Internal-combustion engines – High tension ignition system – High frequency ignition system
Patent
1999-04-21
2000-11-07
Dolinar, Andrew M.
Internal-combustion engines
High tension ignition system
High frequency ignition system
123620, 123634, 361263, F02P 305
Patent
active
061421308
DESCRIPTION:
BRIEF SUMMARY
BACKGROUND OF THE INVENTION AND PRIOR ART
There is a move in the automotive industry to distributorless ignition systems of one coil per spark plug, and particularly towards plug-mounted coils. Motivations for this are more compact ignition, elimination of electromagnetic interference, and higher ignition efficiency (no distributor or spark plug wires), as well as other reasons.
There is also a desire to maintain and even raise, the spark plug energy that is delivered to the combustible mixture for ignition. While energy delivery efficiency of plug-mounted coils increases due to elimination of the distributor and spark plug wires, the constraints on the coil size reduce the energy that can be stored in the core and delivered to the spark gap. The coil winding resistance increases as the coil diameter is reduced in inverse relationship to the fourth power of the diameter, to make the coil ever less efficient as it is made smaller. The high coil primary inductance Lp of 2 to 8 milliHenry (mH), and low peak primary current Ipo of typically 4 to 10 amps available from a car battery of voltage Vb (of 6 to 13 volts), limit the energy that can be stored and delivered to the spark gap and limit the magnitude and quality of the spark that is delivered (50 milliamps typical spark current).
There is a need for an improved ignition with coils that are compact, light weight, inexpensive, and simple to fabricate and are suitable for plug mounting (or locating near the plug) which can store high energy of 150 to 600 millijoules (mj) and deliver high spark energy of 120 to 500 mj with high energy delivery efficiency. There is also a need to improve the overall operation of the inductive ignition system to permit higher switch break currents and higher stored energy while placing less stress on the coil's magnetic core and power switch.
SUMMARY OF THE INVENTION
In this patent application is disclosed a high power, high energy, high efficiency inductive ignition system in which the operating supply voltage Vc energizing the ignition coils is made independent of the variable, low voltage, battery supply voltage Vb (or other voltage of other ignition systems), and the operating voltage Vc is selected in conjunction with low inductance compact ignition coils suitable for plug mountain, or for other type of mounting near the spark plug, to provide higher ignition energy and higher operating efficiency than the conventional automotive Kettering inductive ignition system.
The ignition system disclosed is designated as "Hybrid Inductive Ignition", or HBI, since it features inductive energy storage in the magnetic core of the ignition coil as in the conventional inductive system, but also features energy storage at a higher and approximately constant voltage Vc, typically on an energy storage electrolytic capacitor, for delivery to the magnetic core of the ignition coil. For the low battery voltage Vb automotive application, the system features a high efficiency, e.g. 90%, DC to DC power converter with isolation, and other system features mentioned below and disclosed in the description.
The ignition system is designed to more optimally operate by having the supply voltage set at about three time the standard automotive battery voltage of 14 volts, i.e. with Vc approximately 42 volts, and the peak "break" or coil primary winding switching current Ipo at about three times the maximum of 10 amps used in conventional systems, i.e. with Ipo approximately 30 amps. The coil primary inductance Lp is then selected to be in the range of 0.2 to 1.0 milliHenry (mH), an order of magnitude less than that of the standard inductive system but such that approximately three times the energy Epo can be stored in the coil's magnetic core and approximately three times the "useful" energy Eso can be delivered to the spark as required for best engine dilution tolerance.
To obtain the required system features and achieve the required results, the ignition features open core structure with relatively confined magnetic fields for low primary inductance
REFERENCES:
patent: 4522185 (1985-06-01), Nguyen
patent: 5056497 (1991-10-01), Akagi et al.
patent: 5193514 (1993-03-01), Kobayashi et al.
patent: 5315982 (1994-05-01), Ward et al.
patent: 5558071 (1996-09-01), Ward et al.
Cohen Jerry
Dolinar Andrew M.
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