CN203760301U - High-energy ignition coil - Google Patents
High-energy ignition coil Download PDFInfo
- Publication number
- CN203760301U CN203760301U CN201320891669.5U CN201320891669U CN203760301U CN 203760301 U CN203760301 U CN 203760301U CN 201320891669 U CN201320891669 U CN 201320891669U CN 203760301 U CN203760301 U CN 203760301U
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- coil
- spark plug
- secondary coil
- voltage
- booster
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Abstract
The utility model discloses a high-energy ignition coil. A primary coil and a secondary coil are respectively wound on an iron core; the primary coil, the secondary coil and the iron core form a transformer; a switch controlled by an ECU (Electronic Control Unit) is arranged on a primary coil circuit; one electrode of a sparking plug is connected with one end of the secondary coil; the other electrode of the sparking plug is earthed; a vehicle power supply supplies power to the primary coil through a direct-current booster; the direct-current booster is used for boosting and outputting direct-current voltage outputted by the vehicle power supply; the other end of the secondary coil is connected with the direct-current booster or is earthed through a reversely-connected diode; a current holding device is connected with a serial branch of the secondary coil and the sparking plug in parallel; the current holding device works after the sparking plug is conducted so as to maintain continuous conduction of the sparking plug. According to the high-energy ignition coil disclosed by the utility model, the conduction time of the sparking plug can be randomly adjusted, and thus the ignition energy can be increased; higher voltage is adopted for connecting the primary coil, so that the energy conversion efficiency is increased.
Description
Technical field
The application relates to the ignition coil that a kind of internal-combustion engine vehicle is used.
Background technology
Refer to Fig. 1 a, this is a kind of existing ignition coil.Vehicle power 1 is the low-voltage dc power supply of rated voltage between 8～16V normally, is used for as primary coil 21 power supplies.Vehicle power 1 and primary coil 2 have formed primary coil loops, have and be subject to ECU(electronic control unit in this primary coil loops) switch 3 controlled.Secondary coil 22 one end ground connection, the other end connects an electrode of spark plug 4, another electrode grounding of spark plug 4.Secondary coil 22 and spark plug 4 have formed secondary coil loop.Primary coil 21 and secondary coil 22 are all wrapped on iron core 23, and this three has formed a transformer 2.
Ignition coil shown in Fig. 1 a also can be deformed into the form of Fig. 1 b, secondary coil 22 1 termination vehicle powers 1 now, and the other end connects an electrode of spark plug 4, another electrode grounding of spark plug 4.Vehicle power 1, secondary coil 22 and spark plug 4 have formed secondary coil loop.
Described ignition coil is controlled work by ECU.During work, ECU orders about switch 3 closures, and vehicle power 1 is connected primary coil 21.Now, the electric current (being primary current) by primary coil will increase from zero to a stationary value, and this stationary value is determined by the magnitude of voltage of vehicle power 1 and the resistance value of primary coil 21.Along with primary current increases, the electromagnetic energy that primary coil 21 produces is stored in iron core 23.When primary current reaches certain value (this certain value≤stationary value), ECU orders about switch 3 moments disconnection, and the electric field sudden change of primary coil loops has caused the magnetic field of primary coil 21 to decay rapidly, thereby induces high-tension electricity kinetic potential at the two ends of secondary coil 22.Space between two electrodes of this high-tension electricity kinetic potential disruptive spark plug 4 (being called spark plug 4 conductings), produces electric arc with igniting.
Thereby during existing ignition coil work, the two ends of secondary coil 22 induce the discharge energy (be called ignition energy) of high-tension electricity kinetic potential on secondary coil loop and are commonly 30～40mJ.And along with the extensive use on internal-combustion engine vehicle of in-cylinder direct-jet, turbocharging technology, the energy requirement of ignition coil has reached 90mJ, part high-end product requires to reach 110mJ.Existing ignition coil cannot provide so large ignition energy.For increasing ignition energy, existing ignition coil sets about improving from extending charging interval, optimization magnetic Circuit Design, change three aspects of core structure of primary coil conventionally.
Utility model content
The application's technical problem to be solved is to provide a kind of ignition coil of macro-energy, do not adopt conventional energy lift means, but directly regulate the ON time (being the breakdown duration of space between two electrodes of spark plug) of spark plug, thereby increase the ignition energy of ignition coil.
For solving the problems of the technologies described above, the application's macro-energy ignition coil is: primary coil and secondary coil are all wrapped on iron core, and this three has formed a transformer; In primary coil loops, there is the switch that controlled by ECU; An electrode of spark plug connects one end of secondary coil, another electrode grounding of spark plug;
Vehicle power is that primary coil is powered by DC booster, output after described DC booster promotes the direct voltage of vehicle power output; The other end of secondary coil or connect DC booster or by the diode ground connection of Opposite direction connection; One end of electric current holdout device connects one end that secondary coil is not connected with spark plug, the other end ground connection of electric current holdout device, and it works to maintain spark plug and continues conducting after spark plug conducting.
The application's ignition coil can regulate arbitrarily the ON time of spark plug, thereby more than ignition energy can being brought up to 400mJ; Also adopt high voltage to connect primary coil, thereby promoted energy conversion efficiency.
Accompanying drawing explanation
Fig. 1 a is a kind of structural representation of existing ignition coil;
Fig. 1 b is a kind of distressed structure of Fig. 1 a;
Fig. 2 a～Fig. 2 d is the structural representation of four embodiment of the application's ignition coil;
Fig. 3 is the structural representation of the electric current holdout device in the application's ignition coil.
Description of reference numerals in figure:
1 is vehicle power; 2 is transformer; 21 is primary coil; 22 is secondary coil; 23 is iron core; 3 is switch; 4 is spark plug; 5 is DC booster; 6 is storage battery; 7 is electric current holdout device; 71 is current feedback unit; 72 is control unit; 73 is DC boosting unit; 74 is switch element; 8 is diode.
Embodiment
Refer to Fig. 1 a and Fig. 1 b, the ignition energy value of ignition coil
wherein T is the discharge time of secondary coil 22 on secondary coil loop, u
iSK-OUTthe voltage drop value over the ground that secondary coil 22 connects that one end of spark plug 4, i
oUTit is electric current (the being secondary current) value by secondary coil.
In the application's macro-energy ignition coil, secondary coil 22 discharges and can be divided into two stages on secondary coil loop: the first stage is that the Energy Coupling of primary coil 21 makes spark plug 4 conductings to secondary coil 22, this first stage was carved into T1 constantly from 0 o'clock, length is T1.Second stage is that the energy that electric current holdout device 7 provides makes spark plug 4 conductings, and this second stage is carved into T1+T during from T1 constantly, and length is T2.T=T1+T2。Therefore, the ignition energy value of the application's macro-energy ignition coil
Q wherein
1be illustrated in the discharge energy value of secondary coil 22 in the first stage, Q
2be illustrated in the discharge energy value of secondary coil 22 in second stage, U
iSKwhile being spark plug 4 conducting, secondary coil 22 connects the voltage drop value over the ground of that one end of spark plug 4, I
iSKsecondary electrical flow valuve while being spark plug 4 conducting.
In existing ignition coil, T=T1, T2=0.Its ignition energy Q depends on Q
1, namely depend on that switch 3 disconnects the primary current I of moment
psize.
The principle of the application's ignition coil increasing ignition energy is: when T1, be carved into T constantly between by I
iSKremain unchanged or higher, make spark plug 4 keep conductings.By extending T2, just can increase Q like this
2, finally increase Q.
From the angle analysis of power conversion, the energy loss of ignition coil is mainly aspect three: the resistance loss energy of the resistance loss energy of primary coil, the magnetic circuit loss of electromagnetic coupled and secondary coil.Refer to Fig. 1 a and Fig. 1 b, during ignition coil work, be stored in the electromagnetic energy in iron core 23
wherein L represents the inductance value in primary coil loops, by the inductance value of primary coil 21 and secondary coil 22 be coupled to inductance value in primary coil loops altogether two parts form; I
prepresent the cut-off switch primary current value of 3 moments.
By the transient current value of primary coil
wherein E represents the magnitude of voltage of vehicle power 1, and R represents the resistance value of primary coil 21.
The resistance loss energy value of primary coil 21
wherein K represents the charging interval of primary coil 21, and transient state primary current i rises to I from 0
ptime.
Can be obtained fom the above equation, as the cut-off switch primary current I of 3 moments
pone regularly, if can shorten the charging interval T of primary coil 21, just can reduce the resistance loss energy of primary coil.And promote the voltage E of vehicle power 1, and promote exactly the charging voltage of primary coil 21, will effectively shorten the charging interval of primary coil 21, finally reduce the resistance loss energy of primary coil 21.
The principle that the application's ignition coil promotes energy conversion efficiency is: adopted the voltage larger than the magnitude of voltage of vehicle power 1 to connect primary coil 21, thereby can shorten the charging interval of primary coil 21, the final resistance loss energy that reduces primary coil 21, the energy conversion efficiency of raising ignition coil.
Refer to Fig. 2 a, this is the first embodiment of the application's ignition coil.Vehicle power 1 is the low-voltage dc power supply of rated voltage between 8～16V normally, and it is primary coil 21 power supplies by DC booster 5.DC booster 5 is exported after the direct voltage of vehicle power 1 output is promoted again, for example, be to export after 16V voltage is promoted to 48V.Vehicle power 1, DC booster 5 and primary coil 2 have formed primary coil loops, also have the switch 3 that controlled by ECU in this primary coil loops.One end of secondary coil 22 is by diode 8 ground connection of Opposite direction connection, and the other end connects an electrode of spark plug 4, another electrode grounding of spark plug 4.Secondary coil 22, diode 8 and spark plug 4 have formed secondary coil loop.One end of electric current holdout device 7 connects one end that secondary coil 22 does not connect spark plug 4, the other end ground connection of electric current holdout device 7.In other words, electric current holdout device 7 is in parallel with the branch road of the secondary coil 22 of connecting and spark plug 4.Primary coil 21 and secondary coil 22 are all wrapped on iron core 23, and this three has formed a transformer 2.
Refer to Fig. 2 b, this is the second embodiment of the application's ignition coil.The difference of itself and the first embodiment is only: first, a termination DC booster 5 of secondary coil 22, the other end connects an electrode of spark plug 4, another electrode grounding of spark plug 4.Secondly, omit diode 8.Now vehicle power 1, DC booster 5, secondary coil 22 and spark plug 4 have formed secondary coil loop.
The operation principle of first and second embodiment of the application's ignition coil and the difference of existing ignition coil have two:
The first, after by DC booster 5, the output voltage of vehicle power 1 being promoted, connect again primary coil 21, thereby can shorten the charging interval of primary coil 21, finally reduce the resistance loss energy of primary coil 21, improve the energy conversion efficiency of ignition coil.
The second, in spark plug 4 conductings, ECU drive current holdout device 7 work, maintain that secondary current remains unchanged or higher, thereby it is constant or higher to maintain secondary current, to make spark plug 4 continue conducting by electric current holdout device 7 output voltages.
Refer to Fig. 2 c, this is the 3rd embodiment of the application's ignition coil.The difference of itself and the first embodiment is only: between DC booster 5 and primary coil 21, increased storage battery 6, the rated voltage of storage battery 6 is greater than the rated voltage of vehicle power 1.For example, the rated voltage of storage battery 6 is 48V, and capacity is more than 3Ah.Or storage battery 6 also can be replaced by the electric capacity of an electric capacity or a plurality of parallel connections.Now, vehicle power 1, DC booster 5, storage battery 6 and primary coil 2 have formed primary coil loops.
Refer to Fig. 2 d, this is the 4th embodiment of the application's ignition coil.The difference of itself and the 3rd embodiment is only: first, a termination storage battery 6 of secondary coil 22, the other end connects an electrode of spark plug 4, another electrode grounding of spark plug 4.Secondly, omit diode 8.Now vehicle power 1, DC booster 5, storage battery 6, secondary coil 22 and spark plug 4 have formed secondary coil loop.
The operation principle of third and fourth embodiment of the application's ignition coil and first and second embodiment are basic identical, after just by DC booster 5, the output voltage of vehicle power 1 being promoted, are storage battery 6 chargings, and storage battery 6 is connected primary coil 21 again.Described DC booster 5 detects the voltage of storage battery 6 in real time.When the voltage of storage battery 6 is during lower than a certain threshold voltage the rated voltage of 0.83 times (be conventionally made as more than), DC booster 5 is charged to storage battery 6 after the output voltage of vehicle power 1 is boosted.When the voltage of storage battery 6 is equal to or higher than its rated voltage, DC booster 5 quits work.For example, the rated voltage of storage battery 6 is 48V.When the voltage drop of storage battery 6 is during to 44V, DC booster 5 work are charged to storage battery 6.When the voltage of storage battery 6 is during higher than 54V, DC booster 5 quits work.
In existing ignition coil, secondary current is not only in a flash 0 in spark plug 4 conductings.In the application's ignition coil, by electric current holdout device 7, making secondary current is not 0 can keep the arbitrarily long time.
Refer to Fig. 3, described electric current holdout device 7 comprises:
---current feedback unit 71, gather secondary electrical flow valuve, be preferably collection secondary coil 22 and do not connect the current value of that one end (A point) of spark plug 4, then gathered secondary electrical flow valuve is passed to control unit 72.
If secondary electrical flow valuve is 0, show now not conducting of spark plug 4.If secondary electrical flow valuve is not 0, show now spark plug 4 conductings.
---control unit 72, is subject to the control of ECU.ECU transmits the ON time value of spark plug 4 to control unit 72.Once control unit 72 detects secondary electrical flow valuve and is less than threshold value, order about switch element 74 closures, until reach the ON time value of the spark plug 4 of ECU appointment, control unit 72 orders about switch element 74 again and disconnects.
If there is no electric current holdout device 7, the Changing Pattern of secondary electrical flow valuve is so: spark plug 4 is not during conducting, and secondary electrical flow valuve is 0.After spark plug 4 conductings, secondary electrical flow valuve is reduced to 0 gradually from a maximum, once be reduced to 0, shows that spark plug 4 becomes not conducting again.Described threshold value setting is for being greater than 0 and be less than or equal to described secondary current maximum.
---DC boosting unit 73, is promoted to high voltage by the low-voltage of vehicle power 1 output.Described DC boosting unit 73 is for example the DC booster that 4.5～18V turns 1000V.
---switch element 74, is controlled the control of unit 72.Described switch element 74 is such as being the switching devices such as triode, MOS transistor.After switch element 74 is connected with DC boosting unit 73, one end of this series arm connects one end (A electricity) that secondary coil 22 is not connected with spark plug 4, the other end ground connection of this series arm.In other words, this series arm is in parallel with the series arm of secondary coil 22 and spark plug 4 again.When switch element 74 is closed, it is constant or higher to maintain secondary current that the voltage of DC boosting unit 73 outputs passes to the two ends of series arm of secondary coil 22 and spark plug 4.When switch element 74 disconnects, the voltage of DC boosting unit 73 outputs does not outwards transmit.
Compare with existing ignition coil, the application's ignition coil can regulate arbitrarily the ON time of spark plug 4, thereby can improve ignition energy, for example, more than ignition energy can being promoted to 400mJ.In addition the application's ignition coil has also adopted than the larger DC booster 5 of the magnitude of voltage of vehicle power 1 or storage battery 6 and has connected primary coil 21, thereby reduces the resistance loss energy of primary coil 21, further promotes energy conversion efficiency.
These are only the application's preferred embodiment, and be not used in restriction the application.For a person skilled in the art, the application can have various modifications and variations.All within the application's spirit and principle, any modification of doing, be equal to replacement, improvement etc., within all should being included in the application's protection range.
Claims (8)
1. a macro-energy ignition coil, primary coil and secondary coil are all wrapped on iron core, and this three has formed a transformer; In primary coil loops, there is the switch that controlled by ECU; An electrode of spark plug connects one end of secondary coil, another electrode grounding of spark plug; It is characterized in that, vehicle power is that primary coil is powered by DC booster, output after described DC booster promotes the direct voltage of vehicle power output; The other end of secondary coil or connect DC booster or by the diode ground connection of Opposite direction connection; One end of electric current holdout device connects one end that secondary coil is not connected with spark plug, the other end ground connection of electric current holdout device, and it works to maintain spark plug and continues conducting after spark plug conducting.
2. macro-energy ignition coil according to claim 1, is characterized in that, electric current holdout device is in parallel with the branch road of the secondary coil of connecting and spark plug.
3. macro-energy ignition coil according to claim 1, is characterized in that, between DC booster and primary coil, increases storage battery, and the rated voltage of storage battery is greater than the rated voltage of vehicle power; Vehicle power is charge in batteries by DC booster, and storage battery is primary coil power supply again; The other end ground connection of secondary coil or connect storage battery;
Or described storage battery is replaced by the electric capacity of an electric capacity or a plurality of parallel connections.
4. macro-energy ignition coil according to claim 3, is characterized in that, DC booster is at the voltage of storage battery during lower than threshold voltage, after the output voltage of vehicle power is boosted to charge in batteries; When the voltage of storage battery is equal to or higher than its rated voltage, DC booster quits work;
Described threshold voltage is more than or equal to its rated voltage of 0.83 times.
5. macro-energy ignition coil according to claim 3, is characterized in that, the rated voltage of vehicle power is between 8～16V, and the rated voltage of storage battery is 48V.
6. macro-energy ignition coil according to claim 3, is characterized in that, the capacity of storage battery is more than 3Ah.
7. according to the macro-energy ignition coil described in claim 1 or 3, it is characterized in that, described electric current holdout device comprises:
---current feedback unit, gathers by the secondary electrical flow valuve of secondary coil, and passes to control unit;
---control unit, receives the spark plug ON time value that ECU transmits; Once secondary electrical flow valuve be detected, be less than threshold value, control unit orders about switch element closure, until reach the spark plug ON time value of ECU appointment, control unit orders about switch element again and disconnects; Described threshold value is greater than 0 and be less than or equal to secondary current maximum;
---DC boosting unit, output after the direct voltage of vehicle power output is promoted;
---switch element, is controlled the control of unit; After switch element and DC boosting units in series, this series arm is in parallel with the series arm of secondary coil and spark plug again; When switch element is closed, the voltage of DC boosting unit output is passed to the series arm two ends of secondary coil and spark plug.
8. macro-energy ignition coil according to claim 7, is characterized in that, the secondary electrical flow valuve of that one end that current feedback unit collection secondary coil is not connected with spark plug.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201320891669.5U CN203760301U (en) | 2013-12-31 | 2013-12-31 | High-energy ignition coil |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201320891669.5U CN203760301U (en) | 2013-12-31 | 2013-12-31 | High-energy ignition coil |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN203760301U true CN203760301U (en) | 2014-08-06 |
Family
ID=51255546
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN201320891669.5U Withdrawn - After Issue CN203760301U (en) | 2013-12-31 | 2013-12-31 | High-energy ignition coil |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN203760301U (en) |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN103745816A (en) * | 2013-12-31 | 2014-04-23 | 联合汽车电子有限公司 | High-energy ignition coil |
-
2013
- 2013-12-31 CN CN201320891669.5U patent/CN203760301U/en not_active Withdrawn - After Issue
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN103745816A (en) * | 2013-12-31 | 2014-04-23 | 联合汽车电子有限公司 | High-energy ignition coil |
| WO2015100863A1 (en) * | 2013-12-31 | 2015-07-09 | 联合汽车电子有限公司 | High-energy ignition coil |
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Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| C14 | Grant of patent or utility model | ||
| GR01 | Patent grant | ||
| AV01 | Patent right actively abandoned |
Granted publication date: 20140806 Effective date of abandoning: 20180112 |
|
| AV01 | Patent right actively abandoned |