BACKGROUND OF THE INVENTION
Field of the Invention
[0001] The present invention relates generally to an internal combustion engine ignition
system, and more specifically to an improved ignition system for an internal. combustion
engine, wherein a voltage control means is provided for changing the output voltage
of a DC-DC converter according to engine operating conditions so that an appropriate
amount of ignition energy in accordance with engine operating conditions is applied
across the spark gap of each spark plug.
Description of the Prior Art.
[0002] A conventional ignition system comprises: (a) a DC-DC converter which receives a
low DC voltage from a storage battery via an ignition switch, converts the low DC
voltage into a corresponding AC voltage, and boosts and rectifies the AC voltage into
a high DC voltage; (b) an ignition coil having a primary winding and secondary winding,
one end of the primary winding thereof being connected to the ignition switch via
a current limiting resistor; the other end of the primary winding being grounded via
a transistorized switching unit, the transistorized switching unit receiving an ignition
signal outputted from a electromagnetic pick-up, the ignition signal being generated
according to a predetermined angular rotation of a rotor in synchronization with the
engine revolutional speed, so that the current flowing through the primary winding
of the ignition coil is interrupted at each ignition timing of the engine cylinders;
and (c) a distributor having a rotor electrode connected to one end of the secondary
winding of the ignition coil via a central cable (the other end of the secondary winding
thereof being connected to an output terminal of the DC-DC converter) and a plurality
of outer electrodes each connected to a spark plug located within a corresponding
cylinder via a high-tension cable. The DC-DC converter is a voltage boosting circuit
which generates a DC high voltage of approximately 2 kilovolts and applies the DC
high voltage to the secondary winding of the ignition coil. The DC-DC converter comprises
a voltage boosting transformer having a primary winding, an intermediate tap thereof
being connected to the battery via the ignition switch and both ends thereof being
grounded via respective transistors, the bases of which are connected to opposite
ends of a third winding so as to energize the primary winding to cause a primary current
to flow in opposite directions, a secondary winding, at either end of which high voltage
alternatingly appears, and double voltage rectifying circuit which converts the alternating
voltage into the doubled high DC voltage. It should be noted that a filter circuit
is provided between the input terminal of the DC-DC converter and intermediate tap
of the primary winding of the voltage boosting transformer for suppressing noise and
serial resistors are provided at the output terminal of the DC-
DC converter in parallel with two capacitors of the double voltage rectifying circuit
for gradually discharging the electrical charge within the two capacitors when the
ignition switch is turned off.
[0003] When the primary current flowing through the primary winding of the ignition coil
is interrupted according to an ignition timing by means of the transistorized ignition
switching unit, the high voltage generated at the secondary winding thereof causes
a spark discharge across the gap between the electrodes of one of the spark plugs
connected via the distributor so as to break down the gap thereof.
[0004] When the spark discharge is started, the high DC voltage of approximately 2 kilovolts
charged within the two capacitors of the double voltage rectifying circuit of the
DC-DC converter is applied across the gap of the spark plug via the secondary winding
of the ignition coil and distributor so as to sustain a subsequent arc discharge.
If the gap resistance between the electrodes of the spark plug remains low, the discharge
continues to ensure fuel ignition.
[0005] On the other hand, in general, combustion conditions change according to engine operating
conditions. A large ignition energy is required when the engine load is light or the
engine speed is low, while the ignition energy may be reduced as the engine load and
engine speed increase.
[0006] However, since the conventional ignition system as described hereinbefore keeps the
output voltage of the DC-DC converter constant, the available ignition energy is reduced
as the engine speed increases due to the charging response characteristics of the
two capacitors of the double voltage rectifying circuit. In this case, if the output
voltage of the DC-DC converter is set to a DC voltage high enough to provide sufficient
ignition energy when the engine load is light or engine speed is low, more ignition
energy than necessary will be generated when the engine load and engine speed are
high. Consequently, power consumption becomes inefficient. Conversely, if the output
voltage of he DC-DC converter is set to a lower DC voltage, insufficient ignition
energy may be generated at low engine load and speed. Consequently, misfire may occur.
SUMMARY OF THE INVENTION
[0007] With the above-described problem in mind, it is an object of the present invention
to provide an improved ignition system for an internal combustion engine, wherein
a voltage control means is provided for adjusting the output voltage of the DC-DC
converter according to engine operating conditions so that the charge voltage of the
two capacitors in the double voltage rectifying circuit of the DC-DC converter increases
as the engine speed or engine load decreases and decreases as the engine speed or
engine load increases. Consequently, efficient electrical power consumption and fuel
consumption can be achieved.
BRIEF DESCRIPTION OF THE DRAWINGS
[0008] A more complete understanding of the present invention may be obtained from the attached
drawing in which like reference numerals designate corresponding elements and in which:
Fig. 1 shows a conventional ignition system applied to a four-cylinder internal combustion
engine;
Fig. 2(A) is a circuit wiring diagram of a DC-DC converter shown in Fig. 1;
Fig. 2(B) is a circuit block diagram of an example of the transistorized ignition
switching unit shown in Fig. 1;
Fig. 3 is a graph of the relationship between ignition energy and engine speed or
engine load;
Fig. 4 is a graph of the relationship between engine speed, engine load and ignition
energy;
Fig. 5(A) is a circuit diagram of a preferred embodiment of the ignition system applicable
to a four-cylinder internal combustion engine;
Fig. 5(B) is a circuit diagram of an alternative high DC voltage control circuit;
Fig. 5(C) is a circuit diagram of another alternative high DC voltage control circuit;
Fig. 6 is a graph showing the relationship between ignition energy and engine load
as outputted by the -DC-DC converter shown in Fig. 5; and
Figs. 7 and 8 are graphs each showing the discharge characteristics of the spark plug
shown in Fig. 5.
DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENT
[0009] Reference will be made to the drawings in order to facilitate understanding of the
present invention.
[0010] First, Fig. 1 shows a conventional ignition system applied to a four-cylinder internal
combustion engine.
[0011] In Fig. 1, numeral 1 denotes a battery (low DC voltage supply), numeral 2 denotes
an ignition switch 2, numeral 3 denotes a DC-DC converter, numeral 4 denotes an ignition
coil having a primary winding 4a and secondary winding 4b, numeral 5 denotes a transistorized
ignition switching unit, numeral 6 denotes a pick-up rotor, numeral 7 denotes an electromagnetic
pick-up, numeral 8 denotes a central cable, numeral 9 denotes a distributor having
a rotor electrode 9a and a plurality of fixed electrodes 9b spaced symmetrically around
the rotor electrode 9b, numeral 10 denotes a high-tension cables designed for suppressing
high-frequency ignition noise, and numeral 11 denotes a plurality of spark plugs,
each located within a corresponding cylinder. An input terminal A of the DC-DC converter
3 is connected to the battery 1 via the ignition switch 2 and output terminal B thereof
is connected to one end of the secondary winding 4b of the ignition coil 4. The other
end of the secondary winding thereof 4b is connected to the rotor electrode 9a of
the distributor 9 via the central cable 8. One end of the primary winding 4a of the
ignition coil 4 is connected to the battery 1 via a current limiting resistor R1 and
the ignition switch 2 and the other end of the primary winding 4a is connected to
the ground via the transistorized ignition switching unit 5. The transistorized ignition
switching unit 5 receives an ignition signal from the electromagnetic pick-up 7, generated
as the pick-up rotor 6 rotates in synchronization with the engine revolution, and
interrupts the current flowing through the primary winding 4a of the ignition coil
4.
[0012] Fig. 2(A) shows the internal configuration of the DC-DC converter 3. In Fig. 2(A),
the low DC voltage from the battery 1 via the input terminal A is sent into a primary
winding 12a of a voltage boosting transformer 12 via the intermediate tap of the primary
winding 12a. Two transistors Q
1 and Q
2 are provided between the ends of the primary winding 12a and ground. A third winding
12b is provided at the primary winding side between the two transistors Q 1 and Q
2 so that the primary winding 12a is excited to generate a current directed alternatingly
from the intermediate tap of either end thereof as shown by arrows. Consequently,
both ends of the secondary winding 12c of the voltage boosting transformer 12 experience
a boosted alternating voltage determined by the winding ratio between the primary
and secondary windings 12a and 12c. The boosted AC voltage is rectified by means of
two diodes D
1 and
D2 and the rectified voltage is used to charge two capacitors C
1 and C
2. The anode of the first diode D
1 is connected to one end of the first capacitor C
1. The cathode of the first diode D
l is connected to one end of the secondary winding 12c and to the anode of the second
diode D
2. The cathode of the second diode D
2 is grounded. The other end of the secondary winding 12c is connected to the other
end of the first capacitor C
1 and to one end of the second capacitor C
2. The other end of the second capacitor C
2 is grounded. These diodes and capacitors D
1, D
2, C
1, and C
2 constitute a double voltage rectifying circuit. The one end of the first capacitor
C
1 and the anode of the first diode D
1 constitute an output terminal B of the DC-DC converter 3. It will be seen that serial
resistors R
2 through R
4 are provided between the output terminal B and ground as a means for discharging
the electrical charge within the two capacitors C
1 and C
2 gradually after the ignition switch 2 is turned off in order to prevent an electrical
shock. A filter circuit comprising two capacitors C
3 and C
4 and inductor L is provided between the input terminal A and ground for suppressing
ignition noise generated by the internal DC-DC converter 3.
[0013] Each time the primary current flowing in the primary winding 4a is interrupted by
means of the transistorized ignition switching unit 5, a high surge voltage generated
at the secondary winding 4b starts a spark discharge at the one of the spark plugs
11 currently in contact with the rotor electrode of the distributor 9. At this time,
the rectified high DC voltage of approximately 2 kilovolts in the first and second
capacitors C
1 and C
2 of the DC-DC converter 3 is sent to the spark plug via the secondary winding 4b so
as to sustain the arc discharge after the gap between electrodes of the spark plug
breaks down.
[0014] An example of the transistorized ignition switching unit is shown by Fig. 2(B).
Fig. 3 shows a relationship between ignition energy and engine load or engine speed.
As shown in Fig. 3, as the engine load or engine speed decreases, the ignition energy
required increases.
Fig. 4 shows the relationship between engine load and engine speed with the ignition
energy held constant. As appreciated from Fig. 4, the engine speed and engine load
have a symmetrical relationship if the ignition energy is maintained constant.
Fig. 5(A) shows a preferred embodiment of the ignition system according to the present
invention applicable to a four-cylinder internal combustion engine.
[0015] Another type of the DC-DC converter 20 comprises:
(a) a modified voltage boosting transformer 21 having a primary winding 21a and secondary
winding 21b, an intermediate tap of the primary winding 21a is connected to the battery
1 via the ignition switch 2 and input terrminal A of the DC-DC converter 20. Each
end of the priimary winding 21a is groounded via a corresponding transistor Q4 and Q6. The transistor Q4 is connected to ancother transistor Q3 in a Darlington configuration. The transistor Q6 is connected to another transistor Q5 in the Dirlington configuration. The base of each transistor Q3 and Q5 is connected to an emitter follower 22 and 23 via a resistor R0 and RO'. The base of the transistor Q3 is comnected to that of the opposite transistor Q5 via two opposite connected diodes D7 and D8 and is also connected to the ground via another transistor Q7. An oscillator 24 is provided between the input terminal A and the two emitter followers
22 and 23. The output voltage of the oscillator 24 controls both pairs of transistors
Q3 and Q4, and Q5 and Q6 via the corresponding emitter follower 22 and 23 so as to turn each pair of transistors Q3 and Q4, and Q5 and Q6 on alternatingly so that a high-amplitude alternating voltage is generated at the
secondary winding 21b of the voltage boosting transformer 21. The generated alternating
voltage is rectified by means of a diode bridge full-wave rectifier comprising four
diodes D3 through D6. The rectified high DC voltage is used to charge a capacitor C5. The charged voltage is applied to the secondary winding 4b of the ignition coil
4 via a first output terminal BI. The base of the transistor Q7 is connected to the junction between two resistors R5 and R6 connected in series between the emitters of transistors Q4 and Q6 and ground. Therefore, the voltage divided by the two emitter resistors R5 and R6 is applied to the base of the transistor R7 so as to control the switching duration of both pairs of transistors Q3 and Q4, Q5, and Q6.
[0016] In this embodiment, the base voltage of the transistor Q
7 in the DC-DC converter is controlled by means of a high DC voltage control circuit
25 so that the output voltage of the DC-DC converter 20 is adjusted according to engine
operating conditions, as explained below. The high DC voltage control circuitry 25
comprises: (a) a comparator 26 whose output terminal is connected to the base of the
transistor Q
7 in the DC-DC converter 20 via a diode D
9; (b) a voltage regulator 27 whose input terminal is connected to the input terminal
A of the DC-DC converter 20 which transforms the input voltage, e.g., 12 volts from
the battery 1 via the ignition switch 2 to provide a constant DC voltage, e.g., 8
volts; and (c) a rotary switch 29 which connects the non-inverting input terminal
of the comparator 26 to one of four terminals a through d according to an opening
angle of a throttle valve 28 within an intake manifold of the engine. The noninverting
input terminal of the comparator 26 is also connected to a second input terminal B
2 of the DC-DC converter 20. The end of the capacitor C
5 is connected to the second output terminal B
2 of the DC-DC converter 20 via a resistor R
7. The contacts a through d of the rotary switch 29 are grounded via respective resistors
Ra through Rd for changing the divided voltage applied to the noninverting input terminal
of the comparator 26 according to the opening angle of the throttle valve 28. The
rotary switch 29 and the resitors Ra through Rd constitute a variable voltage dividing
circuit. The inverting input terminal of the comparator 26 receives a reference voltage
V
ref from the voltage regulator 27 and dividing resistors R
8 and
R9.
[0017] When a divided voltage V
e applied via the resistor R
7 and the variable voltage dividing circuit 30 to the noninverting input terminal of
the comparator 26 exceeds the reference voltage V
ref, the output voltage of the comparator 26 goes high so that the transistor Q
7 is rendered conductive. Consequently, all transistors Q
3, Q
4,
Q5, and
Q6 are forcibly turned off and the voltage boosting operation of the DC-DC converter
20 is halted so that the output voltage V
H of the DC-DC converter 20 becomes equal to the reference voltage V
ref. In this way, the change in the voltage dividing ratio by means of the variable voltage
dividing circuit 30 enables control of the output voltage V
H of the DC-DC converter 20, i.e., charge voltage across the capacitor C
5.
[0018] In this embodiment, when the opening angle of the throttle valve 28 is small, i.e.,
in cases of low engine load, the resistor R
d with the lowest resistance value of all the parallel voltage dividing resistors is
connected to the rotor e of the rotary switch 29. As the opening angle of the throttle
valve 28 increases, i.e., as the engine load increases, the rotor e of the rotary
switch 29 comes into contact with the contacts c, b, and a sequentially so as to increase
the dividing ratio of the output voltage of the DC-DC converter 20, i.e., increase
the resistance value of the applied resistors R , R
b, and R. Since the divided voltage V
e increases as the engine load increases, the output voltage V
H of the DC-DC converter 20 decreases.
[0019] If at three values I, II, and III of engine load as shown in Fig. 6, the rotor e
of the rotary switch 29 switches from the contact a to the subsequent contact b and
vice versa, from the contact b to the subsequent contact c and vice versa, from the
contact c to the subsequent contact d and vice versa, a load vs ignition energy characteristic
curve as shown by solid line of Fig. 6 can be selected.
[0020] In this way, a sufficiently large ignition energy can be supplied to each spark plug
11 even in cases of low engine load.
[0021] Fig. 7 shows ignition energy, denoted by the hatched portion, at constant engine
load in the case of the conventional ignition system. In Fig. 7, symbol V
s denotes the breakdown voltage of the gap between the electrodes of the spark plug
11, symbol
VAl denotes the sustained arc discharge voltage, and symbol D
S1 denotes the interval of time for which the sustained arc discharge continues.
[0022] Fig. 8 shows the ignition energy at the same load as in Fig. 7 in the case of the
ignition system shown in Fig. 5 according to the present invention.
[0023] As appreciated from Fig. 8, the sustained arc discharge voltage is increased slightly
as indicated by V
A2 (V
A2>V
A1) and the interval of discharge is significantly longer so that the overall ignition
energy is increased. Consequently, misfire will not occur. In addition, since the
ignition energy is decreased as the engine load increases, a wasteful power consumption
can be prevented.
[0024] In this embodiment, the voltage dividing ratio of the output voltage V of the DC-DC
converter 20 is changed incrementally by means of the voltage dividing resistors R
a through R
d and rotary switch 29. Alternatively, a potentiometer interlocked with the throttle
valve 28 which changes the voltage dividing ratio continuously as the throttle valve
28 opens may be used as shown by Fig. 5(C). The reference voltage V
ref may alternatively be adjusted according to the opening angle of the throttle valve
28 while the divided voltage V remains constant as shown in Fig. 5(B).
[0025] Furthermore, in this embodiment the opening angle of the throttle valve 28 is representative
of engine operating conditions. Alternatively, engine operating conditions may be
detected by means of an engine speed detector, negative pressure detector within the
intake manifold of the engine, air flow meter for detecting intake air flow rate,
etc. Therefore, the voltage dividing ratio or reference voltage described hereinabove
may be changed according to any of these detected results.
[0026] As described hereinbefore, the ignition system according to the present invention
controls the output voltage of the DC-DC converter according to the current engine
operating conditions so that the voltage across the capacitor, i.e., output voltage
of the DC-DC converter increases when the engine load or engine speed is low. Consequently,
sufficient ignition energy for complete combustion of air-fuel mixture can be supplied
to the spark plugs. As a result, flame propagation can be enhanced and fuel economy
can be improved.
[0027] Since the ignition energy is reduced to a minimum when the engine load or engine
speed is high, electrical power consumption for the ignition operation can be minimized
and fuel efficiency of the automotive vehicle in which the ignition system according
to the present invention is incorporated can be improved.
[0028] It will be clearly understood by those skilled in the art that modifications may
be made in the preferred embodiment described hereinbefore without departing from
the spirit and scope of the present invention, which is to be defined by the appended
claims.
1. An ignition system for an internal combustion engine, comprising:
(a) a voltage transforming coil having a primary winding and secondary winding, said
primary winding receiving a periodically interrupted current and said secondary winding
having a first end connected to common ground via a spark gap across which a spark
discharge starts when the current flowing through said primary winding is periodically
interrupted at controlled times;
(b) means for periodically interrupting the current flowing through the primary winding
of said coil;
(c) a high DC voltage boosting means, connected to a second end of the secondary winding
of -said coil, which converts low DC voltage into a corresponding AC voltage, boosts
the AC voltage into a high-amplitude AC voltage, rectifies the high-amplitude AC voltage
into a corresponding high DC voltage, and stores the high DC voltage so that the stored
high DC voltage is applied to the spark gap via the secondary winding of said coil
so as to sustain the subsequent arc discharge across the spark gap when the spark
discharge occurs thereacross; and
(d) an output voltage control means which controls the output voltage of said high
DC voltage boosting means according to engine operating conditions so as to provide
an engine condition-dependent amount of ignition energy to the spark gap.
'2. An ignition system for an internal combustion engine as set forth in claim 1, wherein
said high
DC voltage boosting means comprises:
(a) a voltage boosting transformer having a primary winding and secondary winding,
said primary winding thereof having an intermediate tap receiving the low DC voltage;
(b) an oscillating means which produces two alternating voltage signals having opposite
phases with respect to each other in response to the low DC voltage;
(c) a pair of switching means each connected between one end of the primary winding
of said voltage boosting transformer and ground for generating an intermittent current
from the intermediate tap to ground through the primary winding thereof when one of
the two alternating voltage signals is received from said oscillating means;
(d) a rectifying means connected between the ends of the secondary winding of said
voltage boosting means for rectifying a boosted high AC voltage across the secondary
winding of said voltage boosting transformer;
(e) a capacitor connected to said rectifying means and to the second end of the secondary
winding of said coil so as to be charged by the rectified high DC voltage; and
(f) another switching means which turns off said pair of switching means so as to
halt the generation 'of the intermittent current when an input signal is received.
3. An ignition system for an internal combustion engine as set forth in claim 2, wherein
said output voltage control means comprises:
(a) an engine operating condition detecting means which detects engine operating conditions
and outputs a signal according to the detected engine operating conditions;
(b) a divided voltage level changing means connected to said capacitor of said high
DC voltage boosting means which changes a voltage dividing ratio of the voltage across
said capacitor according to the signal from,said engine operating detecting means;
and
(c) a comparing means which compares the divided voltage level of said capacitor with
a reference voltage level and outputs the signal to said other switching means when
the divided voltage level of said capacitor exceeds the reference voltage level.
4. An ignition system for an internal combustion engine as set forth in claim 2, wherein
said output voltage control means comprises:
(a) an engine operating condition detecting means which detects engine operating conditions
and outputs a signal according to the detected engine operating conditions;
(b) a reference voltage level changing means which changes the reference voltage level
according to the signal from said engine operating condition detecting means; and
(c) a comparing means which compares a divided voltage level of the voltage across
the capacitor of said high DC voltage boosting means with the changed reference voltage
level and outputs the signal to said other switching means of said high DC voltage
boosting means when the changed reference voltage level exceeds the divided voltage
level.
5. An ignition system for an internal combustion engine as set forth in claim 3, wherein
said engine operating condition detecting means is a throttle valve located within
an intake manifold of the engine and wherein said divided voltage level changing means
comprises a rotary switch having a rotor terminal connected electrically to said comparing
means and interlocked for rotation with said throttle valve and a plurality of fixed
terminals, each individually contactable by said rotor terminal according to the opening
angle of said throttle valve and a plurality of resistors, each connected between
a corresponding fixed terminal and ground such that as the opening angle of said throttle
valve increases, the resistance of the contacted resistor decreases,
whereby the divided voltage level to be compared by said comparing means with the
reference voltage level increases incrementally as the opening angle of said throttle
valve increases.
6. An ignition system as set forth in claim 4, wherein said engine operating condition
detecting means is a throttle valve located within an intake manifold of the engine
and wherein said reference voltage level changing means comprises a rotary switch
having a rotor terminal electrically connected to said comparing means and interlocked
for rotation with'said throttle valve and a plurality of fixed terminals, each individually
contactable by said rotor terminal according to the opening angle of said throttle
valve and a plurality of resistors, each connected between a corresponding fixed terminal
and ground and arranged so that as the opening angle of said throttle valve increases,
the resistance valu of the contacted resistor decreases,
whereby the reference voltage level to be compared by said comparing means with the
divided voltage level of said high DC voltage boosting means decreases incrementally
as the opening angle of said throttle valve increases.
7. An ignition system for an internal combustion engine as set forth in claim 3, wherein
said engine operating condition detecting means is a throttle valve located within
an intake manifold of the engine and wherein said divided voltage level changing means
comprises a potentiometer connected between said comparing means and ground and interlocked
with said throttle value such that its resistance value increases as the opening angle
of said throttle valve increases,
whereby the divided voltage level to be compared by said comparing means with the
reference voltage level increases continuously as the opening angle of said throttle
valve increases.