DE1809282A1 - Ignition system for combustion engines - Google Patents

Description

Ignition system for internal combustion engines

It is known that the combustible mixture in an internal combustion engine is normally fired at or near top dead center during the compression stroke of the piston. The performance of the machine can be improved if the ignition point changes with the speed of the machine » Ignition can take place practically at top dead center during starting and when the engine speed increases be brought forward. Such an advance of the ignition point can be used in ignition systems with interrupter contacts mechanical devices that are controlled by the speed of the machine. Ignition systems this Art have numerous disadvantages, primarily due to the wear and tear of the breaker contacts and other parts, as a result of which undesirable changes in the advance of the ignition point occur over time.

Relatively high manufacturing costs as well as operating and maintenance problems have generally prevented such ignition systems with an automatic advance of the

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Ignition timing in single-cylinder machines are used at the lowest possible cost in large numbers getting produced. Because of the fierce competition in the field of small motors, it is extremely important that the costs of an ignition system for single-cylinder machines are kept as low as possible. Hence it is with small ones

^ It is common practice in engines to select a fixed ignition point.

len, the compromise between the optimal ignition point at starting and at operating speeds. An easy start is in small engines, especially those with manual launching devices poses a problem. As long as however, the ignition timing as a compromise when starting and. is cleared during operation, there is a limit for the Improvement of the starting behavior. Accordingly, it is desirable to have an advance ignition timing between the starting and operating speeds to be realized at low cost. In particular, inexpensive automatic advance of the ignition timing is particularly useful desirable in ignition systems with semiconductor components, for example a. Ignition system included in the US patent application No. 654 860 dated July 20, 1967.

The invention has the task of using ignition systems 909830/0845

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to create an automatic advance of the ignition point in time, which is adapted to semiconductor ignition circuits, moving parts and consequently the usual wear and tear disadvantages of known ignition systems with automatic advancement avoid the ignition point, which is easy to manufacture, cheap and compared to known ignition systems with an automatic Advancing the ignition point in time it is reliable that an effective shift in the ignition point of one allow optimal value at the start to an appropriate value at operating speeds and the in particular for in Single cylinder machines produced in bulk and at the lowest possible cost are suitable.

The solution to the problem is characterized in claim 1.

The invention with its features and advantages is described in more detail below with reference to the drawings. Show it:

1 schematically shows a magneto with a main charging coil and two different trigger coils Turn numbers;

Fig. 2 shows the circuit diagram of a capacitor discharge ignition system with semiconductor components which are shown in

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Connection with the magneto of Figure 1 is used;

3 shows a diagram for the waveforms generated in the trigger coils according to FIGS. 1 and 2 Tensions;

Fig. 4 is a partial view of a magneto according to another embodiment of the invention, in which two trigger coils with different air gaps are provided;

FIG. 5 shows the circuit diagram of the circuit of FIG. 2 modified for the two-coil arrangement according to FIG. 4;

6 shows a further modification of the circuits according to FIGS. 2 and 5 for the mutual separation of the Trigger coils;

Fig. 7 is a partial view of a magneto according to a further embodiment, in which a single trigger coil for generating successive trigger pulses on a small one U-shaped core is arranged;

8 shows a modification of the circuit according to FIG. 2 for the individual trigger coil and the U-shaped core according to FIG. 7;

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Fig. 9 is a diagram for the waveforms of the

the modifications of Figures 7 and 8 generated voltages;

10 is a partial view of a magneto according to a further embodiment of the invention, in which a single trigger coil is arranged on a wide U-shaped core;

11 is a diagram for the waveforms of the

the embodiment of Figure 10 generated voltages;

Fig. 12 shows a further modification of the invention;

13 shows a modified embodiment of the invention application, in which two coils are wound on the same core and switched in push-pull are;

14 is a diagram for the waveforms of the

voltages generated in the embodiment of FIG. 13;

Fig. 15 is a circuit diagram for explaining a temperature co mpens ations circuit.

1 to 3, a magneto 10 is shown, the one Stator 12 and one with the crankshaft of a single cylinder machine

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(not shown) rotatably so connected rotor 14, that this rotates in the view of FIG. 1 synchronously with the machine clockwise. One inserted into the rotor 14 Let permanent magnet 18 has a north pole face 20 and a south pole face 22 which extend along in the circumferential direction the inner surface of the rotor 14 * The surfaces 20 and 22 are separated by an air gap 23. The stator 12 is open suitably connected to the machine and stationary with respect to the rotor 14. The stator 12 carries a main charging coil device 26, which has a charging coil 28 wound on the middle leg 32 of an E-shaped core 34 Arrangement allows a rapid flux reversal in the middle leg 32, creating a relatively high voltage in the Coil 28 is induced «, on the stator 12 are also im At a distance from one another and from the main coil arrangement 26, two trigger coil arrangements 40 and 41 are attached «

The trigger coil arrangement 40 has a coil 42 wound on a core 44. The core 44 is radial with its inner end attached to a plate 46 which is adjustably mounted on the stator 12. The core 44 extends from Stator 12 radially outward, with its radially outward-facing end remote from rotor 14 with magnet 18

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forms an air gap 48. The trigger coil arrangement 41 has a coil 43 wound on a core 45. The inner end of the core 45 is fastened to a plate 47 which is also adjustably attached to the stator 12. The core 45 also forms an air gap 50 with the magnet 18. As shown in FIGS. 1 and 2, the coil 42 has a smaller number of turns than the coil 43. The air gaps 48 and 50 are dimensioned essentially the same. The angular distance between the axis 50 of the charging coil 28 and the axis 52 of the trigger coil 42 is denoted _{by O 1.} For the corresponding angular spacing of the axis 53 of the coil 43, θ applies, and the angular spacing between the axes 52 and 53 is indicated by 0. 0 and Q ₀ can also be viewed as

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as if they represent crankshaft angles and times. In general, the crankshaft _{angle O 1 of} the trigger coil assembly 40 is chosen so that there is a pre-ignition when the engine is running. The crankshaft angle 0 of the trigger coil arrangement 41 is selected so that a retarded ignition occurs when the engine is started.

In the circuit according to FIG. 2, a Zener diode 58 is connected directly across the charging coil 28 to generate the maximum positive voltage to limit that is generated in the coil 28 when the

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upper connection according to FIG. 2 positive with respect to the lower one Connection is. In addition, parallel to the charging coil 28 is a series circuit with a silicon diode 60, a capacitor 62 and the primary winding 64 of an ignition transformer 66. The secondary winding 68 of the transformer 66 is connected directly to a spark plug 72. B ^ parallel to the A controlled silicon rectifier 74 with an anode is connected in series with the capacitor 62 and the winding 64 76, a cathode 78 and a gate 80. The trigger coils 42, 43 are parallel to one another on the gate 80 and the cathode 78. They provide trigger signals to the gate to the rectifier 74 to ignite when the magnet 18 passes the coils 42, 43. The coils 42, 43 are so on the cores 44, 45 wound and connected to the gate 80 that they have the same relative polarity corresponding to the points in FIG.

The operation of the ignition system described above can best be understood in conjunction with the curve shapes in FIG. There the crankshaft angle 0 is plotted on the abscissa and the voltage on the ordinate. The abscissa can also be viewed as if they were points in time on different scales for different speeds of the machine

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reproduces. It should be emphasized that the waveforms in FIG For illustrative purposes only and not necessarily to scale are. If the engine is running at a relatively low starting speed when starting, the magnet 18 goes on the charging coil 28 and induces an alternating voltage in the coil 28. This is rectified by the diode 60 and charges the capacitor 62 with the polarity indicated in FIG. When the magnet 18 continues to run clockwise and passes the trigger coil assembly 40, an AC trigger signal 84 (FIG. 3) induced in coil 42 and applied to gate 80. The signal 84 contains three pulses 87, 87 ", 87" of alternating polarity. The coil 42 is connected to gate 80 in such a way that the first pulse 87 is negative, the second pulse 87 'is positive and the third pulse 87 " is negative. In a preferred embodiment, only the positive pulse 87 'is used. It is generated when the gap 23 passes the core 44. The rectifier 74 has a critical Gatt voltage, shown in Fig. 3 as a voltage level 86 is indicated. The number of turns of the coil 42 is chosen so that the amplitude of the starting speeds Pulse 87 'is substantially below level 86 and consequently the pulse does not ignite rectifier 74. If the The magnet 18 continues to run to the trigger coil assembly 41

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an alternating voltage 88 in the second trigger coil 43 generated. The signal 88 also has a first negative Pulse 89, a second positive pulse 89 'and a third negative pulse 89 ". The number of turns of the coil 43 is chosen so that at starting speeds the pulse 89 'the voltage level 86 exceeds and initiates the discharge of the capacitor 62 ^ via the rectifier 74. The length of the pulse

is so large that the capacitor 62 is damped after Aet Oscillators can discharge completely, during a half-wave through the rectifier 74 and during the opposite half-wave via diodes 58 and -60,

The coil 43 can, for example, have ten times the number of turns as the coil 42 in order to ensure a sufficient difference in amplitude between the pulses 87 'and 89' at starting speeds such that the pulse 87 'does not ignite the rectifier 74 and the pulse 89' ignites the rectifier 74 . In order to achieve a sufficient amplitude spacing, a ratio of at least 5 s 1 between the peak amplitude of the pulses 89 ^s and 87 ^{l should} preferably be aimed for. The location @ _{2 of} the trigger coil 43 is related to the crankshaft angle in such a way that the delayed ignition pulse 89 'ignites the rectifier 74 at the crankshaft angle desired for easy starting,

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for example at or near top dead center during the Compression stroke.

As soon as the machine starts up, the voltage induced in the coil 42 increases significantly. At operating speeds then the pulse 87 ¹ corresponding first positive pulse exceeds 91 ¹ of the gate voltage of the coil 42, the level 86 at the crankshaft angle (L, ignites the rectifier 74 and initiates the discharge of the capacitor 62nd The location 0 of the coil 43 is selected so that the leading ignition pulse 91 ¹ exceeds the level 86 at the crankshaft angle desired for operating speeds, for example an angle of 22 before top dead center on, but the delayed pulse is ineffective because the capacitor 62 is ^{already practically completely discharged due to the pulse 91 1.} To give an example, the typical starting speed for motors in the range of 2.5 to 7 hp is in the range of 300 - 400 rpm with a minimum starting speed of 100 - 150 rpm and a typical idling speed of over 1500 rpm e circuit is designed in such a way that there is an ignition timing shift

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Exercise in the speed range of 800 - 1000 rpm results. These Displacement allows easy starting and usable efficiency for the engine.

In the preferred embodiment, the pulses 87 * and 89 ^{1 are used} . However, it can easily be seen that other pulse pairs can also be used. For example

by interchanging the coil connections, the first the pulses 87 and 89 are positive pulses and have the desired time interval for a shift of the Ignition point of about 20,

In the embodiment according to FIGS. 4 and 5, the triggers are coil arrangements 40 and 41 replaced by corresponding trigger «^ coil arrangements 100 and 101, respectively. Except in Fig. 2

and 5 trigger circuit enclosed by dashed lines for the Rectifier 74 is the ignition circuit for the two-coil arrangement according to FIGS. 4 and 5 the same as in FIG. 2. The trigger coil arrangement 100 has one wound onto a core 104 Trigger coil 102 on. The core 104 is fastened with its inner end on a plate 106 which is adjustable on the stator 12 is attached. The core 104 has an air gap 108 with the magnet 18 (Fig. 1). The trigger coil assembly 101

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has a trigger coil 103 wound on a core 105 on. The core 105 is fastened with its radially inner end on a plate 107 which is adjustably attached to the stator 12 is. The core 105 has an air gap 111..mit the Magnets 18. The coils 102 and 103 have the same number of turns, but the air gap 108 is substantially larger than the air gap 111. Because of the different air gaps, at any given speed of the rotor 14, that in the coil 103 will be induced signal have a significantly larger amplitude than the signal induced in coil 102.

More precisely, the air gaps 108 and 111 are chosen so that that the trigger signal generated in coil 102 has the same relationship to the trigger signal generated in coil 103, like that in coil 42 OFig. 1 and 2) generated signal 84 (Fig. 3) to the signal 88 generated in the coil 43. The coils 102 and 103 are parallel and are directly connected to the gate 80 and the Cathode 78 turned on. You have, as indicated by the points in 5, have the same relative polarity and are connected to gate 80 such that, as with pulses 87 'and for the coils 42 and 43 (Figs. 1-3) the second generated in each coil when the gap is passed on the corresponding cores Impulse is positive. The mode of operation of the modified

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management example according to FIGS. 4 and 5 thus results from the Explanation in connection with FIGS. 1 to 3.

FIG. 6 shows a modification of the circuit according to FIG. 2, in which a silicon diode 114 is connected between the coil 42 and the coil 43. The diode 114 is polarized in the direction shown to the coil 42 to decouple 89 ^T of the coil 43 during the positive pulse. To simplify the description, the various pulses in FIG. 3 are shown as relatively steep pulses occurring at different times. The pulses may, however, be of greater length, some of them coinciding with others or at least overlapping them, depending on the configuration of the magnet 18 together with the parameters and the spacing of the coil assemblies 40 and 41. For example, if the negative pulse 87 " overlaps the positive pulse 89 ', the gate voltage can be reduced to such an extent that the delayed pulse 89' does not ignite the rectifier 74 at low starting speeds affect the effect of the delayed pulse 89 ', especially if, according to FIGS. 1 and 2, the coil 42 has a smaller number of turns than the

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Coil 43 has. The diode 114 reduces, if necessary, these difficulties.

7 to 9 show a further modification for the delivery of successive ignition pulses, the phase and amplitude relationship of which results in an automatic advance of the ignition point between low starting speeds and higher operating speeds. The coils 40 and 41 (FIGS. 1-3) are replaced by a single trigger coil arrangement 120 which has a U-shaped core 122 fastened to the stator 12 with its radially inner end. The core 122 has closely adjacent legs 124 and 126. A single coil 128 is wound on the leg 124, which is considered the front leg since it is the first to be encountered by the front edge 131 of the north pole face 20 during rotation of the rotor 14. The angular distance between the core legs 124, 126 and the circumferential length of the front pole face 20, ie the angular distance between the front and rear edges of the pole face 20, are related to the crankshaft angle in such a way that the required time shift results. In detail, the front edge 131 of the pole face and the center line 130 of the gap 23 (in effect the rear edge of the surface 20) have an angular distance 0 ^f equal to the desired one

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temporal shift, where O ¹ corresponds to the angle 0 (FIGS. 1 and 3). According to FIG. 8, the coil 124 is connected directly between the gate 80 and the cathode 78 of the rectifier 74. The ignition circuit for the arrangement according to FIG. 1 with a narrow, U-shaped core is identical to the circuit described in connection with FIG. 2 with the exception of the trigger circuit enclosed by dashed lines (FIGS. 2 and 8), that is, the connection of the trigger coil 128 to rectifier 74.

The generation of the leading and delayed pulse using the U-shaped core of FIGS. 7 and 8 leaves; can be understood more easily on the basis of the curve shapes shown in FIG. 9. Fig. 9a shows a diagram of the flow ji as a function of the crankshaft angle 0 or the equivalent Time t, and, corresponding to FIG. 9b, a diagram of the voltage V as a function of the crankshaft angle 0 or the corresponding time t. When the magnet 18 approaches the trigger coil assembly 120, the first change in flux occurs in a direction which is assumed to be negative in accordance with curve section 113 (FIG. 9a). When the leading edge 131 of the pole face 20 reaches the rear core leg 126, some of the flux is removed from the leg

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124 is transferred to leg 126, causing flux reversal and positive flux in the coil 124, which is designated by 135 in FIG. 9a. When the magnet 18 behind the trigger coil assembly 120 runs, the flux in the leg 124 remains essentially constant until the gap 123 the trigger coil arrangement 120 reached and caused a rapid change in flux 137 in a positive direction. The rest of the curve shape for the Flux is not used in the embodiment described. Let us now turn to the voltage curve according to FIG. 9b Referenced. The first positive flux change 135 produces a positive timing pulse in coil 124 136 small amplitude, and the faster, positively directed flux change 137 in the coil 124 is positively directed Timing pulse 138 of greater amplitude. The amplitude of the leading generated at low starting speeds Pulse 136 is well below the critical one Level 86 (Figures 3 and 9b). The gate pulse 138 is substantially greater than the level 86 and intersects this at the one used to trigger the orifice crankshaft angle OjL desired for easy starting, i.e., at or near top dead center. if the machine starts up, the rate of change of the first, positively directed flux reversal, that of the one designated by 3 5, increases Flux reversal is essential and creates one

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leading pulse 140 which exceeds pen gel 86 at the desired earlier point in time O ₁ in FIG. 9b. The discharge of the capacitor 62 is therefore initiated on the basis of the pulse 140 at the desired crankshaft angle 0 'when the engine is running at operating speeds.

In the exemplary embodiment shown in FIG. 10, the trigger coil arrangement 144 has a one fastened to the stator 12 U-shaped core 146. This has radially arranged legs 148, 150, their mutual spacing on the circumference is large compared to the distance between legs 124 and 126 in FIG. On the rear core leg 150 a single coil 152 is wound. The angular distance between the legs 148 and 150 is with respect to the circumferential length of the pole shoes 20, 22 selected so that the flux curve shape 160 (Fig. 11a) results, which is necessary for generating successive pulses with the desired phase and amplitude relationship at starting and operating speeds. The connection (not shown) of the trigger coil 152 to the Gate 80 is the same as shown in FIG. 8 for coil 124.

More precisely, is the angular distance between the legs 148 and 150 equal to or less than the angular distance between

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the leading edge 154 of the pole face 20 and the trailing edge 156 of the pole face 22, but greater than the length of the pole face 20. For a rotation of the magnet 18 in the clockwise direction according to FIG FIG. 10 rises as the magnet 18 approaches the leg 148 and moves into the position shown in FIG. 10 with respect to FIG moves the core 146, the flux linked to the coil 152 in the negative direction. This is negative by the first Section 162 of curve 160 is shown. When the magnet 18 runs beyond the position shown in FIG. 10 and the rear edge 156 of the south pole 22 separates from the leg 148, changes the flux in coil 152 turns into positive flux 166. When north pole 20 passes leg 150, stays the flux in the coil 152 corresponding to 168 is essentially constant until the air gap 23 reaches the leg 150. Then there is a rapid change in flux 170 in a positive direction. The flow then remains essentially constant and finally drops to zero when the south pole 20 touches the leg 150 leaves.

The corresponding voltages induced in coil 152 are shown in Figure 11b. At starting speeds, the first positive flux change 166 occurs relatively slowly and generates a corresponding leading ignition pulse 166, whose

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Amplitude is significantly below the critical level 86. At cranking speeds, however, the relatively rapid change in flux 170 produces a delayed ignition pulse 180, the amplitude of which ^{exceeds the critical level 86 at the desired crankshaft angle O 1} 'for easy starting. When the machine starts, the rate of change of the flux in the coil 152 when the leg 148 detaches from the trailing edge 156 of the south pole 122 increases significantly. This leads to a correspondingly large increase in amplitude for the leading ignition pulse, as shown by pulse 182 (FIG. 11). The pulse 182 exceeds the level 86 at the crankshaft angle 9 ¹ 'in order to achieve the desired advance ignition at operating speeds. When starting, the delayed ignition pulse 180 therefore generates a spark at the spark plug 72. When the machine is running, the leading ignition pulse 182 generates the spark at the spark plug 72.

Prop. 12 shows another modification of a trigger coil circuit, each of the coils 186 and 188 in series with an isolating diode 190 and 192 on the gate-cathode path of the rectifier lies. The coils 186 and 188 have different numbers of turns. The separation with the help of diodes would also be used Trigger coils with different ^ air gaps make sense, like

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in connection with the embodiment of FIGS. 4 and 5 described. The diode 190 corresponds to the diode 114 (Pig. 6 '), while diode 192 removes coil 186 from negative pulses induced in coil 188 as well as from stress from the Coil 188 separates. The operation of the circuit of FIG. 1 is similar to that of FIG. 6. For example, with reference to FIGS. 3 and 12, the diode 192 blocks the first negative pulse 89 in coil 188, so that pulse 89 corresponds to that in coil 186 generated leading ignition pulse 87 'does not interfere. The separation caused by diodes 190 and 192 may be necessary in order to achieve an effective separation between the trigger pulses generated in the two coils 186 and 188, namely depending on the special design of the magnet 18 and the coils 102, 103.

Fig. 13 shows a further embodiment for generating two separate trigger pulses with the desired phase and amplitude relationship at starting and operating speeds. Two trigger coils 204 and 206 are wound on a common core 208 which is fastened to the stator 12 in such a way that the magnet 18 acts on it with each revolution of the rotor 14. The coil 204 has fewer turns than the coil 206. The coils 204 and 206 are each in series with

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an isolating diode 210, 212 is connected between the gate 80 and the cathode 78 via a common connection 214. Man may also view the arrangement as a single coil with a tap at 214. As the points in Fig. 13 show, the coils 204 and 206 are connected to gate 80 in opposite polarity in push-pull.

At starting speeds, the magnet 18 in the coil 204 produces the waveform shown in FIG. 14a. The first positive impulse 220, which is generated when front pole 20 reaches coil 204, has a peak amplitude that is substantially below the critical voltage level 86 is. The second, negative pulse 221 is induced by the rapid flux reversal which " is generated when passing the gap 23 on the coil 204. However, pulse 221 can gate 80 because of the diode not reach. The second positive pulse 222 is generated when the trailing edge of the trailing pole 222 moves away from the coil 204 solves. The pulse 222 is not used in the embodiment described. However, since the coil 206 is opposite is polarized with respect to coil 204, magnet 18 generates a voltage in coil 206, the waveform of which is shown in FIG. 14b is. There is the first pulse 223 and the last pulse 224

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negative. The second pulse 225 is positive and has an amplitude which exceeds the voltage level 86 at the crankshaft angle Q "'. At starting speeds, the leading ignition pulse 225 ignites the rectifier 74 at the desired crankshaft angle, which makes it easier to start induced in the coil 204 voltages considerably, so that (14a Fig.) the level 86 at the desired crank angle Q ^'11 at Betriebsdreheahlen the first, in the coil 204 positive pulse generated -. exceeds as with in connection with Figures 7 and described exemplary embodiments, the amount of the time shift 9 ′ ″ is partly determined by the design of the magnet 18. In detail, for the embodiment according to FIG. 13, the displacement depends on the length of the front pole 20. It can also be seen that although the desired amplitude relationship between the pulses 220 and 225 is achieved by a smaller number of turns of the coil 204 compared to the coil 206, the amplitude difference is partly due to the design of the magnet 18 and the gap 23.

It has been found to be particularly desirable at Ignition circuits of the type described with an automatic

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Bringing the ignition point forward to provide temperature compensation to ensure that the ignition always takes place at the correct crankshaft angle regardless of the temperature. 6 shows a circuit which, in conjunction with the various trigger coil arrangements, compensates for temperature-dependent changes in the critical level 86. In the circuit of FIG. 15, the trigger coils are shown as block 240. It can be coils with different numbers of turns (Fig. 1 to 3), coils with different air gaps (Fig. 4 and 5), a single coil on a narrow U-shaped core (Fig. 7 to 9), a single coil act on a wide U-shaped core (Figs. 10 and 11) or push-pull coils on a single core (Figs. 13 and 14). A silicon diode 242 is connected in series with cathode 78 in common return 244. ψ A voltage regulator is located above the rigging 240

a resistor 246 and a thermistor 248. This has a negative temperature coefficient, so that its resistance · value decreases with increasing temperature. Gate 80 is connected to the voltage divider between resistor 246 and the Thermistor 248 turned on. When the temperature rises, the anode-cathode reverse current is generated via the rectifier 74 a small voltage drop across the diode 242, so that the

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Gate-cathode junction is reverse biased. As the temperature increases, the gate voltage generated at the thermistor decreases. A temperature compensation under Using only thermistor 248 or diode 242 is also possible. The circuit also prevents one incorrect triggering due to superimposed voltages, in particular at high speeds and high temperatures are generated by stray flux.

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Claims (1)

PATENT CLAIMS 1. Ignition system for combustion engines with at least Cylinder, a spark plug for the cylinder, an electric one Energy source and a control device that each supplies an ignition pulse to the ignition point of the spark plug, characterized in that the control device has an electronic component (74) which, when a electrical signal of a predetermined amplitude switches to a certain conductivity state and the supply of the Ignition pulse causes that a trigger coil device for generating the electrical signal (40, 41; 100, 101; 120; 144; 204, 206, 208) as well as a movable one rotating synchronously with the internal combustion engine Means (18) is provided in the trigger coil means at each cycle of the internal combustion engine generates at least a first and a second pulse, and that the trigger coil means and the movable means are designed and arranged so that the first pulse to one for operating speeds of the internal combustion engine and the second pulse occurs at an ignition point suitable for starting speeds that the first one at starting speeds Pulse does not have the predetermined amplitude and the second pulse exceeds the predetermined amplitude and that at operating speeds the first pulse exceeds the predetermined amplitude. 909830/0845 2, ignition system according to claim 1, characterized in that a magneto (10) with a rod tube (14) and a rotor (12) rotating synchronously with the combustion engine is provided, and that the trigger coil device (40, 41; 100, 101; 120; 144 ; 204, 206, 208) are attached to the stator and the movable device (18) is attached to the rotor, or vice versa. 3. Ignition system according to claim 1 or 2, characterized in that the movable device has a magnet (18) with a single north pole (20) and a single south pole (22). 4. Ignition system according to one of claims 1-3, characterized by one by the electrical energy source (28, 58, 60) charged storage capacitor (82), which is located at the ignition point on the electronic component (74) and discharges the primary winding (64) of an ignition transformer, the secondary winding (68) of which is connected to the spark plug (72) which is 5, ignition system according to claim 4, characterized in that the electrical energy source is one on the stator (12) or 9098 30/084 5 Rotor (14) of the magneto (10) arranged induction coil (28), a magnet arranged on the rotor or stator (18) and a rectifier (60) connected downstream of the induction coil. 6., ignition system according to claim 5, characterized in that that the induction coil (28) has a Zener diode (58) for voltage limitation is connected in parallel. 7. Ignition system according to one of the preceding claims, characterized in that the electronic component is a controlled silicon rectifier (74) whose gate (80) is acted upon by the trigger coil device (40, 41; 100, 101; 120; 144; 204, 206, 208). 8. Ignition system according to claim 7, characterized in that for temperature compensation in the cathode line (78) of the controlled silicon rectifier (74) one in Ducchlaßrichtung polarized silicon diode (242) is connected, and that. to the gate (80) and the connection of the silicon diode facing away from the cathode (78) of the controlled silicon rectifier (74) a thermistor (248) is turned on (Fig. 15). 909830/0845 9. Ignition system according to one of the preceding claims, characterized in that the trigger coil device has two trigger coils arranged on separate cores (44, 45} 104, 105) (42,42; 102,103), and that the angular distance between the cores is equal to the crankshaft angle between is the ignition point for starter: aßzahl and operating speeds (Fig. 1 and 4). 10. Ignition system according to claim 9, characterized in that that the trigger coils (42, 43) are connected in the same direction in parallel and to the control electrode (80) of the electronic component (74) are (Fig. 2). 11. Ignition system according to claim 10, characterized in that the trigger coils (42, 43) via a diode (114) in the same direction are connected in parallel (Fig. 6). 12y ignition system according to claim 10, characterized in that that the trigger coils (186,188) each have a diode (190,192) are connected in parallel in the same direction. 13. Ignition system according to one of claims 9-12, characterized in that the air gap (108) between the core 90983 0/084 5 (104) of the first trigger coil (102) for generating the first pulse and the movable device (18) greater than that Air gap (111) between the core (105) of the second trigger coil (103) for generating the second pulse and the movable device (Fig. 4). 14. Ignition system according to one of claims 1-8, characterized in that the trigger coil device has two trigger coils (204, 206) wound on a common core (208), in which the first pulse is induced with one polarity and the second pulse with the opposite polarity are, 'and that the two trigger coils are connected in push-pull via an upstream diode (210, 212) to the control electrode (80) of the electronic component (74), so that the first and the second pulse with the same polarity from the first or second trigger coil are generated (Fig. 13). 15. Ignition system according to claim 9, 10, 11, 12 or 14, characterized in that the number of turns of the first trigger coil (42, 204) is substantially smaller than that of the second Trigger coil (43, 206) is (Figs. 1, 13). 9830/0845 "" T! 'I! EJTr τ; _:: ·· τ7 :: ΐ [! 16. Ignition system according to one of claims 1-8, characterized characterized in that the movable device has a magnet (18) with a first pole piece (131, 154) and a second pole piece (156) which are separated by a gap (23) are and lie one behind the other in the direction of rotation that the trigger coil device has a substantially U-shaped Core (122, 146) with two legs (124, 126; 144, 148) offset from one another in the direction of movement, of one of which carries a trigger coil (128, 152) connected to the control electrode (80) of the electronic component (74), that the pole pieces and the distance of the Schenke.l are dimensioned so that the magnet when passing the core in the the legs carrying the trigger coil successively at least two magnetic flux changes in the same direction with different ones Rate of change generated and that the change in magnetic flux with the smaller rate of change for generating the first and the change in magnetic flux with the greater rate of change lead to the generation of the second pulse (Fig. 7, 10). 17. Ignition system according to claim 16, characterized in that that the effective length of the front pole piece (131) in the direction of movement is smaller than the distance between the legs 90 98 30/0 84- p (124,126) of the core (122) is that of the one, the trigger coil (128) supporting leg (124) is arranged so that it is of the front pole piece is reached first, so that the magnet (18) induces the first pulse when its front Pole shoe (131) reaches the other leg (126), and induces the second pulse when its gap (23) at the one Leg (124) passes (Fig. 7). 18. Ignition system according to claim 16, characterized in that the effective length of the first and second pole pieces (124, 156) is smaller than the distance between the legs (144,148) of the core (146) that the trigger coil (152) non-load-bearing other leg (148) is arranged so that it is reached first by the front pole piece (154), such that the magnet (18) induces the first pulse when the trailing edge of the rear pole piece (156) is apart from the other Leg (148) releases, and induces the second pulse when the gap (23) on the one carrying the trigger coil Leg (144) passes (Fig. 10). 9 0 S 8 3 0/0 S A 5