Internal-combustion engines – Igniters – Sparkers
Patent
1985-06-27
1987-04-21
Cox, Ronald B.
Internal-combustion engines
Igniters
Sparkers
123628, 200 19R, F02P 100
Patent
active
046587730
DESCRIPTION:
BRIEF SUMMARY
BACKGROUND OF THE INVENTION
The invention is directed to an apparatus for transferring a high voltage to the ignition elements of an internal combustion engine. The apparatus comprises first and second units which form spark discharge gaps, the high voltage being provided to one of the electrode units and the other electrode unit being connected to the ignition elements of the internal combustion engine.
In order to ignite a gas-air mixture in a cylinder of an internal combustion engine, a high voltage is transferred to an ignition element provided in the cylinder. The cylinders are selected according to the firing order by means of a flash-over distributor. In order to do this, the high voltage generated in a high voltage generating device at the firing point is supplied to a distributor rotor. At the point of ignition of the cylinder, a first electrode unit provided at the rotor is positioned opposite a second electrode unit, which is connected to the ignition element provided in the cylinder via a connecting line, said cylinder containing the inflammable gas-air mixture. Therefore, at the firing point, the first electrode unit of the rotor and the second electrode unit form a spark discharge gap, which is placed in series with the spark discharge gap of the ignition element, for example, the electrodes of a spark plug. The high voltage generated in the high voltage generating device at the firing point flashes over from the first electrode unit to the second electrode unit and between the electrodes of the plug so that the inflammable gas-air mixture is ignited.
The high voltage generating device which always generates the high voltage necessary for the ignition only at the respective firing point, mostly consists of an ignition coil (SZ) comprising an autotransformer, whose first primary winding is connected to an interruptor and whose second primary winding is connected to the line voltage of the automobile. If the interruptor, which mostly is also accommodated in the distributor, is closed, a magnetic field is created due to the current flow through the primary coil. At the firing point, the interruptor is opened and a high voltage is produced at the secondary winding of the ignition coil. The thus produced high voltage is supplied from the secondary winding of the ignition coil to the first electrode unit of the rotor in the distributor. Without mentioning the numerous losses, the magnetic energy stored in the primary winding is substantially supplied to the respective ignition element, said magnetic energy being calculated according to the formula flows through the primary winding at the firing point and is interrupted.)
The high voltage generation by means of the coil ignition produces a spark at the electrodes of the plug, said spark having a long burning time, and the coil ignition is quite cheap so that it is mostly used in small and in middle class cars. However, besides the advantages, said coil ignition also has considerable disadvantages, as e.g., that the contacts of the interruptor burn up, that the mechanical operating devices of the interruptor get worn out, and that the amplitude of the high voltage decreases in intensity with an increased rotational speed of the motor and thus with the generation frequency. In order to eliminate a part of the numerous disadvantages of the coil ignition, a transistor-coil ignition (TSZ) was proposed as a further development. There, the interruptor is replaced by a transistor, whereby the break contact is relieved and need not be substituted so soon.
On the one hand, the transistor-coil ignition eliminates disadvantages of the coil ignition (SZ) but, on the other hand, causes disadvantages, as e.g., temperature dependence problems, and does not eliminate all disadvantages.
Therefore, on the basis of the coil ignition and the transistor-coil ignition, the capacitor ignition (HKZ) was proposed as a further development. The difference between the capacitor ignition and the aforementioned ignitions SZ, TSZ is that the necessary ignition energy--leaving los
REFERENCES:
patent: 886225 (1908-04-01), De La Valette
patent: 1110415 (1914-09-01), Zika
patent: 3789168 (1974-01-01), Meyer
patent: 3799135 (1974-03-01), House
patent: 4488530 (1984-12-01), Turetsky
Elektronik Magazine, 9/77, pp. 64-68, German Publication.
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