The condenser C1 aids in protecting the breaker points 13 and 14 so that excessive and destructive arcing does not occur. The condenser C2 assures that a very hot and effective spark isapplied to the plugs 26af by the distributor.
The diode D1 prevents reverse current from being fed back to the battery and the condenser C3 stabilizes the system. The system operates as a voltage multiplier and comprises an improvement over my electronic ignition system tiescribed in co-pending application Ser.
The present system eliminates a diode rectifier on the negative side of the coil which exists in the apparatus described in application Ser.
The present invention comprises a voltage multiplier wherein the voltage increases by approximately 30 percent on the secondary side of the ignition coil for delivering the spark to the spark plug. The increase on the primary side is about percent and some of this comprises feedback from the secondary because the secondary is connected by lead 25 to end 29 of the primary which makes it operate similar to an auto transformer. The primary, of course, is constructed of heavy wire and the secondary is constructed of small gauge wire and has thousands of more turns than the primary.
The voltage multiplier of this invention operates at peak efficiency with a slow pulse repetition rate which assures improved starting of the engine and improved performance at low speeds. The present invention does not require a diode rectifier on the negative side of the coil and this increases the dependability of the voltage multiplier. In the event the breaker points become dirty which would cause arcing on make of the breaker points if there were a diode in the circuit between the breaker points and the coil, multiple buildup would occur causing the voltage in the coil of the primary to go very high thus burning out the diode rectifiers.
By eliminating the diode rectifier on the negative side of the coil, arcing at the breaker points will allow the voltage to be fed back into the system and not become excessive. Thus, the invention illustrated in FIG. Furthermore, the system will have very high efficiency at low speeds of the engine due to the effect of the condenser which regulates and cushions the effect of increased electrical forces.
This efficiency also exists at higher speeds. In this embodiment the diode D2 and capacitor C5 are connected in parallel between lead 25 and breaker point This system operates similar to that shown in FIG. Thus a very efficient and long life and inexpensive ignition system. The battery E has its negative terminal connected to ground and its positive terminal 11 connected to an on-off switch The other side of the on-off switch 12 is connected to one of the breaker points The other breaker point 13 is connected to the anode of diode D4 which has its cathode connected to one end 29 of the primary coil A capacitor C7 is connected in parallel with the diode D4.
The other side of the primary coil 28 is connected to a capacitor C2 which has its other side connected to ground. Modern ignition systems use electronic ignition instead of mechanical devices like points.
One of the first instances of an electronic ignition system was offered by Pontiac in , and the first solid state system also showed up that year. Coil on plug ignition systems are a relatively recent development in the history of the ignition system.
The next major development was the introduction of electronically controlled ignition systems. These systems started to gain in popularity during the s, and they are now used throughout the automotive industry. Instead of using a distributor to route current from a single coil, these systems use computer-controlled coil packs that are each connected to either one or two spark plugs.
Since there are a few different types of ignition systems, not every engine has the same ignition system components. The two main types of ignition systems are spark-ignition and compression ignition, and there are also a number of different types of spark-ignited systems. The basic components of a magneto-type ignition system. These systems were popular in the early days of the automobile, but they are no longer used in automotive applications.
Small engines, like those found in lawn mowers, often use these systems due to the fact that no battery is required for the ignition process. One of the main drawbacks of magneto ignition systems is that the timing is fixed. In order to help deal with that situation, while not giving up the perceived reliability of the magneto, some vehicles were equipped with switchable systems. These ignition systems were hybrids of magneto and coil ignition, and they typically allowed the driver to switch over from coil to magneto after the vehicle was already started up and moving.
The basic components of a battery and coil type ignition system. Battery and coil ignition systems really took off after the modern electrical system showed up, since the presence of a battery and a method of charging it first the generator and later the alternator made this a reliable method of ignition. Traditional battery and coil systems were entirely mechanical in nature, which means that they utilized points the activate the coil.
These points are located inside of the distributor, and they have to be replaced on a regular basis as they wear out through normal use. The major difference between electronic ignition and traditional battery and coil ignition is the lack of points. These systems are entirely solid state in nature, and they typically use an ignition module and some type of sensor or pickup inside the distributor to determine when the coil needs to be activated.
Modern electronically-controlled distributorless ignition systems are similar, but they omit the distributor altogether. Instead of a distributor, these systems have coils that are activated by computer controls. The coil is essentially a type of transformer that builds up an electromagnetic flux as electricity flows in.
Once the low voltage source is cut off, the flux collapses and sends out a burst of high-voltage current. Initially, this juice was sent to the appropriate spark plug through a distributor with circuit breaker points that disrupted the flux and a rotor that connected with contacts to the appropriate spark plug wire.
These mechanical systems could generate about 10,volts at the plug but had limited flexibility for dealing with changing load and speed conditions. In the mids, the points were replaced by transistors which allowed the voltage to bump up to about kV. In the mids, General Motors started replacing distributors and individual coils with electronically packs of multiple coils, each of which fed just two cylinders.
This gave each coil more time to build the flex and thus create a higher voltage, now up to ,volts. The electronics enabled more precise timing of the spark for maximum fuel efficiency, power and cleaner emissions. Many engines today have even dispensed with spark plug wires altogether by mounting an ignition coil directly on the spark plug for optimal timing control and power.
Looking to the future, spark plugs and compression ignition will probably continue to dominate for some time to come, but we may well see a merging of these two concepts with homogeneous charge compression ignition HCCI. HCCI engines run on gasoline instead of diesel fuel and can switch back and forth between the two ignition modes depending on driving conditions.
HCCI engines have the potential to improve petrol engine efficiency to near diesel levels without the NOx and soot emissions. Unfortunately we probably won't see this next evolutionary step on the road until at least late in the decade.
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