U.S. patent number 3,831,570 [Application Number 05/316,944] was granted by the patent office on 1974-08-27 for breakerless ignition system.
This patent grant is currently assigned to Ford Motor Company. Invention is credited to Carlton B. Compton, Walter L. Doelp, Jr..
United States Patent |
3,831,570 |
Compton , et al. |
August 27, 1974 |
BREAKERLESS IGNITION SYSTEM
Abstract
A breakerless ignition system for a spark ignition internal
combustion engine is described. The system utilizes an alternating
signal having a frequency proportional to the rate at which sparks
are to be generated. The alternating signal is applied to the
control electrode of a first transistor. The control electrode
normally is biased to a point close to conduction. A second
transistor has its control electrode connected to one side of a
capacitor, the other side of which is connected to the output of
the first transistor. A third transistor has its output circuit
coupled to the primary of an ignition coil. Means are provided for
coupling the output circuit of the second transistor to the control
electrode of the third transistor. The circuitry of the third
transistor operates at voltage levels determined by the source of
electrical energy utilized, such as a storage battery or
alternator. The first and second transistors operate at a reduced
voltage level determined by a circuit comprising a resistor and a
zener diode. Transient protection is provided throughout.
Inventors: |
Compton; Carlton B. (Detroit,
MI), Doelp, Jr.; Walter L. (Livonia, MI) |
Assignee: |
Ford Motor Company (Dearborn,
MI)
|
Family
ID: |
23231393 |
Appl.
No.: |
05/316,944 |
Filed: |
December 20, 1972 |
Current U.S.
Class: |
123/651;
315/209T |
Current CPC
Class: |
F02P
3/051 (20130101); F02P 3/0435 (20130101); F02P
15/12 (20130101) |
Current International
Class: |
F02P
15/00 (20060101); F02P 3/02 (20060101); F02P
3/04 (20060101); F02P 15/12 (20060101); F02P
3/05 (20060101); F02p 003/02 () |
Field of
Search: |
;123/148E ;315/209
;328/207 ;307/85,273 |
References Cited
[Referenced By]
U.S. Patent Documents
Primary Examiner: Goodridge; Laurence M.
Attorney, Agent or Firm: Zerschling; Keith L. Brown; Robert
W.
Claims
Based upon the foregoing description of the invention, what is
claimed is:
1. A breakerless ignition system for a spark ignition internal
combustion engine, which comprises:
a DC source of electrical energy having positive and negative
terminals;
means for generating an alternating signal having a frequency
proportional to the rate at which sparks are to be generated;
a first resistor having first and second terminals, said first
terminal being connected to said positive terminal of said DC
source of electrical energy;
a zener diode having its cathode connected to said second terminal
of said first resistor and having its anode connected to said
negative terminal of said DC source of electrical energy;
a second resistor having first and second terminals, said first
terminal being connected to said cathode of said zener diode;
a third resistor having first and second terminals, said first
terminal being connected to said cathode of said zener diode;
a capacitor having a first terminal connected to said second
terminal of said second resistor and having a second terminal
connected to said second terminal of said third resistor;
a first transistor having a control electrode and having an output
circuit, said first transistor output circuit being coupled to said
second terminal of said second resistor;
a second transistor having a control electrode and having an output
circuit, said second transistor output circuit being coupled to
said second terminal of said third resistor;
a biasing diode having its cathode connected to said negative
terminal of said DC source of electrical energy;
a fourth resistor having first and second terminals, said first
terminal being connected to the cathode of said zener diode and
said second terminal being connected to the anode of said biasing
diode;
circuit means, connected to said anode of said biasing diode and to
said control electrode of said first transistor, for coupling said
alternating signal having a frequency proportional to the rate at
which sparks are to be generated to said control electrode of said
first transistor and for coupling thereto a biasing voltage
generated by a current in said biasing diode;
an ignition coil having a primary winding, said primary winding
having first and second terminals, said first terminal therof being
connected to said positive terminal of said DC source of electrical
energy;
a third transistor having a control electrode and having an output
circuit, said output circuit of said third transistor being coupled
to said second terminal of said ignition coil primary winding and
to said negative terminal of said DC source of electrical
energy;
circuit means for coupling said output circuit of said second
transistor to said control electrode of said third transistor;
and
a fourth transistor having a control electrode and an output
circuit, said fourth transistor control electrode being coupled to
said second transistor and said fourth transistor output circuit
being connected in parallel with said first transistor output
circuit.
2. A breakerless ignition system in accordance with claim 1,
wherein said fourth transistor is conductive when said second
transistor is nonconductive.
Description
BACKGROUND OF THE INVENTION
This invention relates to a breakerless ignition system for a spark
ignition internal combustion engine.
A breakerless ignition system that could replace conventional
breaker contact points and its associated condenser has been sought
for many years. The ignition system conventionally used is
electromechanical and employs an ignition coil for generating a
high voltage capable of producing a spark across a spark gap. The
primary winding of this ignition coil is connected to the vehicle
battery. When current flows through the primary winding, energy is
stored in the magnetic field produced by such current. The
interruption of the primary winding current produces a high voltage
across the secondary side of the ignition coil.
The secondary of the ignition coil is connected to one or more
spark plugs. When the interruption of the primary current causes a
high voltage to appear on the coil secondary, a spark occurs in the
spark plug gap, thus, permitting the coil magnetic field energy to
dissipate. Where multi-cylinder engines are involved, a distributor
is utilized to connect the secondary of the coil to the various
spark plugs for the engine cylinders at appropriate intervals of
time.
In conventional electromechanical ignition systems of the type
described above, a set of electrical contact points having a
condenser connected in parallel with them in the engine distributor
are closed, for a period of time dependent upon engine speed, to
permit battery current to flow through the primary of the ignition
coil. When the primary current is interrupted by the opening of the
contact points, a spark occurs across the gap of a spark plug.
The electromechanical system has had a number of faults. It has
been difficult to precisely control and maintain ignition timing,
and the use of contact points and a condenser in the engine
distributor has necessitated frequent repair or replacement of
these components. One of the greatest problems associated with the
conventional electromechanical ignition system has been the
deterioration of engine control and performance over the useful
life of the electrical contact points and condenser.
The use of solid-state components has been proposed in the past to
replace the circuitry of the conventional electromechanical
ignition system. Most of the proposed solid-state ignition systems
have been of the capacitive discharge type in which conventional
electrical contact points are used to discharge a capacitor through
the ignition coil. Other solid-state ignition systems have been
proposed in which the electrical contact points are eliminated and
replaced by a solid-state switching device. The present invention
concerns a solid-state ignition system of the latter variety.
SUMMARY OF THE INVENTION
In accordance with the present invention, a breakerless ignition
system of much improved design utilizes an alternating signal
obtained from a distributor to initiate or trigger a solid-state
circuit which, through the application of an appropriate signal to
the control electrode of a transistor, interrupts the current path
in the circuit of the primary winding of an ignition coil to
produce a collapse of its magnetic field, thereby, to generate a
spark in the gap of a spark plug.
The breakerless ignition system of the invention includes a first
transistor having an output circuit and a control electrode. The
control electrode is biased to a point near that required for its
conduction. The alternating signal from the distributor is also
applied to this control electrode. A second transistor having an
output circuit and a control electrode is also employed. This
second transistor has its control electrode connected to one side
of a capacitor, and the other side of the capacitor is connected to
the output circuit of the first transistor. The output circuit of
the second transistor is coupled through suitable circuit means to
the control electrode of a third transistor. The output circuit of
the third transistor is connected to and controls current in the
primary winding of an ignition coil.
Electrical energy to the system is supplied by a DC source, such as
a storage battery or an alternator with rectified output. The
ignition coil primary winding and the output circuit of the third
transistor are connected across this DC source of electrical
energy.
A circuit including a resistor and a zener diode is used to reduce
the level of the DC voltage applied to the circuits in which the
first and second transistors are located. The operation of this
first transistor and the second transistor at reduced voltage
levels is especially advantageous because low battery voltages are
frequently encountered in motor vehicles, particularly, prior to
startup of the engine in low ambient temperature circumstances.
The invention will be better understood by reference to the
detailed description which follows and to the drawings.
BRIEF DESCRIPTION OF THE DRAWINGS
FIG. 1 is a schematic diagram of an ignition system in accordance
with the inventoin; and
FIG. 2 illustrates various voltage waveforms at points in the
circuitry of FIG. 1.
DETAILED DESCRIPTION
With particular reference now to FIG. 1 of the drawings, there is
shown a schematic diagram of a breakerless ignition system in
accordance with the invention. The breakerless ignition system is
generally designated by the numeral 10.
The breakerless ignition system 10 includes a DC source of
electrical energy, preferably 12 to 15 volts, such as a storage
battery 12 having its negative terminal 14 connected by a common
line 16 to ground at 18. The positive terminal 20 of the DC source
12 is connected by a line 22 to an ignition switch 24.
The ignition switch 24 may be of conventional design and preferably
has a pole 26 to which the line 22 is connected during normal
running conditions of the internal combustion engine. The ignition
switch 24 also has a pole 28 used only during starting or cranking
of the internal combustion engine. The pole 26 is connected to a
line 30 and the pole 28 is connected to a line 32. The ignition
switch 24 bridges both of the poles 26 and 28 during the engine
starting mode. Thus, when the engine is running in a normal manner,
electrical energy is supplied to the breakerless ignition circuit
10 only through the line 30. However, during the engine's starting
mode, electrical energy is supplied to both the line 30 and the
line 32.
When the ignition switch 24 connects the line 22 to the switch pole
28 and line 32, electrical energy is supplied to a relay coil 34.
Energization of the relay coil 34 closes a relay contact mechanism
36, thereby, to bridge electrical poles 38, 40 and 42. When this
occurs, electrical current may flow from the positive line or
terminal 20 of the DC source 12, through a line 44 and the contact
mechanism 36, to an engine starting motor 46 via a line 48.
The pole 40 of the magnetic relay 34 is connected by lines 50 and
52 to a junction 54. Thus, during engine starting, the DC source 12
is connected by lines 44, 50 and 52 directly to junction 54. This
bypasses a ballast resistor 55.
An ignition coil 56 is provided. It has a primary winding 58 and a
secondary winding 60. The primary winding 58 is connected at its
terminal 62 to the junction 54. The terminal 64 of the secondary
winding 60 is connected to the spark gap 66 of a spark plug (not
shown). In an engine having a plurality of combustion chambers
and/or spark plugs, the terminal 64 of the secondary winding 60
would be connected to the various spark gaps through a suitable
distributor mechanism. A line 68 interconnects the opposite ends of
the primary winding 58 and secondary winding 60 of ignition coil
56.
The breakerless ignition system 10 includes means for generating an
alternating signal having a frequency proportional to the rate at
which sparks are to be generated. Preferably, this means comprises
a magnetic pickup mechanism generally designated by the numeral 70.
The signal generating mechanism 70 includes a permanent magnet 72,
a rotating toothed wheel 74, and a pickup coil 76. The toothed
wheel 74 is driven by the engine and has a number of teeth
corresponding to the number of sparks to be generated. The toothed
wheel 74 is rotated by the engine and produces an alternating
voltage across the terminals 78 and 80 of the pickup coil 76. This
signal has a frequency equal to the rate at which sparks are to be
generated. Signal generating mechanisms 70 are commercially
available. However, preferred is a signal generating mechanism
similar to that described in U.S. patent application Ser. No.
316,945, filed Dec. 20, 1972, in the name of Charles C. Kostan for
a "Signal Generating Mechanism" and assigned to the assignee of the
present invention.
A portion 82 of the breakerless ignition system 10 operates at a
voltage supply level reduced from that of the DC source of
electrical energy 12. This is accomplished with a resistor 84 that
has its terminal 86 connected to the line 30 and has its other
terminal connected by a line 88 to the cathode of a zener diode 90.
The anode of the zener diode 90 is connected by a lead 92 to the
grounded common line 16. The zener diode 90 has a breakdown voltage
substantially less, for example 5.1 volts, than that of the DC
source of electrical energy 12. Thus, the line 88 becomes a low
voltage supply line.
A resistor 92 is connected at one of its ends to the low voltage
supply line 88 and at its other end to the anode of a biasing diode
94, the cathode of which is connected to common line 16. A
protection diode 96 has its cathode connected to the junction 98
formed between the resistor 92 and the biasing diode 94. The anode
of the diode 96 is connected to the common line 16.
The alternating signal generating mechanism 70 is coupled between
the anode of the biasing diode 94 and the base or control electrode
100 of a first transistor Q.sub.1. The coupling is accomplished
through a current limiting resistor 102 connecting the junction 98
with the terminal 78 of the magnetic coil 76 and by a base drive
resistor 104 connected by a line 106 to the terminal 80 of the
pickup coil 76. A capacitor 108 has one of its terminals connected
to the line 106 and has its other terminal connected to the common
line 16. A protective diode 109 has its cathode connected to the
base 100 of the transistor Q.sub.1 and has its anode connected to
the common line 16.
The output circuit of the first transistor Q.sub.1 comprises its
emitter 110 connected by a line 112 to the common line 16 and its
collector 114 connected to the cathode of a thermal tracking diode
116. The anode of the thermal tracking diode 116 is connected to
one terminal of a resistor 118, the other terminal of which is
connected to the low voltage supply line 88.
A second transistor Q.sub.2 has its base or control electrode 120
connected to one terminal of a resistor 122, the other terminal of
which is connected to the low voltage supply line 88. A capacitor
124 has a lead 126 thereof connected to the junction formed between
the thermal tracking diode 116 and the resistor 118. The other lead
from the capacitor 124 is connected by a lead 128 to the base or
control electrode of the second transistor Q.sub.2. The output
circuit of the second transistor Q.sub.2 comprises its emitter 130,
which is connected to the common line 16 by a line 132 and the line
112, and its collector 134 connected through a resistor 136 to the
low voltage supply line 88.
A transistor Q.sub.6 has its collector connected to the collector
114 of the first transistor Q.sub.1, has its emitter connected
through line 112 to the common line 16, and has its base electrode
connected through a base drive resistor 138 to the junction formed
between the collector 134 of the transistor Q.sub.2 and the
resistor 136.
The output circuit comprising the collector and emitter electrodes
of the second transistor Q.sub.2 is coupled through transistors
Q.sub.4 and Q.sub.5 to a base or control electrode 140 of a third
transistor Q.sub.3. The output circuit of the third transistor
Q.sub.3 comprises its emitter 142 connected to the common line 16
by a line 144 and its collector 146 connected by lines 148 and 150
to the low voltage side, line 68, of the primary winding 58 of the
ignition coil 56. A capacitor 152 is connected by its lead 154 to
the low voltage terminal of the primary winding 58 and by its other
terminal 156 to the common line 16. Series connected zener diodes
158 and 160 are connected between the base or control electrode 140
and the collector 146 of the third transistor Q.sub.3. Also, the
anode of a diode 162 is connected by a line 164 and the line 52 to
the junction 54 at the high voltage terminal of the primary winding
58. The cathode of the diode 162 is connected to the cathode of a
zener diode 166, the anode of which is connected to the common line
16.
The transistor Q.sub.3 performs a switching function with respect
to the current path for the primary winding 58 of the ignition coil
56. The transistors Q.sub.4 and Q.sub.5 couple the output circuit
of the second transistor Q.sub.2 to the base or control electrode
140 of the third transistor Q.sub.3. Transistors Q.sub.4 and
Q.sub.5 also have the important function of current and power
amplification.
The transistor Q.sub.4 has its base connected through a resistor
168 to the collector 134 of the second transistor Q.sub.2. The
emitter of the transistor Q.sub.4 is connected by a line 170 to the
common line 16. Its collector is connected through a diode 172 and
a resistor 174 to the low voltage supply line 88.
The transistor Q.sub.5 is a Darlington configuration and comprises
two transistors Q.sub.5a and Q.sub.5b. The emitter of the
transistor Q.sub.5b is connected to the base or control electrode
140 of the third transistor Q.sub.3. The collectors of transistors
Q.sub.5a and Q.sub.5b are connected together at a junction 176, the
emitter of transistor Q.sub.5a is connected to the base electrode
of transistor Q.sub.5b, and the base electrode of transistor
Q.sub.5a is connected by a line 178 to the junction formed between
the resistor 174 and the anode of the diode 172. The junction 176
of the collectors of the transistors Q.sub.5a and Q.sub.5b is
connected through a resistor 180 and a resistor 182 to the DC
source voltage suply line 30. The junction 184 formed between the
resistors 180 and 182 is connected by a line 186, a diode 188, and
a line 190 to the DC source voltage supply line 32 that is used
only in the engine start mode. A resistor 192 is connected between
the anode of the diode 188 and the common line 16. Also, a zener
diode 194 has its cathode connected to the cathode of the diode 188
and has its anode connected to the common line 16.
With reference now to FIG. 2, there are shown two full cycles of
voltage signals, plotted against time, that occur at various points
in the breakerless ignition circuit 10. FIG. 2a shows the waveform
produced by the alternating signal generating apparatus 70. FIG. 2b
shows the voltage signal occurring at the terminal 80 of the pickup
coil 76. FIG. 2c shows the waveform occurring at the base electrode
of the first transistor Q.sub.1. FIG. 2d is the signal at the
collector of the first transistor Q.sub.1. FIG. 2e is the voltage
at the lefthand end (line 126) of the capacitor 124. FIG. 2f is the
voltage occurring at the righthand end (line 128) of the capacitor
124, and FIG. 2g is the voltage across the capacitor 124. With the
exception of FIGS. 2a and 2g, all of the waveforms of FIG. 2 are
voltages taken with respect to the common line 16.
In the operation of the breakerless ignition system 10, the circuit
causes a spark to be produced at the spark gap 66 at the
positive-going zero-crossing points of the alternating signal of
FIG. 2a, which is the signal produced by the signal generating
mechanism 70. These positive-going zero-crossing points occur at
times t=0, t=P, and t=2P.
Let it be assumed that just prior to the positive-going
zero-crossing point of the alternating signal produced by the
signal generating mechanism 70 the second transistor Q.sub.2 is
fully conductive. In such case, current flows from the low voltage
supply line 88, through the resistor 122 and the base-emitter
junction of the second transistor Q.sub.2, to the common line 16.
Current also flows through the resistor 136, the collector 134 and
the emitter 130 of the transistor Q.sub.2 to the common line 16. At
this time, the collector of the transistor Q.sub.2 is at about 0.2
volts, and as a result, the base-emitter junction of the transistor
Q.sub.4 is reverse-biased and transistor Q.sub.4 is nonconductive.
This causes the voltage on the line 178 to be very close to the
voltage on the low voltage supply line 88. Consequently, the
transistor Q.sub.5 is forward-biased and is conductive. This
supplies base-emitter current for the third transistor Q.sub.3
which therefore conducts between its collector 146 and emitter
142.
With the ignition switch 24 in the run position and with the third
transistor Q.sub.3 conductive, current flows from the DC source of
electrical energy 12 through lines 20, 22, 30 and through the
ballast resistor 55 to the junction 54 at the high voltage terminal
of the primary winding 58 of the ignition coil 56. From the
junction 54, the current flows through the primary winding 58, the
line 150, and the output circuit of the transistor Q.sub.3,
comprising its collector 146 and emitter 142, to the common line
16. This permits a magnetic field to build up the ignition coil 56.
The time during which the third transistor Q.sub.3 is conductive to
permit current to flow through the primary winding 58 is referred
to as the dwell time. If transistor switching times are ignored,
the dwell time also is equal to the time during which the second
transistor Q.sub.2 is conductive.
When the ignition switch 24 is in the start position and contacts
26 and 28 are both connected by the line 22 to the DC source of
electrical energy 12, current flows through both the lines 30 and
32. The current through the line 32 energizes the magnetic relay 34
which causes the contact 36 to bridge the poles 38, 40 and 42 to
supply current to the engine starting motor 46. Current also flows
from line 32 through the path including line 190, diode 188, and
line 186 to the junction 184. This current path supplies the DC
source potential less the voltage dropacross the diode 188, to the
junction 184. Thus, during engine cranking, the DC source voltage
is applied directly to the junction 184 rather than to the upper
terminal of the resistor 182, as is the case when the ignition
switch is in the run position. During engine cranking, this
increases the current through the output circuit of the transistor
Q.sub.5 and therefore increases the current drive for the
transistor Q.sub.3. This helps assure the presence of an adequate
current in the primary winding 58 of the ignition coil 56 during
engine cranking. Also, it should be noted that when the ignition
switch is in the start position and the magnetic relay 34 is
energized, current flows from the DC source 12 through the line 44
and relay pole 40 and through the lines 50 and 52 to the junction
54 of the primary winding 58 of the ignition coil 56. This means
that the ballast resistor 55 is short-circuited during the engine
starting mode.
In summary, when the transistor Q.sub.2 is conductive, the
transistor Q.sub.4 is nonconductive and the transistors Q.sub.5 and
Q.sub.3 are conductive so that current flows through the primary
winding 58 of the ignition coil 56.
With the second transistor Q.sub.2 conductive, the base-emitter
voltage drop of this transistor causes the voltage at the
right-hand end (line 128) of the capacitor 124 to be at a potential
of about 0.7 volts. Also, the capacitor 124 is being or will have
been charged, with the polarity indicated in FIG. 1, through the
resistor 118 and the base-emitter circuit of the transistor
Q.sub.2. Thus, the left-hand end (line 126) of the capacitor 124
will have attained a voltage level approaching that of the low
voltage supply line 88.
At all times, current flows from the low voltage supply line 88
through the resistor 92 and the biasing diode 94 to the common line
16. This places the junction 98 at the anode of the biasing diode
94 at a potential of about 0.7 volts. As the toothed wheel 74 of
the alternating signal generating mechanism 70 rotates, the voltage
across the terminals 80 and 78 varies as shown in FIG. 2a. When the
alternating signal becomes such that the terminal 80 is positive
with respect to the terminal 78, this signal voltage together with
the voltage drop across the biasing diode 94 are additive and
become sufficient to cause a base-emitter current to flow through
the first transistor Q.sub.1. This renders the transistor Q.sub.1
conductive and current flows through the resistor 118, the thermal
tracking diode 116, the collector 114 and emitter 110 of the first
transistor Q.sub.1, and the line 112 to the common line 16. The
transistor Q.sub.1 becomes saturated, its collector being at a
voltage of about 0.2 volts and the anode of the tracking diode
being then at a voltage of about 0.9 volts. Because it is connected
to the anode of the tracking diode 116, the left-hand end of the
capacitor 124 must drop to a voltage level of about 0.9 volts.
As a consequence of the charge accumulated on the capacitor 124,
its right-hand end, line 128, must fall to a voltage level below
ground potential. This voltage on the line 128 is applied to the
base or control electrode 120 of the second transistor Q.sub.2
rendering it nonconductive. As a result, the collector 134 of the
second transistor Q.sub.2 rises to a voltage level near that of the
low voltage supply line 88, and this voltage is applied through the
resistor 138 to the base of the transistor Q.sub.6 rendering it
conductive. With the transistor Q.sub.6 conductive, spurious
voltages or transients that may occur at the base or control
electrode 100 of the first transistor Q.sub.1 do not affect the
conductivity of the circuit between the cathode of the diode 116
and the common line 16. Thus, the transistor Q.sub.6 is a device
used to insure that the transistor Q.sub.2 will remain
nonconductive once the transistor Q.sub.1 has been triggered by the
zero-crossing signal produced by the signal generating mechanism
70.
When the transistor Q.sub.2 is rendered nonconductive, the
potential on its collector 134 is applied to the base of the
transistor Q.sub.4 causing it to have a forward-biased base-emitter
junction and rendering it fully conductive. This in turn applies a
low potential to the line 178 connected to the base of the
transistor Q.sub.5 rendering it nonconductive. With the transistor
Q.sub.5 nonconductive, the third transistor Q.sub.3 has no base
drive and it also becomes nonconductive. When the transistor
Q.sub.3 becomes nonconductive, the current in the primary winding
58 of the ignition coil 56 is interrupted, and the magnetic field
in the ignition coil must collapse. This produces an EMF in the
secondary winding 60 of the ignition coil and causes a spark to
occur in the spark gap 66. The secondary current flows through the
capacitor 152 to ground.
As long as the transistor Q.sub.2 is nonconductive, the third
transistor Q.sub.3 remains nonconductive. However, when the
transistor Q.sub.1 becomes conductive, the capacitor 124 discharges
in a current path including the resistor 122, the capacitor 124,
the diode 116, and the collector-emitter circuits of the
transistors Q.sub.1 and Q.sub.6. This causes the voltage at the
right-hand end, line 128, of the capacitor 124 to rise in value.
When the voltage at this end of the capacitor 124 exceeds ground
potential, the second transistor Q.sub.2 begins to conduct once
again and eventually becomes saturated. This reduces the voltage at
the collector 134 of the transistor Q.sub.2 to a low value, and
because this signal is applied to the base of the transistor
Q.sub.6, through resistor 138, the transistor Q.sub.6 is rendered
nonconductive. The transistor Q.sub.1, however, remains conductive
until the signal produced by the alternating signal generating
mechanism 70 goes negative, that is, until the terminal 80 of the
pickup coil 76 becomes negative with respect to the terminal 78.
When the terminal 80 becomes negative with respect to the terminal
78, the transistor Q.sub.1 becomes nonconductive. This prepares it
to receive the next trigger signal. The nonconductivity of the
transistor Q.sub.1 permits the capacitor 124 to once again charge
to the polarity indicated in FIG. 1.
At the moment that the second transistor Q.sub.2 becomes
conductive, the transistor Q.sub.4 becomes nonconductive, the
transistor Q.sub.5 becomes conductive, and the third transistor
Q.sub.3 becomes conductive. The conduction of the transistor
Q.sub.3 closes the current path for the primary winding 58
permitting its magnetic flux to build up once again. This is the
onset of the next period of dwell time.
The breakerless ignition system 10 includes various protective
devices. The diode 96, along with the resistor 102, provides
protection of the diode 94 from arc-over that might occur from the
high voltage side of the ignition coil secondary to the terminal 78
of the alternating signal generating mechanism 70. This might occur
because of the proximity of the ignition coil secondary circuit to
the signal generating mechanism when these are included in a single
distributor housing.
The diode 109, along with the resistor 104, provides protection of
the base-emitter junction of the first transistor Q.sub.1 from high
voltage arc-over from the ignition coil secondary circuit to the
terminal 80 of the alternating signal generating mechanism 70.
The capacitor 108 prevents ignition system oscillation when the
alternating signal input from the pickup coil 76 is a low voltage,
such as would occur at low engine speeds.
The diode 116 is used for thermal tracking and its forward voltage
drop tracks the base-emitter voltage drop of the second transistor
Q.sub.2 to provide thermal stability in the circuitry. This helps
insure the proper generation of dwell time required by the primary
winding 58 of the ignition coil 56.
The diode 172 prevents damage to the transistor Q.sub.4 that might
be caused as a result of negative transients, such as a negative
magnetic-field-decay transient, that might occur on the line
30.
The resistor 192 reduces transient levels produced by the magnetic
relay 34, and therefore reduces the voltage requirement of the
diode 188.
The diode 188 provides extra drive during engine cranking as
previously described. It also prevents voltage feedback through
lines 186 and 190 to the magnetic relay 34 when the ignition switch
24 is in the run position.
The zener diode 194, along with the resistor 182, provides
protection of the transistor Q.sub.5 from load-dump transients.
Load dump transients occur when an alternator is supplying a
current load that is suddenly dumped. This is a large, positive
transient.
Zener diodes 158 and 160, connected in series, render the
transistor Q.sub.3 conductive if its collector line 148 rises above
a voltage of, for example, 360 volts. This prevents excess voltage
at the collector junction.
The zener diode 166, along with the ballast resistor 55, provides
protection of the transistor Q.sub.3 from a load dump transient.
The diode 162 is connected in series with the zener diode 166 to
protect it in the event of a reversal of the polarity of the direct
current source of electrical energy 12. The diode 162 preferably is
of the avalanche type to prevent damage to it in the event of a
high voltage arc-over from the secondary winding line 64 to the
junction 54 of the primary winding.
By way of example and not limitation, the various components of the
breakerless ignition system 10 may be of the following types or
have the following values:
Transistor Q.sub.1 2N3859A Transistor Q.sub.2 2N3859A Transistor
Q.sub.3 2N6306 or Texas Instruments T1P535 Transistor Q.sub.4
2N3859A Transistor Q.sub.5 RCA 2N6055, Motorola MJ1000 or Texas
Instruments T1P640 Transistor Q.sub.6 2N3859A Resistor 92 8.2
kilohms Resistor 102 120 ohms Resistor 104 6.8 kilohms Resistor 118
150 kilohms Resistor 122 110 kilohms Resistor 138 15 kilohms
Resistor 136 10 kilohms Resistor 168 2.2 kilohms Resistor 84 180
ohms, 2 watts Resistor 174 560 ohms Resistor 192 470 ohms, 1 watt
Resistor 182 6.8 ohms, 10 watts Resistor 180 3.0 ohms, 10 watts
Resistor 141 27 ohms, 2 watts Resistor 55 1.35 ohms Capacitor 124
0.22 microfarad Capacitor 152 0.3 microfarad Capacitor 108 0.01
microfarad Zener diode 90 5.1 volts, 1N5231A Zener diode 194 27
volts, 5 watts, 1N5361A Zener diodes 158 180 volts each, 1N5279 and
160 Zener diode 166 27 volts, 75 watts Diode 94 1N4451 Diodes 96
1N4152 Diode 109 1N4152 Diode 116 1N4152 Diode 172 1N4152 Diode 188
1N5625 Diode 162 1N5625
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