Transcript
United States Patent
[111
[19]
Merrick [54]
[45] Dec. 16, 1975
MULTIPLE SPARK DISCHARGE SYSTEM l
[75]
3,926,165
.
Inventor‘ iames Walter Memck’ El Paso,
3,593,696
7/1971
Guido ..................... .. 123/148 E
3,599,616
8/1971
Oishi et al. . . . . . . .
3,820,520
6/1974
Canup ........................... 1. 123/148 E
. . . ,.
123/148
CC
ex.
[73] Assignee: Autotronic Controls Corporation, El Paso, Tex.
Primary E-Ydt711'n€I‘—ChaY1€S J- Myhre Assistant E.\'aminer——Joseph Cangelosi
[22]
Attorney, Agent, or Fzrm—-Marcus L. Bates
Filed:
Feb. 11’ 1974
[21] Appl. No.: 440,996
[57] ABSTRACT A multiple spark discharge ignition system having a
[52] [51] [58]
high energy eapacitative discharge ignition current which provides multiple striking at the spark gap of a Combustion Chamber. The timing of the ?ring can be retarded relative to the power stroke. The duration of
US. Cl ...................... .. 123/148 E; 123/148 OC Int. Cl.2 ........................................... .. F02? l/OO Field of Search ................. .. 123/148 E, 148 0C
[56]
References Cited UNITED STATES PATENTS
the time interval during which the strikes occur is also Controlled‘
2,811,672 2,898,392 2,940,014
10/1957 8/1959 6/1960
c1166" ....................... .. 123/148 oc Jaeschke _______________________ _, 123/143 E Legeay et al .................. .. 123/148 E
In its Preferred form» the W689"t invention utilizes the ignition points of an internal combustion engine for its timing signal and the distributor for distributing the
3,280,809
10/1966
Issler . . . . . - . . . . .
. . . .. 123/ 148 E
high voltage current to the spark gap associated with
3,394,690
7/1968
B611 . , . . . . . . . . . . .
. . . ..
each of the Combustion Chambers_
3,407,795
10/1968
Aiken et a1 .................... ., 123/148 E
3,489,129
1/1970
155161 et a1. ................. ., 123/148 oc
17
m 2|
0
20
A
I6
'4?»
D
123/148 E
_
_‘
_
14 Claims, 14 Drawing Figures
US. Patent De-c.16,1975
Sheet10f6
3,926,165
Patent
Dec. 16, 1975
Sheet 3 of 6
3,926,165
US. Patent
Dec. 16, 1975
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3,926,165
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US. Patent
FIG. l2 \ 55
\78
Dec. 16,1975
Sheet6of6
3,926,165
3,926,165
2
1
A further object of this invention is to disclose and
provide improvements in multi-strike ignition systems
MULTIPLE SPARK DISCHARGE SYSTEM
which has incorporated therewith means by which the
BACKGROUND OF THE INVENTION
It is known that multiple strike ignition systems in crease the ef?ciency of internal combustion engines for
duration of the strikes can be controlled. 5
A still further object of this invention is to provide a
multi-strike ignition system having means by which the
the reason that the combustion mixture in each of the combustion chambers is ignited more often than would
time of the strikes can be controlled relative to the
power stroke of the engine. Another and still further object is to provide im
otherwise be realized when utilizing a single'strike igni
tion system. It is known that an internal combustion 10 provements in multiple strike discharge circuitry which engine often fails to have the gaseous mixture in all of enables a greater number of strikes to occur within a the combustion chambers thereof exploded on the ?nite time interval. ' power stroke, and accordingly, this causes a signi?cant These and various other objects and advantages 0
increase in objectionable emissions in the exhaust gases. Moreover, as the objectionable emissions in
the invention will become readily apparent to those skilled in the art upon reading the following detailed description and claims and by referring to the accom—
crease, the ef?ciency of the power plant decreases, thereby causing increased cost of operation. Complete combustion of the mixture of air and fuel
panying drawings.
contained in the combustion chamber of an internal
combustion engine is seemingly unattainable because
'
The above objects are attained in accordance with 20
of scavenging and cylinder pressures, and moreover is undesirable because of the materials of construction necessarily incorporated into the fabrication of the
the present invention by the provision of a combination of elements which are fabricated in a manner substan
tially as described in the above abstract and summary.
BRIEF DESCRIPTION OF THE DRAWINGS
engine components; however, complete burning of the
FIG. 1 is a perspective view of a multi-strike dis gaseous mixture to a predetermined resultant reactant 25 charge apparatus made in accordance with the present
product is attainable where proper and sustained igni
invention;
tion of the combustion mixture is effected, and where the ?ame velocity is of a magnitude to cause propaga tion of the ?ame to extend throughout the combustion
FIG. 2 discloses several curves illustrating the wave
form of a conventional ignition system contrasted with the wave form of a multi-strike ignition system as might be viewed by observing the wave form of the current at
chamber so that an optimum reaction occurs thereby
realizing maximum work from the expansion of the gases.
It is therefore desirable to lower the objectionable emissions from the exhaust gases of internal combus» tion engines while at the same time increasing the 35
power output and economy of operation thereof. Moreover, it is prepared to attain these desirable attri butes at a minimum of cost and in a simple and uncom
plicated manner so that this desirable expedient can be
the spark plug of an internal combustion engine; FIG. 3 is a diagrammatical, part schematical illustra tion of circuitry arranged in accordance with the teach ings of this invention; FIG. 4 discloses several different wave forms pro duced by various ones of the circuitry of FIG. 3; FIGS. 5 and 6 disclose a schematical representation of circuitry for carrying out one form of the present
invention;
enjoyed by anyone who operates a motor vehicle.
FIG. 7 is a schematical representation of another
form of part of the circuitry disclosed in the foregoing
SUMMARY OF THE INVENTION
?gures;
This invention relates to multiple spark discharge
FIG. 8 discloses a series of curves which sets forth the
apparatus for delivering current to the spark plug of a wave form observed at various locations within the combustion chamber of an internal combustion engine. 45 circuitry of FIG. 7; The time of ?ring as well as the duration of the dis FIGS. 9 and 11 set forth another form of part of the charge is electronically controlled to thereby enhance
circuitry disclosed in the foregoing ?gures;
the ef?ciency of combustion. The apparatus in its preferred form includes a multi ple spark discharge control circuit connected to deliver multiple strikes across the spark plug when energized by a proper timing signal. A converter changes low voltage DC to high voltage DC and is connected to the
multiple spark discharge control circuitry. The ?ring duration and timing retard control circuit
FIG. 10 sets forth curves depicting the wave form
produced at various locations within the circuitry of
FIG. 9; and, FIGS. 12 - 14 disclose a number of curves which
enable a theoretical discussion of the merits of the
present invention to be more precisely considered. 55
is connected to the multiple spark discharge circuitry so that the duration and timing of ?ring can be con trolled for each power stroke of a cylinder.
invention indicated by the arrow at numeral 10. A
Accordingly, a primary object of the present inven tion is the provision of a multiple spark discharge appa
mounting plate 11 enables the main body portion 12 to be affixed in close proximity to an internal combustion
ratus for delivering multiple strikes across a spark gap
engine. Circuitry is housed within the main body while heat radiating ?ns l3 dissipate heat therefrom. The
of a combustion chamber of an internal combustion
engine to thereby cause ignition of the combustable
apparatus of the present invention can be connected
mixture contained within the combustion chamber to occur in a more ef?cient manner.
Another object of the invention is to provide im provements in multi-strike ignition systems for use in providing ignition within a combustion chamber.
DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENT In FIG. 1 there is disclosed one form of the present
65
into the ignition system of a conventional engine by utilizing the electrical connections or terminals 14 — 20
as will be discussed in greater detail later on in this
disclosure.
3,926,165
4
3 In FIG. 2, the upper curve discloses a wave form of
the voltage in a conventional ignition system, while the
CIRCUIT VALUES OF FIGURES 5 AND 6
lower curve illustrates the wave form of the voltage
R1 R2 R3 R4 R5 R6 R7 R8
.47 ohms .47 ohms 047 ohms 047 ohms 1K ohms 1K ohms 220 ohms 47 ohms
R20 R21 R22 R23 R24 R25 R26 R27
R9 RIO R11 ~
4.7K ohms 1K ohms 1K ohms
R28 R29 R30
R12
100 ohms
R31
R13 R14 R15 5 R16 R17 R18 R19
1K ohms 220 ohms 220 ohms 11K ohms 1K ohms 10K ohms 1K ohms
R32 R33 R34 R35 R36 R37 R38
which is attained by utilizing the teachings of the pres ent invention. In each curve, the breakdown voltage V,, is required to initiate a spark across the plug gap, while
V,- is the ionizing voltage which is also the voltage mea sured across a gap after current flow has been initiated.
In FIG. 3 there is diagrammatically illustrated an
electronics ignition system made in accordance with the present invention. The circuitry is connected to a low voltage source of current at l4, l6 and produces a high voltage current at 15 of a particular wave form.
The circuitry is comprised of an engine timing signal conditioning circuit A having the input thereof con nected to a timing signal at 17, which for purposes of this embodiment is illustrated as being in the form of a conventional set of ignition points 21. The conditioned
timing signal provides a signal for the input of the en gine timing control circuit B, which can be remotely
Cl
250 yf
C2
250
4.7K ohms 2K ohms 1K ohms
10K ohms 1K ohms
R39 R40 R41 R42 R43 R44 R45 R46
2.2K ohms 1K ohms 2.2K ohns 2.2K ohms 15K ohms 4.7K ohms 1K ohms 4.7K ohms
68 ohms 10K ohms 1K ohms
R47 R48 R49
4.7K ohms 4.7K ohms 100 ohms
R50
100K ohms 10K ohms 4.7K ohns 1K ohms
1K ohms 4.7K ohms
1K ohms 22K ohms 10K ohms 4.7K ohms 1K ohms 22K ohms 1K ohms '
20 C3
controlled at 18 so as to selectively retard the timing of the ignition, as may be desired.
The output of the timing control provides a signal for the ?ring duration control circuitry C. The last named 25 circuitry has a remote duration control 19 for control
ling the duration of the firing portion of the ignition
cycle. A converter D converts the low voltage DC supply
into high voltage DC to thereby provide the multi-spark
30
discharge control circuitry E with a high voltage sup ply. The firing duration control circuitry output causes the circuitry E to impose high voltage upon the trans former F to thereby provide the distributor 23 with a
plurality of high voltage sparks which is transferred to the spark plug‘ 24 of the illustrated internal combustion
C4 C5 C6 C7 C8 C9
0.03 .005 .005 .01 .01 35
C10
.01
C11 C12
4.7 2.2
C13
.002
C14 C15 C16
.05 .01 .001
C17
.1
C18
1.0
Q1 ,
T1P36A
Q2 Q3
T1P36A T1P36A
Q6
2N4355
Q7 Q8 Q9 Q10 Q11 Q12 Q13 Q14
T1597 T1597 2N6027 T1597 T1597 T1597 T1597 T1597
45 Q18 O19 Q20
T1597 T1597 2N425O 2N4250 T1597 T1597 T1597 T1597 T1597 2N425O T1597
engine cylinder chamber 25. In FIG. 4 the various curves A — F, respectively,
represent the preferred input signal to each of the cir cuits, A — F, respectively, of FIG. 3. Looking particu larly to curve A of FIG. 4, it is seen that the impulses
are spaced 90° apart for an eight cylinder engine, and,
.
R51 R52 R53 R54 R55 R56 R55’ R56’ D1 D2
1N4001
D3 D4 D5 D6 D7 D8 D9
1N4001 1N4001 1N4937 1N4937 1N4937 1N4937 1N4937
D10
~
‘
100 ohms 1K ohms 220 ohms 200 ohms 1N4001
-
1N4154
D11 D12
1N4154
D13
1N5229
D14 D15 D16
1N4154 1N4154 1N4154
D17
1N4154
D18 D19 D20
1N4154 1N4001 1N400l
are of a wave form such as may be obtained with a
magnetic pulse triggered distributor. In curve C, each of the impulses have been converted to a square wave
of about 01° to 20° in duration, respective to engine
Q21 Q22 Q23 Q24 Q25 Q26 Q27 Q28
crank shaft rotation. The impulses of Curve E is 1° —
40° in duration. The multiple strikes of the impulse of curve, F is of the same duration and timing as curve E.
Hence, it can be seen that the timing signal A is condi tioned by circuit A to provide a cleaner signal B which in turn is converted into signal C, with the latter being adjustable in time as noted. The signal E corresponds in duration to that of signal F.
55
In the embodiment of FIGS. 7 and 8, there IS dis
FIGS. Sand 6 jointly represent circuitry for carrying
closed a constant and adjustable duty cycle single shot
out the present invention, wherein various portions of the circuitry have been isolated by dot-dash lines and
having an input 40 of a wave form disclosed by numeral 40 in FIG. 8. The output 41 of the circuitry of FIG. 7
provided with letters A — F; respectively, which relate has a wave form corresponding to the curve indicated to the block diagram A - F, respectively, of FIG. 3. As 60 by the arrow at numeral 41 of FIG. 8. In FIG. 7, the seen in FIG. 5, a terminal block is provided, having junctions 42 and 43, respectively, correspond to the connectors 14 — 20 which can be related to the similar wave forms 42 and 43, respectively, of FIG. 8. It will be terminal block of FIG. 1.
Those skilled in the art, having digested this entire disclosure, will be able to comprehend the purpose and operation of the circuitry depicted by FIGS. 5 and 6. The circuit values of the various electrical components disclosed in FIGS. 5 and 6 are as follows:
noted that the time interval between the impulses of the curves depends upon the number of cylinders and ?ring
' 65
cycle of the engine under consideration. Looking now to the details of FIG. 9, which discloses a simplified embodiment of the discharge circuitry illustrated‘ at E in FIGS. 3, 5, and 6, it will be noted that
3,926,165
,,
5 the high voltage from the converter D of FIG. 3, for example, is connected at junction 50 of FIG. 9, while the output from the control circuitry C of FIG. 3 forms an input at junction 44 for the circuitry of FIG. 9. A high tension ignition transformer T broadly corre sponds to transformer F of FIG. 3. The wave form of the current at various locations 44 — 49 throughout the circuit of FIG. 9 is disclosed by curves 44 ~ 49 in FIG.
10. FIG. 11 shows one form of the invention which
stroke engine
broadly corresponds to the circuitry D of FIG. 3. The low voltage DC to high voltage DC converter is com prised of a transformer T-l having the illustrated pri mary and a tapped secondary N-l, N-2, N-3, connected
By making one or both current sources adjustable,’ a
new timing signal can be generated at the end of T-l,
which can be adjusted electronically without readjust ing the distributor. This novel expedient makes possible remote control of ignition timing electronically without the requirement of mechanical linkage and the like.
to transformer windings T-2, having primary windings N4, N5, and secondary windings N-6, N-7. Discon nect 53 is provided for convenience. The output from transformer T-l is connected into the circuitry of FIG.
One means by which this desirable expedient is carried out is disclosed in the simpli?ed circuitry of FIG. 7, and 9 at numeral 50. 20 is shown in detail in FIGS. 5 and 6. FIGS. 12 - 14 disclose the operational characteristics Looking now to the details of the ?ring duration of the present multi-spark ignition system. In FIG. 12, control circuitry C disclosed in FIGS. 3, 5, and 6, it will the amperage 55 is plotted against the voltage 56. The be noted that this circuit is essentially the same as the voltage feedback is indicated by curve 57 while curve
timing control circuit previously discussed in conjunc
58 discloses the wave form obtained with a typical current feedback converter made in accordance with
tion with FIGS. 7 and 8, except that the circuitry is used to control the ?ring duration of the multi-spark dis charge circuitry E rather than being used to control the
the present invention. Numerals 60, 62, 64, 66, 68, shows the curve as its amplitude increases to 1 amp and discharges at 300 volts. Curve 57 continues as indi
relationship of T1 and T2. The circuit C is triggered by the timing signal generated by the output of the timing
cated at 70 or 72.
control circuit B. This signal generates a gate signal
In FIG. 13 the amperage input 74 is plotted against the output amperage 75. Curve 76 relates to voltage
which controls the ?ring duration. It may also be con trolled electronically and remotely as seen in FIGS. 5 and 6, so as to enable selection of the most optimum
feedback while curve 77 relates to current feedback.
In FIG. 14, capacitor voltage 78 is plotted against time 77. Curve 82 is a plot of a converter made in 35
accordance with the present invention, while curve 84 is the wave form of a voltage feedback converter. The curves commence at 80 and extend along line 16 and
engine operating condition. Looking now to the converter D of FIGS. 3, 5, 6, and 1 1, it will be seen that this circuit converts the 12 volts
DC, for example, of the automotive electrical system into the 400 volts DC source needed to charge the
88, with the design center being indicated by numeral 88’. The normal recharge range is measured between
energy storage capacitor of the multi-spark discharge circuit. The converter must have the capability of re
88’ and 90. Numeral 92 indicates the excess voltage rise due to converter kickback spikes, and is illustrated as being 40%, with 30 4 40% being typical.
charging the energy storage capacitor in ample time to obtain the required multiple discharges on each ?ring
other remaining Figures, the present ignition system is
components thereof. Stated again, the simpli?ed circuitry of FIG. 9 is a discharge circuit with various wave forms produced therein being disclosed in FIG. 10, wherein the curve 44 shows the ?ring duration for each power stroke of
stroke of each of the cylinders of the internal combus» tion engine, and at the same time, the circuitry must be OPERATION 45 ef?cient in order to prevent excessive heating beyond As indicated in FIG. 3, in conjunction with various the limits which can be tolerated by the individual
comprised of various combinations of functional blocks A — E. The input to the engine timing signal condition ing block A can be the conventional breaker points associated with an automotive type engine, or alterna
tively, can be a magnetic pickup, photocell and window arrangement, or any other signal generating means associated or indexed with the rotating crank shaft of the engine, so long as the signal provides a timed indi 55
one of the pistons of the engine. The curve 45 of FIG. 10 shows a plurality of strikes for each successive cylin
cation of piston position. The function of the timing signal conditioning circuitry is to change the wave form
der ?ring, with the individual strikes being character~ ized by the discharge time TD and time of recharge TR. The sloped portion of the time of recharge relates to the DC/DC converter recharging the discharge capaci
A of FIG. 4 to that seen illustrated by curve B. This
tor.
expedient provides short negative electrical pulses
Curve 46 illustrates the wave form of the voltage in
the high tension ignition transformer primary. Numeral
which are suitable for driving the retard control cir cuitry B, seen in FIGS. 3 and 6.
52 indicates the discharge time TD which is determined by the inductance of the high tension transformer 'and
The engine timing control circuitry B, seen in FIGS. 3, 6, 7, and 8, is basically a duty cycle controlled single
discharge capacitor. Numeral 52' is the recharge time TR of the discharge capacitor.
shot that divides the ?ring interval T between succes
sive ?ring pulses into two intervals T-l and T-2, the ratio of which is proportional to the ratio of two current sources [-1 and [-2, according to the relationship as follows:
65
The ?ring voltage is seen illustrated by curve 47, wherein + V,, is related to the VJT or Q2 ?ring voltage, which is approximately equal to the source or battery
voltage.
';
7
'
"
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8
l
Curve 48 illustrates the VJT bias pulses, while curve 49 illustrates the SCR gate drive pulses.
The converter of the present invention enjoys all the advantages of the voltage feedback and current feed back systems and avoids all of the foregoing undesir able attributes. This desirable expedient is accom
The multi-spark discharge circuit of FIG. 9 repeti tively discharges the illustrated energy storage capaci tor into the primary of the high-tension ignition trans
plished in accordance with the present invention by the
former T as fast as the DC/DC converter (FIG. 2!),
provision of circuitry fabricated in a manner exempli ?ed by the present embodiments.
FIG. 5D, and FIG. 11) can recharge it during the ?ring duration gate pulse. In this circuit, the unijunction transistor senses when the energy storage capacitor is charged to an appropriate level, preferably 90% of maximum, as determined by the battery voltage. Those skilled in the art will readily understand the remaining
As seen in the hypothetical curves presented in FIGS. 12 - 14, when the output voltage is of a value between the numerals 59 and 60, the converter works as a volt
age feedback inverter with very little drive thereby minimizing the occurrence of stall current during each
details of the current flow and wave forms in the simpli—
discharge pulse of ignition. Temperature compensated
?ed circuit presented in the embodiment of FIGS. 9
forward bias is provided by the resistors Rl-4 and the diodes 5 and 6 of FIG. 1 l, for example. This increased
and 10, as well as the more speci?c embodiment of FIGS. 5 and 6.
forward drop of the diodes at cold temperature com
pensates for the increased base drive required by
Looking now to the multi-spark discharge circuitry
Ql-Q4 at cold temperature. Positive current feedback disclosed in FIGS. 3, 5, 6, and 11, it will be seen that occurs through T-2, the current feedback transformer, this circuit repetitively discharges the energy storage capacitor into the primary of the high tension ignition 20 but is shunted away from the transistor bases by the presence of diodes D-1 and D-2 whenever the output transformer as quickly as the converter can recharge falls below numeral 60. Whenever the output goes the capacitor during the firing duration gate pulse. In above the value indicated by numeral 62 of FIG. 12, this circuit, the unijunction transistor senses a thresh old voltage which preferably occurs when the energy 25 there is sufficient voltage across the voltage feedback windings N-l and N-2 to prevent the current feedback storage capacitor is charged to 90% of maximum as from being shunted away from the transistor bases, and determined by the battery voltage. ' therefore, above numeral 62 the converter works in the The present invention provides low dissipation and current feedback mode. The current feedback passes output current when shorted by the SCR during the
from windings N6 and N7, through D-3 and D-4, and through the current balancing resistors R-S, R-S to the
discharge pulse, thereby preventing latch-up of the SCR and excessive heating of the converter transistors. The present circuitry also provides a very high output current from 30 to 90% of the output voltage, which enables rapid recharging of the capacitor at the end of each discharge pulse. The converter of the present invention draws minimal current when the discharge
transistor bases between the points indicated by numer als 64 and 66. Therefore, essentially constant current is
available along line 64 to recharge the discharge capac itor. The available current above the value indicated by 35
capacitor is fully charged between ?ring sequences, thereby minimizing battery drain and heat buildup. The advantage of a conventional prior art current
feedback converter for ignition systems is its high ef?
numeral 66 quickly drops to zero thereby preventing excessive voltage stress of the circuit components be tween the ?ring sequences. Above point 66 a slight amount of voltage feedback is provided to stabilize the circuitry through means of R1 and R-4, which stabilize the converter when there is no low current to provide
ciency while handling light to heavy loads because it
current feedback. In normal operation, there is suf?
employs a base drive which is proportional to the load,
cient energy kickback from the high tension ignition transformer to recharge the discharge capacitor above
therefore, its output voltage does not rise appreciably
at light loads. However, these prior art systems suffer point 62, thereby allowing rapid recharge along the the disadvantage of an excessive heat dissipation and 45 time interval 64 between numerals 62 and 66. output current during output short on the discharge The output is at zero during the actual discharge pulse, thereby causing possible SCR latchup and de pulse which is a low current and dissipation point for struction of the converter transistors, which renders the converter. A comparison of the recharge time of conventional current feedback concepts unsuitable for the converter of FIGS. 5 and 6, for example, with a reliable ignition systems. conventional voltage feedback converter is shown in The use of a conventional prior art voltage feedback FIG. 14. Those skilled in the art will now appreciate the converter is advantageous in a capacitor discharge novel and heretofore unknown advantages of the pres electronic ignition circuitry because of the simplicity of ent invention over the prior art forms of ignition sys the circuit and beacuse it can be designed for low dissi terns. pation and current drain when the output is shorted 55 I claim: during the discharge pulse. However, the disadvantages 1. In an internal combustion engine having a combus for such a system is its poor ef?ciency at light loads due tion chamber within which an ignition spark is to be to the high base drive to the transistors and because of provided with the spark occuring in timed sequence
the required base current limiting resistors. Moreover, the output current drops linearly with the decreasing output voltage thereby requiring more time to recharge
respective to engine rotation, said engine having means
the discharge capacitor. Furthermore, high peak col~
for the spark; the improvement comprising: a multiple spark discharge apparatus for delivering
providing a timing signal, a DC current source, and a
distributor connected to deliver high voltage current
lector currents at light loads cause high energy spikes of voltage to occur at the collector of the transistors
and output, thereby causing the output voltage to rise above the design center which results in excessive volt age stress on various circuit components, especially at
light loads between the ?ring sequences.
current to the distributor in response to said timing 65
signal; said discharge apparatus including means forming a multiple spark discharge control circuit connected to deliver multiple strikes for said spark when said circuit is energized;
3,926,165
10
means, including circuitry, forming a DC/DC con verter for increasing the voltage of said DC current
conditioning the timing signal, to thereby provide a
source, and connected to supply current to said
multiple spark discharge control circuit;
so that a spark of multi-strikes is provided for initiat ing combustion for each power stroke of the inter nal combustion engine, with the duration and time
said multiple spark discharge control circuit for
of the strike being controlled. 4. The multiple spark discharge apparatus of claim 3
signal for driving said engine timing control circuit;
a ?ring duration control circuit means connected to 5
controlling the duration of ?ring each time said
wherein said ?ring duration control circuit means in cludes a duty cycle controlled single shot that divides the ?ring interval between successive ?ring pulses into ?rst and second intervals, circuit means by which the ratio of said ?rst and second intervals is made propor
timing signal is received; an engine timing control circuit means for changing
the time of ?ring respective to engine rotation; said engine timing control circuit means divides the
?ring interval between successive ?ring pulses into
tional to a ?rst and second current source, means for
?rst and second intervals, means by which the ratio of said ?rst and second intervals is made propor
adjusting one said current source to thereby enable the
tional to a ?rst and second current source, and means for adjusting one said current source to
timing signal to be adjusted.
thereby provide an adjustable ignition timing sig'
having a source of DC current, and a spark gap con
5. In combination with an internal combustion engine
nected to ignite a combustible mixture contained within a combustion chamber thereof in timed relation connected to said engine timing control circuit for 20 ship to the power stroke, means generating a timing
nal; an engine timing signal conditioning circuit means
signal in timed relationship to the power stroke of the
conditioning the timing signal, to thereby provide a signal for driving said engine timing control circuit;
engine; a multi~spark discharge system;
so that a spark of multi-strikes is provided for initiat ing combustion each stroke of the internal combus tion engine with the duration and time of the multi 25
strikes being controlled. 2. The multiple spark discharge apparatus of claim 1
said system including means forming an engine tim ing control circuit, a low voltage to high voltage DC converter circuit, and a multi-spark discharge control circuit; circuit means connecting said DC converter circuit to provide a source of power for
said discharge control circuit;
wherein said ?ring duration control circuit means in
cludes a duty cycle controlled single shot that divides the ?ring interval between successive ?ring pulses into ?rst and second intervals, circuit means by which the ratio of said ?rst and second intervals is made propor
said engine timing control circuit includes means that divides the ?ring interval between successive ?ring pulses into ?rst and second intervals, means by which the ratio of said ?rst and second intervals is
tional to a first and second current source, means for adjusting one said current source to thereby provide an
source, and means for adjusting one said current
adjustable ?ring duration control signal.
made proportional to a ?rst and second current 35
put signal in timed relationship respective of said timing signal, circuit means by which the timed
providing a timing signal, a DC current source, and a
relationship between said timing signal and said output signal can be remotely controlled;
distributor connected to deliver high voltage current
for the spark; the improvement comprising: a multiple spark discharge apparatus for delivering
signal; said discharge apparatus including means forming a
multiple spark discharge control circuit connected to deliver multiple strikes for said spark when said circuit is energized; means, including circuitry, forming a DC/DC con~ verter for increasing the voltage of said DC current source, and connected to supply current to said
multiple spark discharge control circuit; a dis charge capacitor connected to be charged by said DC/DC converter; circuit means including a high
tension coil connected to provide said spark, said circuit means being connected to cause said dis—
charge capacitor to discharge into said high-ten
>
circuit means connecting said timing signal to said engine timing control circuit for producing an out
provided with the spark occuring in timed sequence respective to engine rotation, said engine having means
current to the distributor in response to said timing
source to thereby provide an adjustable timing signal;
3. In an internal combustion engine having a combus tion chamber within which an ignition spark is to be
circuit means connecting said output signal to said 45
discharge control circuit for causing said discharge control circuit to supply said spark gap with high tension current during the time interval of said
output signal. 6. The combination of claim 5 wherein said circuit
means connecting said timing signal to said enging timing control includes a signal conditioning circuit means for changing the timing signal into a signal hav ing a wave form of only spaced pulses with a pulse
occuring for each of the timing signals. 7. In combination with an internal combustion engine 55 having a source of DC current, and a spark gap con
nected to ignite a combustible mixture contained within a combustion chamber thereof in timed relation ship to the power stroke, and means generating a tim
ing signal in timed relationship to the power stroke of 60 the engine; a multi-spark discharge system; charged; said system including means forming an engine tim a ?ring duration control circuit means connected to ing control circuit, a low voltage to high voltage said multiple spark discharge control circuit for DC converter circuit, and a multi-spark discharge controlling the duration of ?ring each time said sion coil when the capacitor has been substantially
timing signal is received; an engine timing control circuit means for changing
the time of ?ring respective to engine rotation; an engine timing signal conditioning circuit means connected to said engine timing control circuit for
control circuit; circuit means connected to said DC converter circuit to provide a source of power for
said discharge control circuit; a ?ring duration control circuit means connected
between said engine timing control circuit and said
11
3,926,165 12
multi-spark discharge control circuit for control
ple sparks are to occur within the combustion
ling the duration of the output of the last said cir cuit; said ?ring duration control circuit means di—
3. connecting a source of high-tension current to the
vides the ?ring interval between successive ?ring pulses into ?rst and second intervals, and further
?ow across the spark gap each time said source is
includes means by which the ratio of said ?rst and second intervals is made proportional to a ?rst and
energized, said high-tension current having a fre quency which imposes a multiplicity of sparks
second current source, and means for adjusting one
across the spark gap during the time interval of the
chamber; spark gap and causing said high-tension current to
duration of the timing signal;
said current source to thereby provide an adjust
able timing signal;
‘ 4. energizing said source of high-tension current each
time said timing signal is produced;
circuit means connecting said timing signal to said engine timing control circuit for producing an out
5. converting the timing signal of step (1) into a ?rst and second electrical signal which represent ?rst and second time intervals and which jointly repre sent the ?ring interval between successive ?ring
put signal in timed relationship respective of said timing signal, circuit means by which the timed relationship between said timing signal and said output signal can be remotely controlled; circuit means connecting said output signal to said
6. electrically making the ratio between said ?rst and
discharge control circuit for causing said discharge
second intervals proportional to a ?rst and second
pulses;
control circuit to supply said spark gap with high
tension current during the time interval of said 2O
output signal.
current source;
7. adjusting one said current source to thereby
change the timing signal duration.
8. In combination with an internal combustion engine 11. The method of claim 10, and further including having a source of DC current, and a spark gap con the step of adjusting the duration of the timing signal nected to ignite a combustible mixture contained 2 LII electrically so as to enable the engine timing to be within a combustion chamber thereof in timed relation remotely controlled. ship to the power stroke, and means generating a tim 12. The method of claim 10 wherein said hi-tension
ing signal in timed relationship to the power stroke of the engine; a multi-spark discharge system; said system including means forming an engine tim ing control circuit, a low voltage to high voltage
current is obtained according to the following steps: 5. connecting a discharge capacitor to a hi-tension
ignition coil and charging and discharging the ca pacitor at a rate to attain the frequency recited in
DC converter circuit, and a multi-spark discharge control circuit; circuit means connecting to said DC converter circuit to provide a source of power
for said discharge control circuit; said multiple spark discharge control circuit includes a discharge capacitor connected to be charged by
Step (3); 6. carrying out step (5) for the duration of the timing 35
signal so that a plurality of sparks occur across the spark gap each time ignition occurs in the combus tion chamber.
'
13. Method of producing multiple spark discharges for the spark gap of an internal combustion engine having a combustion chamber comprising the steps of:
said DC converter, a high-tension coil connected to
the spark gap; circuit means, including a unijunc tion transistor, connected to cause said discharge
l. producing a timing signal representative of each
capacitor to discharge into said high-tension coil
time combustion should occur in a combustion
when said transistor senses that the capacitor has
chamber of the internal combustion engine; 2. adjusting the duration of the timing signal to a value representative of the time in which the multi
been substantially charged; circuit means connecting said timing signal to said engine timing control circuit for producing an out
45
put signal in timed relationship respective of said timing signal, circuit means by which the timed relationship between said timing signal and said output signal can be remotely controlled;
ple sparks are to occur within the combustion , chamber;
3. connecting a source of high-tension current to the
spark gap and causing said high-tension current to ?ow across the spark gap each time said source is
discharge control circuit for causing said discharge
energized, said high-tension current having a fre quency which imposes a multiplicity of sparks
control circuit to supply said spark gap with high
across the spark gap during the time interval of the
circuit means connecting said output signal to said
duration of the timing signal;
tension current during the time interval of said
output signal.
4. energizing said source of high-tension current each
9. The combination of claim 8 wherein said circuit 55
means connecting said timing signal to said engine timing control includes a signal conditioning circuit means for changing the timing signal into a signal hav ing a wave form of only spaced pulses with a pulse occuring for each of the timing signals.
10. Method of producing multiple spark discharges for the spark gap of an internal combustion engine having a combustion chamber comprising the steps of:
.l. producing a timing signal representative of each
time said timing signal is produced; 5. connecting a discharge capacitor to a high-tension ignition coil and charging and discharging the ca pacitor at a rate to attain the frequency recited in step (3);
60
>
6. carrying out step (5) for the duration of the timing signal so that a plurality of sparks occur across the
spark gap each time ignition occurs in the combus tion chamber.
’
14. In an internal combustion engine having a com
time combustion should occur in a combustion 65 bustion chamber within which an ignition spark is to be
chamber of the internal combustion engine; 2. adjusting the duration of the timing signal to a value representative of the time in which the multi
provided with the spark occuring in timed sequence respective to engine rotation, said engine having means providing a timing signal, a DC current source, and a
3,926,165 13
14
said ?ring duration control circuit means includes a
distributor connected to deliver high voltage current
duty cycle controlled single shot that divides the ?ring interval between successive ?ring pulses into
for the spark; the improvement comprising: a multiple spark discharge apparatus for delivering
?rst and second intervals, circuit means by which the ratio of said ?rst and second intervals is made proportional to a ?rst and second current source,
current to the distributor in response to said timing
signal; said discharge apparatus including means forming a
means for adjusting one said current source to
thereby provide an adjustable ?ring duration con trol signal;
multiple spark discharge control circuit connected to deliver multiple strikes for said spark when said circuit is energized; means, including circuitry, forming a DC/DC converter for increasing the voltage of said DC current
an engine timing control circuit means for changing the time of ?ring respective to engine rotation; an
engine timing signal conditioning circuit means connected to said engine timing control circuit for
source, and connected to supply current to said
conditioning the timing signal, to thereby provide a signal for driving said engine timing control circuit;
multiple spark discharge control circuit; a ?ring duration control circuit means connected to
so that a spark of multi»strikes is provided for initiat ing combustion with the duration and time of the
said multiple spark discharge control circuit for controlling the duration of ?ring each time said timing signal is received;
strike being controlled. =l<
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