Ignition system for internal combustion engines

Details Ignition system for internal combustion engines Ignition system for internal combustion engines

1994-05-26

1995-10-31

Argenbright, Tony M.

Internal-combustion engines

High tension ignition system

Having dwell control

123637, 123644, F02P 1510, F02P 3045, F02P 900

Patent

active

054620368

DESCRIPTION:

BRIEF SUMMARY
BACKGROUND OF THE INVENTION

An ignition system for internal combustion engines for the production of sequential spark ignitions is known from Federal Republic of Germany Patent 23 40 865. A sequential spark ignition is an ignition at the desired firing time calculated by the control device but the sparks of which, are not allowed to burn out entirely. Instead, the coil is recharged utilizing the residual energy and ignites again.
This process is repeated until the distribution limit is reached. The distribution limit is the crankshaft angle which a firing time of the last ignition of a sequential spark ignition must not exceed. If the distribution limit is exceeded, then there is a danger that, with the high voltage distribution at rest, the ignition spark may fall within the exhaust stroke, or that, with rotating voltage distribution, the high voltage available may be imparted to the spark plug of the next cylinder. In both cases this would have a negative influence on the travel behavior of the internal combustion engine. Therefore, until now, the charging process of the last individual ignition of a sequential spark ignition has been interrupted upon reaching the distribution limit.


SUMMARY OF THE INVENTION

In accordance with the present invention, in addition to the distribution limit, a further crankshaft angle is introduced which is obtained by subtracting the closing angle corresponding to a charging process of an individual ignition from the angle of the distribution limit. In this way, the charging process of the last individual ignition of the sequential spark ignition can, in all cases, be completed so that the energy stored is sufficient for the triggering of an ignition spark. As a result, the starting of a charging process which would be interrupted upon reaching the distribution limit regardless of how full the coil was charged is avoided. This means that no unnecessary losses of energy occur. At the same time, since the primary current in the ignition coil is detected, a disconnecting of the primary current takes place only when the energy stored is sufficient to produce an ignition spark under normal conditions. The control device of the internal combustion engine can continue, by detection of the supply voltage, to adapt the closing time of each individual ignition of the sequential spark ignition in accordance with the conditions of the internal combustion engine, so that a disconnection of the primary current is effected only when the energy stored in the ignition coil produces an ignition spark on the spark plug under normal operating conditions.


BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 shows the construction in principle of an ignition system;
FIG. 2 shows the charging processes of the individual ignitions of a sequential spark ignition plotted over the corresponding time range or the range of the crankshaft angle within which the sequential spark ignition takes place; and
FIG. 3(a-c) shows the charging processes of the individual ignitions with different supply voltage.


DETAILED DESCRIPTION OF THE INVENTION

FIG. 1 shows an ignition system of an internal combustion engine. A control device 1, for instance a microprocessor, detects various operating parameters of the internal combustion engine, such as speed of rotation n, pressure p, supply voltage U.sub.B, temperature T, etc. as input variables 2 in order to determine the ignition time ZZP. Via a connection 3 of the control device 1, the ignition transistor 4 is actuated for the connecting and disconnecting of the flow of current in the ignition coil 5. The ignition transistor 4 is connected on the collector side to the supply voltage U.sub.B via a series connection with the primary winding 6. On the emitter side, the ignition transistor 4 is connected to ground via a current shunt 7. Between the emitter of the ignition transistor and the current shunt 7, there is a tap 8 from which, via a connection 9 in the control device 1, a voltage which is proportional to the primary current I.sub.p is detected during the driving of t

REFERENCES:
patent: 3926557 (1975-12-01), Callies et al.
patent: 3945362 (1976-03-01), Neuman et al.
patent: 3976043 (1976-08-01), Canup et al.
patent: 4003354 (1977-01-01), Canup
patent: 4091787 (1978-05-01), Frank
patent: 4112890 (1978-09-01), Manger et al.
patent: 4933861 (1990-06-01), Allen et al.

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