said first secondary coil thereon, and a second
closed magnetic circuit is formed by said first core and said third
core mounting said second secondary coil thereon, and a pair of
current rectifying diodes are connected between said first and
second secondary coils of said transformer and said capacitor in
series therewith in said first and second charging circuits
respectively.
4. An ignition system as claimed in claim 1, in which said
capacitor charging power source comprises a magneto generator
having a single capacitor charging coil therein, both ends of said
capacitor charging coil being connected to said first and second
charging circuits respectively, and a pair of current rectifying
diodes are connected between said capacitor charging coil and said
capacitor in series therewith in such circuit portions of said
first and second charging circuits where said charging circuits
overlap said first and second discharging circuits
respectively.
5. An ignition system as claimed in claim 4, in which said magneto
generator is provided with six poles.
6. An ignition system as claimed in claim 4, in which said magneto
generator is provided with four poles, and said first and second
switching means comprises a first and a second thyristors having a
gate respectively and a first and a second ignition signal
supplying means connected to the gate of said first and second
thyristors respectively, said first and second ignition signal
supplying means being adapted to apply alternately a set of two
ignition signals to the gate of said first and second thyristors
respectively in a 180.degree. spaced apart relationship, the
ignition signals in each set being 90.degree. out of phase from
each other in the angular position of rotation of said magneto
generator.
Description
BACKGROUND OF THE INVENTION
1. Field of the Invention
This invention relates to a capacitor discharge type ignition
system for use in multicylinder internal combustion engines such as
two-cycle two cylinder engines and four-cycle four cylinder
engines.
2. Description of the Prior Art
In known ignition systems of this kind, it is customary to provide
a power source for charging a single capacitor and to connect a
plurality of series circuits each including a series connecton of a
primary winding of an ignition coil and a switching means in
parallel with the capacitor, the number of these series circuits
being equal to the number of engine cylinders.
In the known ignition systems, semiconductor switching elements
such as thyristors or transistors are customarily used as the
switching means. In response to the conduction of the switching
element in one of the series circuits, the charge stored in the
capacitor is discharged by way of the series circuit and a high
voltage is induced in a secondary winding of the ignition coil in
the specific series circuit so that an ignition spark jumps across
the spark gap of the associated ignition plug. However, the known
ignition system of this kind has been defective in that the voltage
induced due to the discharge of the capacitor may be applied to the
switching element in another series circuit thereby turning on such
switching element with the result that all the charge stored in the
capacitor cannot be supplied to the former series circuit. Further,
due to the fact that the discharge current is also supplied to the
ignition coil in the latter series circuit, a high voltage is
prematurely induced in the secondary winding of the latter ignition
coil before the ignition period is reached, resulting in
mal-operation or preignition. Thus, difficulty in attaining proper
ignition control has been frequently encountered with the known
ignition system of this kind.
SUMMARY OF THE INVENTION
It is a primary object of the present invention to provide a novel
and useful ignition system which is free from the above defects and
can reliably operate with an improved and stable ignition
performance.
BRIEF DESCRIPTION OF THE DRAWINGS
FIG. 1 is an electrical circuit diagram of an embodiment of the
ignition system according to the present invention.
FIG. 2 is an electrical circuit diagram showing in detail the
structure of a d.c. -- a.c. converter shown in FIG 1.
FIGS. 3a, 3b, 3c and 3d show voltage waveforms for illustrating the
operation of the ignition system shown in FIG. 1.
FIG. 4 is an electrical circuit diagram showing the structure of
another form of switching means shown in FIG. 1.
FIG. 5 is an electrical circuit diagram of another embodiment of
the present invention.
FIG. 6 is a sectional view showing the structure of a magneto
generator and ignition signal supplying means shown in FIG. 5.
FIG. 7 is a section taken on the line VII-VII' in FIG. 6.
FIGS. 8a, 8b, 8c, 8d and 8e show voltage waveforms for illustrating
the operation of the ignition system shown in FIG. 5.
FIG. 9 is an electrical circuit diagram of a further embodiment of
the present invention.
FIG. 10 is a sectional view showing the structure of a magneto
generator and ignition signal supplying means shown in FIG. 9.
FIG. 11 is a section taken on the line XI-XI' in FIG. 10.
FIG. 12 is an electrical circuit diagram of another embodiment of
the present invention.
FIG. 13 is a sectional view showing the structure of one form of a
magneto generator and ignition signal supplying means shown in FIG.
12.
FIG. 14 is a sectional view showing the structure of another form
of the magneto generator and ignition signal supply means shown in
FIG. 12.
FIGS. 15a, 15b, 15c, 15d and 15e and FIGS. 16a, 16b, 16c, 16d and
16e show voltage waveforms for illustrating the operation of the
ignition system shown in FIG. 12.
FIG. 17 is an electrical circuit diagram showing another form of
electrical connection for an ignition coil in the first, second,
third and fourth embodiments of the present invention.
FIG. 18 is an electrical circuit diagram showing another form of
electrical connecton between an igniton coil and an ignition plug
in the embodiments of the present invention.
DESCRIPTION OF THE PREFERRED EMBODIMENTS
Referring to FIG. 1 showing a first embodiment of the present
invention, the positive terminal of a battery 1, whose negative
terminal is grounded, is connected to a d.c. -- a.c. converter 3
through an ignition switch 2. The d.c. -- a.c. converter 3 is of
the blocking oscillator type which converts a low d.c. output
voltage of the battery 1 into a high a.c. voltage and is composed
of a bias resistor 3a, a transistor 3b, a feedback resistor 3c, a
feedback capacitor 3d, a transformer 3e and a voltage spike
removing capacitor 3f as show n FIG. 2. The a.c. voltage produced
by the d.c. - a.c. converter 3 is subject to half-wave
rectification by a diode rectifier 4 which is connected to the
opposite terminals A and B of a capacitor 6 by way of respective
resistors 5a and 5b. One of the terminals A of the capacitor 6 is
connected to chassis ground across a primary winding 7a.sub.1 of an
ignition coil 7a and across the anode and cathode of a controlled
rectifier or thyristor 8a, while the other terminal B is connectd
to chassis ground across a primary winding 7 b.sub.1 of another
ignition coil 7b and across the anode and cathode of another
controlled rectifier or thyristor 8b. The former terminal A of the
capacitor 6 is further conected to chassis ground through a diode
9a which constitutes a discharging circuit together with the
primary winding 7a.sub.1 of the ignition coil 7aand the thyristor
8a, while the latter terminal B is similarly conneted to chassis
ground through another diode 9b which constitutes a discharging
circuit together with the primary winding 7b.sub.1 of the ignition
coil 7b and the thyristor 8b. These diodes 9a and 9 b are conected
at their anode to the chassis ground as shown in FIG. 1. The
respective gates of the thyristors 8a and 8b are connected to
breakers 10a and 10b, and the common junction points C and D
between these elements are connected to the positive terminal of
the battery 1 through respective resistors 11a and 11b and ignition
switch 2. The breakers 10a and 10b are alternately turned on and
off in synchronism with the rotation of the engine. Secondary
windings 7a.sub.2 and 7b.sub.2 of the ignition coils 7a and 7b are
connectd to ignition plugs 12a and 12b, and diodes 13a and 13b are
connected across the primary windings 7 a.sub.1 and 7b.sub.1 of the
ignition coils 7a and 7b for absorbing backward voltage,
respectively.
In operation, the ignition switch 2 is turned on when starting the
engine, and an ignition signal appears in response to the operation
of the breakers 10a and 10b. The waveform of the ignition signal
appearing at the point C in response to the operation of the
breaker 10 a is shown in FIG. 3 c, and the waveform of the ignition
signal appearing at the point D in response to the operation of the
breaker 10b is shown in FIG. 3d.
When the breaker 10a is turned off at time t.sub.1 in FIG. 3c, the
ignition signal is applied to the gate of the thyristor 8a, and the
terminal A of the capacitor 6 is shorted to chassis ground due to
the conduction of the thyristor 8a, thereby completing a charging
circuit which is traced from the power source 1 -- d.c. - a.c.
converter 3 -- diode 4 -- resistor 5b -- terminal B of capacitor 6
-- terminal A of capacitor 6 -- primary winding 7a.sub.1 of
ignition coil 7a -- thyristor 8a to chassis ground. As a result,
the capacitor 6 is charged in the state in which the terminal B is
positive relative to the terminal A. The manner of charging is
shown in FIG. 3b in which it will be seen that the capacitor 6 is
charged stepwise over several cycles of the a.c. voltage. The
charging operation continues until the ignition signal disappears
due to the turning on of the breaker 10a at time t.sub.2 or until
the no-load a.c. voltage level is reached, and at this time
t.sub.2, the charging opeation is completed.
The breaker 10b is tuned off at time t.sub.3 in FIG. 3d and the
ignition signal appears at the point D. The thyristor 8b conducts
and the charge stored in the capacitor 6 is discharged through a
discharging circuit which is traced from the terminal B of
capacitor 6 -- primary winding 7b.sub.1 of ignition coil 7b --
thyrisotr 8b -- chassis ground-- diode 9b to the other terminal A
of the capacitor 6. A high ignition voltage is induced in th
secondary winding 7 b.sub.2 of the ignition coil 7b and an ignition
spark jumps across the spark gap of the ignition plug 12b. At the
same time, the next charging operation for the capacitor 6 is
started. More precisely, a charging cicuit which is traced from the
power source 1-- d.c. - a.c. converter 3 -- diode 4 -- resistor 5a
-- terminal A of capacitor 6 terminal B of capacitor 6 -- primary
windng 7b.sub.1 of ignition coil 7b -- thyristor 8b to chassis
ground is completed due to the conduction of the thyristor 8 b, and
the charging operation for the capacitor 6 is started in a
direction opposite to that above described, that is, in the state
in which the terminal A is now positive relative to the terminal B.
The capacitor 6 is charged stepwise as shown in FIg. 3a, and the
charging operation continues until the ignition signal disappears
due to the turning on of the breaker 10b at time t.sub.4 or until
the no-load a.c. voltage level is reached. The charging operation
is completed at this time t.sub.4. The ignition signal appears
again at time t.sub.5 FIG. 3c and the thyristor 8a conducts again,
thereby completing a discharging circuit which is traced from the
terminal A of the capacitor 6 -- primary winding 7a.sub.1 of
ignition coil 7 a -- thyristor 8a -- chassis ground -- diode 9a to
the terminal B of the capacitor 6. Discharge current flows through
the primary winding 7a.sub.1 of the ignition coil pg,8 7aand a high
ignition voltage is induced in the secondary winding 7a.sub. 2 of
the ignition coil 7a so that an ignition spark jumps across the
spark gap of the ignition plug 12a.
It will be understood from the above description that, in the first
embodiment of the present invention, the single capacitor 6 is
charged alternately in opposite directions in response to the two
ignition signals and the capacitor discharge current is alternately
distributed to the two ignition coils 7a and 7b. Thus,
mal-operation of the semiconductor switching elements or thyristors
8a and 8b, which may result from external noise including ignition
sparks, would not in any way adversely affect the ignition
performance of the ignition system which can therefore operate
stably.
The semiconductor switching elements 8a and 8b shown in FIG. 1 may
be replaced by transistors 14a and 14b as shown in FIG. 4.
In a second embodiment of the present invention shown in FIG. 5 in
which like reference numerals are used to denote like parts
appearing in FIG. 1, a magneto generator 16 incorporating a pair of
capacitor charging coils 15a and 15b therein is provided to serve
as a power source for charging a capacitor 6. Means for applying an
ignition signal to controlled rectifiers or thyristors 8a and 8b
includes a pair of ignition signal generators 18 a and 18b having
ignition signal generating coils 17a and 17 b respectively. The
capacitor charging coils 15a and 15b are grounded at one end
thereof and are connected at the other end thereof to the opposite
terminals A and B of the capacitor 6 through diode rectifiers 4 a
and 4 b respectively. The ignition signal generating coils 17a and
17b are grounded at one end thereof and are connected at the other
end thereof to the gates of the thyristors 8a and 8b through diode
rectifiers 19and 19b respectively. The mechanical structure of the
magneto generator 16 and ignition signal generators 18a and 18b
will be described with reference to FIGS. 6 and 7.
The magneto generator 16 includes a rotor 16a which is driven by
the crankshaft 20 of an internal combustion engine. The rotor 16a
comprises a generally cup-shaped body 23 of iron, four radially
magnetized magnets 22a, 22b, 22c and 22d, and four pole pieces 21a,
2b, 21c and 21d. These magnets and pole pieces are disposed on the
inner periphery of the cup-shaped body 23 in an equally
circumferentially spaced relationship so that the adjacent pole
pieces have polarities opposite to each other as shown. A lug 23a
of magnetic material is provided at a suitable position on the
outer periphery of the cup-shaped body 23.
Two stators 16b and 16c are fixedly mounted on a stationary base
plate 24 opposite to the pole pieces 21a, 21b, 21c and 21d of the
rotor 16a. The latter stator 16c comprises an iron core 25b and a
coil 25a mounted on the iron core 25b and is provided for supplying
electric power to electric loads except the ignition means, such as
lamps and battery charging means not shown in FIG. 5. The former
stator 16b comprises a pair of iron core portions 15a' and 15b'
which are radially juxtaposed and magnetically coupled to each
other, and the capacitor charging coils 15a and 15b are mounted on
these iron core portions 15a' and 15b' respectively. The pole
pieces 21a, 21b, 21c and 21d of the rotor 16a are common to these
coils 15a and 15b too.
The ignition signal generating coils 17a and 17b are mounted on
timing cores 26a and 26b respectively. These timing cores 26a and
26b are bonded at one or outer end thereof to one end of magnets
27a and 27b which are bonded at the other end thereof to one of the
arms of generally L-shaped cores 28a and 28b respectively. The
elements 17a, 26a, 27a and 28a are enclosed in a mass of
non-magnetic material 29a to constitute a unit 30a, while the
elements 17b, 26b, 27b and 28b are similarly enclosed in a mass of
non-magnetic material 29b to constitute another unit 30b. These
units 30a and 30b are suitably secured to a stationary part (not
shown) in the vicinity of the magneto generator 16 in such a manner
that the inner end of each of the timing cores 26a and 26b is
cyclically brought to a position opposite to the lug 23a on the
rotor 16a during rotation of the rotor 16a and the inner end of the
other arm of each of the L-shaped cores 28a and 28b is opposite to
the outer peripheral surface of the rotor 16a. As the lug 23a on
the rotor 16a moves relative to the timing cores 26a and 26b, a
change in the magnetic reluctance occurs in the magnetic circuits
including respectively the magnets 27a and 27b, timing cores 26a
and 26b, lug 23a on the rotor 16a, cup-shaped body 23 and cores 28a
and 28b, and due to the variations in the magnetic flux, two
ignition signals 180.degree. out of phase from each other are
alternatively generated by the respective ignition signal
generating coils 17a and 17b.
The operation of the second embodiment of the present invention
will be described with reference to FIG. 5 and FIGS. 8a to 8e. FIG.
8a shows the waveform of no-load voltage appearing across the
capacitor charging coils 15a and 15b. FIG. 8b shows the voltage
waveform of the ignition signal applied to the gate of the
thyristor 8a from the ignition signal generating coil 17a. FIG. 8c
shows the voltage waveform of the ignition signal applied to the
gate of the thyristor 8b from the ignition signal generating coil
17b. In FIGS. 8a to 8e, the waveforms are plotted on the same time
axis, with the horizontal axis representing time t and the vertical
axis representing voltage v. Suppose that the voltage waveforms
have a predetermined phase relationship as seen in FIGS. 8a, 8b and
8c. At time t.sub.1 in FIG. 8, the voltage generated across the
capacitor charging coil 15a starts to increase toward the positive
side and the ignition signal having the waveform shown in FIG. 8b
is applied to the gate of the thyristor 8a so that the thyristor 8a
conducts. Due to the condution of the thyristor 8a, the charge
stored in the capacitor 6 is discharged through a primary winding
7a.sub.1 of an ignition coil 7a, thyristor 8a and diode 9a with the
result that a high voltage is induced in a secondary winding
7a.sub.2 of the ignition coil 7a and an ignition spark jumps across
the spark gap of an ignition plug 12a. At the same time the
capacitor charging coil 15a is shorted to chassis ground through
the primary winding 7a.sub.1 of the ignition coil 7a and the
thyristor 8a. Due to the flow of short-circuit current through the
capacitor charging coil 15a, magnetic flux corresponding to the
inverse ampere-turns is produced in the iron core porton 15a'
mounting the capacitor charging coil 15a thereon, and as a result,
almost all the magnetic flux emanating from the pole pieces passes
through the other iron core bportion 15b' where the magnetic
reluctance is less than that of the iron core portion 15a' of the
stator 16b, thereby inducing a voltage in the capacitor charging
coil 15b mounted on the iron core portion 15b'. This induced
voltage charges the capacitor 6 through a circuit which is traced
from the coil 15b -- diode 4b -- capacitor 6 -- primary winding
7a.sub.1 of ignition coil 7a -- thyristor 8a to chassis ground.
FIG. 8d shows the manner of potential build-up at the terminal B
during the charging of the capacitor 6. After the capacitor 6 has
been charged, the polarity of the voltage generated across the
capacitor charging coil 15a is reversed and the thyristor 8a is
reversed biased to be cut off. At time t.sub.2 in FIG. 8, the
voltage generated across the capacitor charging coil 15b starts to
increase toward the positive side and the ignition signal having
the waveform shown in FIG. 8c is applied to the gate of the
thyristor 8b so that the thyristor 8b conducts. Due to the
conduction fo the thyristor 8b, the charge stored in the capacitor
6 is discharged through a discharging circuit which is traced from
one terminal B of capacitor 6 -- primary winding 7b.sub.1 of
ignition coil 7b -- thyristor 8b -- chassis ground -- diode 9b to
the other terminal A of capacitor 6, with the result that a high
voltage is induced in a secondary winding 7b.sub.2 of the ignition
coil 7b and an ignition sparks jumps across the spark gap of an
ignition plug 12b. At the same time, the capacitor charging coil
15b is shorted to chassis ground through the primary winding
7b.sub.1 of the ignition coil 7b and the thyristor 8b, and a
voltage is induced in the capacitor charging coil 15a in the manner
described previously. This induced voltage harges the capacitor 6
through a circuit which is traced from the coil 15a -- diode 4a --
capacitor 6 -- primary winding 7b.sub.1 of ignition coil 7b
--thyristor 8b to chassis ground. FIG. 8 shows the manner of
potential build-up at the terminal A during the charging of the
capacitor 6. Thereafter, the above operation is repeated to cause
alternate jumping of ignition sparks across the spark gap of the
ignition plugs 12a and 12b.
It is to be noted that the current which flows from the capacitor
charging coils 15a and 15b into the primary windings 7a.sub.1 and
7a.sub.2 of the ignition coils 7a and 7b is of the order of one
one-hundredth of the discharge current of the capacitor 6. Thus,
there is utterly no fear that any direct ignition is caused by the
current flowing out of the capacitor charging coils 15a and
15b.
In a third embodiment of the present invention shown in FIG. 9 in
which like reference numerals are used to denote like parts
appearing in FIG. 5, a magneto generator 16 incorporating a single
capacitor charging coil 15 therein cooperates with a transformer 31
to serve as a power source for charging a capacitor 6. The magneto
generator 16 has a structure as shown in FIGS. 10 and 11 and
differs from the magneto generator shown in FIG. 6 and 7 in that
one of the stators 16b and 16c, or more specifically, the stator
16b comprises a single iron core 15' mounting the capacitor
charging coil 15 thereon. the transformer 31 comprises a primary
coil 31a, two secondary coils 31b and 31c, and thre cores 31d, 31e
and 31f mounting these coils 31a, 31b and 31c independently of one
another. The first core 31d mounting the primary coil 31a thereon
and the second core 31e mounting the first secondary coil 31b
thereon constitute a first closed magnetic circuit, while the first
core 31d mounting the primary coil 31a thereon and the third core
31f mounting the second secondary coil 31c thereon constitute a
second closed magnetic circuit. The primary and secondary coils
31a, 31b and 31c are grounded at one end thereof, and the primary
coil 31a is connected at the other end thereof to the capacitor
charging coil 15, while the secondary coils 31b and 31c are
connected at the other end thereof to respective diode rectifiers
4a and 4b. In this embodiment, the energy produced by the capacitor
charging coil 15 is transferred to the primary coil 31a of the
transformer 31 act in the entirely same manner as the capacitor
charging coils 15a and 15b in the second embodiment.
In the third embodiment of the present invention, the capacitor
charging coil 15 is not intended for directly charging the
capacitor 6 but is provided for the purpose of transferring the
magnetic energy produced by the magneto generator 16 to the
transformer 31. Therefore, a high output voltage is not required
and fine wire need not be coiled. Fine wire is only required for
the coils mounted on the cores of the transformer 31 and this can
be easily done by a technically established process. Thus, the
ignition system can operate with a stable ignition performance.
In a fourth embodiment of the present invention shown in FIG. 12 in
which like reference numerals are used to denote like parts
appearing in FIG. 9, a magneto generator 16 incorporating a single
capacitor charging coil 15 therein is provided to serve as a power
source for charging a capacitor 6, and the opposite ends of the
capacitor charging coil 15 are connected to respective diode
rectifiers 4a and 4b. A pair of diodes 9a and 9b forming part of
discharging circuit for the capacitor 6 are connected beteen
chassis ground and the common junction points E and F between the
coil 15 and the rectifier diodes 4a and 4b, so that these four
diodes constitute a full-wave rectifier circuit for the full-wave
rectification of the voltage appearing across the coil 15.
FIG. 13 shows the structure of the magneto generator 16 when it is
of the six-pole type. The magneto generator 16 of the six-pole type
comprises a rotor 16a and three stators 16b, 16c.sub.1 and
16c.sub.2. The rotor 16a includes six pole pieces 21a, 21b, 21c,
21d, 21e and 21f and six magnets 22a, 22b, 22c, 22d, 22e and 22f.
The stator 16b includes an iron core 15' mounting the capacitor
charging coil 15 thereon, while the other two stators 16c.sub.1 and
16c.sub.2 are similar in function to the stator 16c shown in FIG.
10.
The operation of the ignition system shown in FIG. 12 will be
described with reference to the case in which the six-pole magneto
generator 16 shown in FIG. 13 is used. FIG. 15a shows the waveform
of no-load voltage generating across the capacitor charging coil 15
and appearing at the point F when the other point E is taken as a
reference point. FIG. 15b shows the voltage waveform of the
ignition signal applied to the gate of a thyristor 8a from an
ignition signal generating coil 17a, FIG. 15c shows the voltage
waveform of the ignition signal applied to the gate of a thyristor
8b from an ignition signal generating coil 17b. In FIGS. 15a to
15e, the waveforms are plotted on the same time axis, with the
horizontal axis representing time t and the vertical axis
representing voltage v. Suppose that the voltage waveforms have a
predetermined phase relationship as seen in FIGS. 15a, 15b and 15c.
At time t.sub.1 in FIG. 15, the voltage appearing at the point F
starts to increase toward the positive side, and the ignition
signal having the waveform shown in FIG. 15b is applied to the gate
of the thyristor 8a from the ignition signal generating coil 17a so
that the thyristor 8a conducts. Due to the conduction of the
thyristor 8a, the capacitor 6 is charged through a circuit which is
traced from one terminal of the capacitor charging coil 15 -- diode
4b -- capacitor 6 -- primary winding 7a.sub.1 of ignition coil 7a
-- thyristor 8a -- chassis ground -- diode 9a to the other terminal
of the capacitor charging coil 15. FIG. 15d shows the manner of
potential build-up at the terminal B of the capacitor 6 during the
charging of the capacitor 6. After the capacitor 6 has been
charged, the polarity of the voltage generating across the
capacitor coil 15 is reversed, and the thyristor 8a is reverse
biased to be cut off. At time t.sub.2 in FIG. 15, the voltage
appearing at the point E starts to increase toward the positive
side and the ignition signal having the waveform shown in FIG. 15c
is applied to the gate of the thyristor 8b from the ignition signal
generating coil 17b so that the thyristor 8b conducts. Due to the
conduction of the thyristor 8b, the charge stored in the capacitor
6 is discharged through a discharging circuit which is traced from
one terminal B of capacitor 6 -- primary winding 7b.sub.1 of
ignition coil 7b -- thyristor 8b -- chassis ground -- diode 9b --
diode 4a to the other terminal A of the capacitor 6, with the
result that a high voltage is induced in a secondary winding
7b.sub.2 of the ignition coil 7b and an ignition spark jumps across
the spark gap of an ignition plug 12b. At the same time, the
voltage generated across the capacitor charging coil 15 charges the
capacitor 6 through a circuit which is traced from the coil 15 --
diode 4a -- capacitor 6 -- primay winding 7a.sub.1 of ignition coil
7a -- thyristor 8b -- chassis ground to the diode 9b, and the
capacitor 6 is now charged in such a manner that the terminal A is
positive relative to the terminal B in FIG. 12. FIG. 15e shows the
manner of potential build-up at the terminal A during the charging
of the capacitor 6.
Thereafter, the above operation is repeated to cause alternate
jumping of ignition sparks across the spark gap of the ignition
plugs 12a and 12 b.
It will be understood from the above description that the fourth
embodiment of the present invention takes full advantage of the
fact that the polarity of the voltage generated across the
capacitor charging coil 15 in the six-pole magneto generator 16 is
reversed every 180.degree.. The output terminals of the capacitor
charging coil 15 are connected through the full-wave rectifier
circuit to the capacitor 6 for charging the capacitor 6, and the
ignition signals which are 180.degree. out of phase from each other
are applied alternately to the two thyristors 8a and 8b. Thus, this
embodiment is advantageous in that the capacitor 6 can be charged
in opposite directions by the voltage generated across the single
capacitor charging coil 15 and that the ignition system has a very
simple and compact construction.
FIG. 14 shows the structure of anotheform of the magneto generator
16 shown in FIG. 12. More precisely, it shows the structure of a
four-pole magneto generator preferably use in the ignition system
shown in FIG. 12. Referring to FIG. 14, the magneto generator 16
has the entirely same internal structure as that shown in FIG. 10
except that it differs merely from the latter in that an additional
lug 23b of magnetic material is provided on the outer periphery of
the generally cup-shaped body 23 at a position spaced apart by
90.degree. from the lug 23a of magnetic material. The inner end of
each timing cores 26a and 26b is cyclically brought to a position
opposite to the lugs 23a and 23b on the rotor 16a. As the lugs 23a
and 23b on the rotor 16a move relative to the timing cores 26a and
26b, a change in the magnetic reluctance occurs in the magnetic
circuits including respectively magneto 27a and 27b, timing cores
26a and 26b, lugs 23a and 23b on the rotor 16a, cup-shaped body 23
and cores 28a and 28b, and due to the variations in the magnetic
flux, a set of ignition signals 90.degree. out of phase from each
other are generated by each of the ignition signal generating coils
17a and 17b so that, during one rotation of the rotor 16a, these
two sets of ignition signals occur alternately in a 180.degree.
spaced apart relationship from each other.
The operation of the ignition system shown in FIG. 12 will be
described with reference to the case in which the four-pole magneto
generator 16 shown in FIG. 14 is used. FIG. 16a shows the waveform
of no-load voltage generated across the capacitor charging coil 15
and appearing at the point F when the other point E is taken as a
reference point. FIG. 16b shows the voltage waveform of the
ignition signal applied to the gate of the thyristor 8a from the
ignition signal generating coil 17a. FIG. 16c shows the voltage
waveform of the ignition signal applied to the gate of the
thyristor 8b from the ignition signal generating coil 17b. In FIGS.
16a to 16e, the waveforms are plotted on the same time axis, with
the horizontal axis representing time t and the vertical axis
representing voltage v. Suppose that the voltage waveforms have a
predetermined relationship as seen in FIGS. 16a, 16b and 16c. At
time t.sub.1 in FIG. 16, the voltage appearing at the point F
starts to increase toward the positive side and the ignition signal
having the waveform shown in FIG. 16b is applied to the gate of the
thyristor 8a from the ignition signal generating coil 17a so that
the thyristor 8a conducts. Due to the conduction of the thyristor
8a, the charge stored in the capacitor 6 is discharged through the
primary winding 7a.sub.1 of the ignition coil 7a and the thyristor
8a with the result that an ignition spark jumps across the spark
gap of the ignition plug 12a. At the same time, the voltage
generated across the capacitor charging coil 15 charges the
capacitor 6 through a circuit which is traced from one terminal of
the capacitor coil 15 -- diode 4b -- capacitor 6 -- primary winding
7a.sub.1 of ignition coil 7a -- thyristor 8a -- chassis ground --
diode 9b to the other terminal of the capacitor charging coil 15.
FIG. 16d shows the manner of potential build-up at the terminal B
in FIG. 12 during the charging of the capacitor 6. After the
capacitor 6 has been charged, the polarity of the voltage generated
across the capacitor charging coil 15 is reversed, and the
thyristor 8a is reversed biased to be cut off. At time t.sub.2 in
FIG. 16, the voltage appearing at the point E starts to increase
toward the positive side and the ignition signal having the
waveform shown in FIG. 16b is applied to the thyristor 8a from the
ignition signal generating coil 17a, thereby completing a circuit
which is traced from one terminal of the capacitor charging coil 15
-- diode 4a -- primary winding 7a.sub.1 of ignition coil 7a --
thyristor 8a -- chassis ground -- diode 9a to the other terminal of
the capacitor charging coil 15. Although this circuit does not
contribute to the charging of the capacitor 6, it prevents the
capacitor charging coil 15 from operating with no load and protects
the circuit elements against undesirable breakdown. At time t.sub.3
in FIG. 16, the voltage appearing at the point F starts to increase
toward the positive side again and the ignition signal having the
waveform shown in FIg. 16c is applied to the gate of the thyristor
8b from the ignition signal generating coil 17b so that the
thyristor 8b conducts. Due to the conduction of the thyristor 8b,
the charge stored in the capacitor 6 is discharged through a
discharging circuit which is traced from one terminal B of the
capacitor 6 -- primary winding 7b.sub.1 of ignition coil 7b --
thyristor 8b -- chassis ground -- diode 9b -- diode 4a to the other
terminal A of the capacitor 6, with the result that a high voltage
is induced in the secondary winding 7b.sub.2 of the ignition coil
7b and an ignition spark jumps across the spark gap of the ignition
plug 12b. At the same time, the capacitor charging coil 15 is
shorted to chassis ground through a circdui which is traced from
one terminal of the capacitor charging coil 15 -- diode 4b --
primary winding 7b.sub.1 of ignition coil 7b -- thyristor 8b --
chassis ground -- diode 9b to the other terminal of the coil 15.
Although this circuit does not contribute to the charging of the
capacitor 6 like the previously described circuit, it prevents the
capacitor charging coil 15 from operating with no load and protects
the circuit elements against undesirable breakdown.
At time t.sub.4 shown in FIG. 16, the voltage appearing at the
point E starts to increase toward the positive side and the
ignition signal shown in FIG. 16c is applied to the gate of the
thyristor 8b with the ignition signal generating coil 17b so that
the thyristor 8b conducts. Due to the conduction of the thyristor
8b, the voltage generated across the capacitor charging coil 15
charges the capacitor 6 through a circdit which is traced from one
terminal of the capacitor charging coil 15 -- diode 4a -- capacitor
6 -- primary winding 7b.sub.1 of ignition coil 7b -- thyristor 8b
-- chassis ground -- diode 9a to the other terminal of the coil 15,
and the capacitor 6 is now charged in such a manner that the
terminal A is positive relative to the terminal B in FIG. 12. FIG.
16e shows the manner of potential build-up at the terminal A during
the charging of the capacitor 6. Thereafter, the above operation is
repeated to cause alternate jumping of ignition sparks across the
spark gap of the ignition plugs 12a and 12b.
It will be understood from the above description that, in the
ignition system including the four-pole magneto generator, the
output terminals of the capacitor charging coil 15 are connected
through the full-wave rectifier means to the capacitor 6 for
charging the capacitor 6 and a set of ignition signals 90.degree.
out of phase from each other are are alternately to each of the
thyristors 8a and 8b in such a relationship that these two sets of
ignition signals are 180.degree. spaced apart from each other. This
arrangement is advantageous in that the capacitor 6 can be charged
in opposite directions by the the voltage generated across the
single capacitor charging coil 15. Thus, not only the ignition
system has a very simple and compact construction, but also the
capacitor charging coil 15 is prevented from operating with no load
and the circuit elements can be protected against undesirable
breakdown. In the embodiments of the present invention above
described, the ignition coils 7a and 7b may be arranged so that
their primary windings 7a.sub.1 and 7b.sub.1 are connected in
series with the respective diodes 9a and 9b between the capacitor 6
and chassis ground as shown in FIG. 17. Further, an ignition system
for a four-cycle four-cylinder engine can be easily realized by
connecting ignition plugs 12a.sub.1, 12a.sub.2, 12b.sub.1 and
12b.sub.2 across the secondary windings 7a.sub.2 and 7b.sub.2 of
the ignition coils 7a and 7b respectively as shown in FIG. 18.
* * * * *