EP0304038B1 - Ignition unit for combustion engines - Google Patents

Ignition unit for combustion engines Download PDF

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Publication number
EP0304038B1
EP0304038B1 EP88113365A EP88113365A EP0304038B1 EP 0304038 B1 EP0304038 B1 EP 0304038B1 EP 88113365 A EP88113365 A EP 88113365A EP 88113365 A EP88113365 A EP 88113365A EP 0304038 B1 EP0304038 B1 EP 0304038B1
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EP
European Patent Office
Prior art keywords
ignition unit
unit according
coil
ignition
spark plug
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Expired - Lifetime
Application number
EP88113365A
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German (de)
French (fr)
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EP0304038A3 (en
EP0304038A2 (en
EP0304038B2 (en
Inventor
Alfred Krappel
Johannes Guggenmos
Josef Holzmann
Georg Buchholz
Robert Tschuk
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Magnetek May & Christe GmbH
Bayerische Motoren Werke AG
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Magnetek May & Christe GmbH
Bayerische Motoren Werke AG
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Application filed by Magnetek May & Christe GmbH, Bayerische Motoren Werke AG filed Critical Magnetek May & Christe GmbH
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    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01F—MAGNETS; INDUCTANCES; TRANSFORMERS; SELECTION OF MATERIALS FOR THEIR MAGNETIC PROPERTIES
    • H01F38/00—Adaptations of transformers or inductances for specific applications or functions
    • H01F38/12—Ignition, e.g. for IC engines
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02P—IGNITION, OTHER THAN COMPRESSION IGNITION, FOR INTERNAL-COMBUSTION ENGINES; TESTING OF IGNITION TIMING IN COMPRESSION-IGNITION ENGINES
    • F02P13/00—Sparking plugs structurally combined with other parts of internal-combustion engines

Definitions

  • the invention relates to an ignition unit for internal combustion engines according to the preamble of patent claim 1.
  • the ignition coil integrated with the spark plug connector essentially consists of a rod-shaped ferromagnetic core, an inner envelope cylinder surrounding the core made of an insulating material, on the outer circumference of which the secondary winding is applied, and an outer envelope cylinder also surrounding the secondary winding with radial spacing and consisting of an insulating material which carries the primary winding on its outer circumference.
  • the spaces between the rod-shaped core, the inner shell cylinder and the outer shell cylinder are filled with an electrically insulating potting compound.
  • This ignition coil is placed on the associated spark plug connector in such a way that the axial directions of the elongate rod-shaped core and the spark plug connector coincide.
  • the entire ignition unit is embedded in an enveloping cylinder made of an elastic insulating material.
  • This already known ignition unit requires a very large installation space in the axial direction of the spark plug connector, which is due to the alignment of the longitudinal axis of the ignition coil in the axial direction of the spark plug connector. Because of the large amount of space required in the axial direction of the spark plug connector, the known ignition unit is only insufficiently suitable for installation in modern automotive internal combustion engines, since as a result of the increasingly limited space available in the engine compartment of modern automobiles, the smallest possible height is sought.
  • an ignition unit for internal combustion engines is known from US-A-4 514 712.
  • This known ignition unit has an ignition coil integrated with a spark plug connector and having a ferromagnetic core, around which a primary and secondary winding surrounded by an insulating body is arranged.
  • the ignition coil and the spark plug connector are arranged relative to one another in such a way that the axial directions of the spark plug connector and the ignition coil core form at least approximately a right angle.
  • this known ignition unit is not suitable for installation in modern motor vehicle internal combustion engines due to its large space requirement.
  • the ignition unit according to the invention There is space between the two overhead camshafts of modern four-valve internal combustion engines without the ignition unit protruding beyond the cylinder head cover of the internal combustion engine in the axial direction of the spark plug connector.
  • Ignition units protruding beyond the cylinder head cover of the internal combustion engine such as are known, for example, from DE-A-36 20 826, are insufficiently suitable for installation in modern automotive internal combustion engines, since the bonnets are becoming flatter due to aerodynamic reasons modern automobiles are aimed for the smallest possible height.
  • Only the arrangement of the ignition coil and spark plug connector according to the invention enables the realization of an individual ignition coil ignition system in which an ignition coil is directly assigned to each individual spark plug.
  • Such an individual ignition coil ignition system has the advantage that there are no open spark gaps and, furthermore, no high-voltage ignition lines are required, which on the one hand act as antennas and on the other hand can easily be damaged by animals such as martens.
  • an extremely trouble-free and functionally reliable ignition system can be realized.
  • the arrangement of the ignition coil and spark plug connector according to the invention can only be realized with the aid of an ignition coil with a very high efficiency, which with the same inductance in the axial direction of their core in Compared to the usual ignition coils has a significantly shorter length.
  • Such an ignition coil which is significantly improved in terms of its efficiency and thus more compact, was realized in accordance with the second characterizing feature of patent claim 1 in that the end regions of the main core are connected to one another via at least one core part located outside the primary and secondary windings. This magnetic connection of the end areas of the main core minimizes the stray magnetic field, which leads to a significant improvement in the efficiency and thus in the space required in relation to the desired inductance of the ignition coil.
  • Another difficulty in realizing the ignition unit according to the invention was to transmit the force exerted by the spark plug connector on the ignition coil due to the contact pressure and the thermal voltage of the internal combustion engine to its iron core attached to the cylinder head cover of the internal combustion engine in such a way that the winding of the ignition coil is not damaged. While in the ignition unit known from DE-A-36 20 826, the force transmitted from the spark plug connector to the ignition unit is introduced directly into the iron core, the force exerted by the spark plug connector on the ignition coil in the subject matter of the present invention must be indirect via the winding of the Ignition coil are transferred to the iron core.
  • the end regions of the main core carrying the primary and secondary windings are connected to one another via at least one core part located outside the primary and secondary windings.
  • a closed coil core is advantageously composed of two E-shaped halves, the middle E-legs of which together form the main core.
  • the two middle E-legs of the two E-shaped coil core halves can be inserted into the opening of the primary coil in a simple manner.
  • the outer legs of the two E-shaped halves are rigid with one another so that the two E-shaped halves of the coil core do not fall apart or so that there is no stray field at the points where the two E-shaped halves abut one another, which significantly affects the efficiency of the ignition coil connected.
  • the outer legs of the two E-shaped halves are welded together.
  • an undesirable air gap between the two coil core halves can be completely avoided.
  • a magnetic stray field usually occurring at such connection points can be almost completely avoided, which ensures optimal efficiency of the ignition coil.
  • the air gap-free connection of the two coil core halves also has the advantage that the ignition coil can be manufactured with only a small manufacturing tolerance with regard to its inductance.
  • the welding of the two coil core halves also has the advantage over a screw or rivet connection that there is no displacement of the magnetic flux at the connection points.
  • a hole for receiving a fastening screw is provided in the attachment areas of the outer legs of the two E-shaped halves of the coil core.
  • the attachment areas are the outer legs of the two E-shaped halves of the coil core are reinforced, the bores being at least partially arranged in the reinforcement regions.
  • the good insulation security and dielectric strength achieved by the layer-by-layer winding of the winding wires of the primary winding and / or the secondary winding can be further optimized by arranging the winding wire sections of a winding layer at a distance from one another and filling the spaces between the winding wire sections with an insulating casting compound.
  • the distance between the winding wire sections is preferably about 5 to 10% of the respective winding wire diameter. This distance between the winding wire sections represents an optimum with regard to the two competing goals, namely to make the ignition coil as compact as possible on the one hand and as insulated as possible on the other hand.
  • the insulating body surrounding the primary and secondary windings consists entirely of casting compound, it being cast in one piece without the use of a separate enveloping body.
  • such an insulating body is inexpensive to produce (since no separate enveloping body to be filled with casting compound is required) and, on the other hand, has technical advantages over the known insulating body.
  • no different thermal expansions can occur in the insulating body according to the invention, since it is made homogeneously from the same material. It therefore also has no separating layer which, in the known insulating body, can lead to glow discharges between the enveloping body and the adjacent casting compound.
  • the outer shape of the insulating body is designed in such a way that when a coil core composed of two E-shaped halves is used, it lies largely against its inner circumference.
  • the design of the insulating body in the form of a handle ensures that the entire ignition unit consisting of spark plug connector and ignition coil with coil core can be handled in a manner that is easy to grip, particularly when mounting or dismounting the cylinder head of an internal combustion engine.
  • the primary connection contacts connected to the primary coil are led out of the insulating body in the axial direction of the primary coil.
  • this arrangement of the primary connection contacts does not lead to an undesirable increase in the overall height of the ignition unit in the axial direction of the spark plug connector.
  • the primary connection contacts are advantageously arranged in a plug-shaped extension of the insulating body. This is preferably provided with latching lugs for latching a corresponding plug overlapping the plug-shaped extension. A secure plug connection is achieved by latching the corresponding plug overlapping the plug-shaped extension.
  • a contact element which is electrically connected to the secondary winding is provided at the end of the insulating body facing the spark plug connector, by means of which a reliable contact is established with the spark plug connector.
  • an articulated, electrically conductive connection is provided between the contact element and the electrically conductive part of the spark plug connector.
  • This articulated, electrically conductive connection is preferably formed by an inexpensive spring element.
  • a helical spring that widens conically towards its free end is provided as the contact part of the spark plug connector that acts on the center electrode of the spark plug in question. Due to the conical design of the helical spring, in addition to good contacting due to the large contact surface on the likewise conical spark plug center electrode, the ignition unit is also simply plugged onto the spark plug.
  • an envelope is provided as part of the spark plug connector, which protrudes beyond the contact part of the spark plug connector and completely covers the (porcelain) spark plug neck covering grommet and firmly attached to the screw head of the spark plug all around.
  • the inside diameter of the grommet increases towards the outside in the area of its free end. Since the grommet end with a press fit on the screw head of the spark plug must fit tightly around, it is necessary that the covering of the spark plug connector is flexible. It is therefore advantageously made of an elastic silicone rubber.
  • the ignition unit shown in the figures consists essentially of an ignition coil 10 and a spark plug connector 12 directly attached to it.
  • the ignition coil 10 has a coil core 18 composed of two E-shaped halves 14 and 16, the middle E-legs 20 and 22 of which form a total of 24 designated main core. (See in particular also FIG. 3).
  • the primary and secondary winding of the ignition coil 10, which is not shown in the figures, is arranged concentrically around this main core 24, which runs transversely to the axial direction of the spark plug connector 12.
  • the primary and secondary winding of the ignition coil 10 is cast into an insulating body 26 which consists entirely of a homogeneous casting compound and is cast in one piece as a mold without using an enveloping body.
  • the insulating body 26 has a recess 28 or 30 on both sides, which enable the entire ignition unit to be simply plugged onto a spark plug 32 and removed again.
  • the primary connection contacts 34 and 36 electrically connected to the primary coil are led out of the insulating body 26 above the coil core 18 in the axial direction of the primary coil and thus the main core 24.
  • the primary connection contacts 34 and 36 are arranged in a plug-shaped extension 38 cast onto the insulating body 26. This has an almost rectangular cross section and has on its upper side a guide groove 40 for a corresponding plug, not shown in the figures.
  • latching lugs 42 and 44 are provided on the two lateral outer surfaces of the plug-shaped extension. (See also FIG. 3).
  • the lower part of the insulating body 26 facing the spark plug connector 12 is essentially semicircular when viewed from the front.
  • a connector 48, which is inserted into the upper part of the casing 46 of the spark plug connector 12, is cast onto the end of the insulating body 26 which faces the spark plug connector 12. (See also FIG. 4) As can also be seen from FIG.
  • the sheath 46 of the spark plug connector 12 forms in the area of the spark plug 32 a spout that completely covers its spark plug neck 50 and is firmly attached to its screw head 52.
  • the internal structure of the spark plug connector 12 and its articulated connection with the ignition coil 10 will be explained with reference to FIGS. 4 and 5.
  • the ignition unit shown in FIG. 1 is shown in side view in FIG. 2.
  • this figure also shows the weld connection 54 of the two outer legs 56 and 58 of the two E-shaped halves 14 and 16 of the coil core 18.
  • the plan view of the ignition coil unit shown in FIG. 3 shows in particular the special design of the coil core 18, the invisible parts of which are shown in broken lines.
  • the coil core 18 is composed of two E-shaped halves 14 and 16, the middle E legs 20 and 22 of which together form the main core 24, which is formed by the primary and secondary windings, not shown in the figure Ignition coil 10 is surrounded concentrically.
  • a defined air gap 60 is provided between the two middle E-legs 20 and 22, through which the inductance of the ignition coil is significantly influenced.
  • the outer legs 56 and 58 or 62 and 64 of the E-shaped halves 14 and 16 of the coil core 18 are firmly connected to one another by the welded connections 54 and 66, which results in the advantages already explained above.
  • the attachment areas 68, 70, 72 and 74 of the outer legs 56, 58, 62 and 64 of the two E-shaped halves 14 and 16 of the coil core 18 are reinforced, with holes 76, 78, 80 and 82 for receiving in these reinforcement areas fastening screws, not shown, are provided.
  • washers 84, 86, 88 and 90 are welded to the underside of the coil core 18 at the bores 76, 78, 80 and 82 on the coil core 18. (see also Fig. 1)
  • FIG. 4 shows the internal structure of the spark plug connector 12.
  • the connecting piece 48 which is cast onto the lower end of the insulating body 26 of the ignition coil and inserted into the sheath 46 of the spark plug connector 12, carries at its free end a contact element 92 which is electrically connected to the secondary winding of the ignition coil 10 is connected to the electrically conductive part 94 of the spark plug connector 12 by an articulated, electrically conductive connection in the form of a spring element 96.
  • a deviation of the axial direction of the connecting part 48 of the ignition coil 10 from the axial direction of the spark plug 32 can be compensated for by this joint-like movable connection.
  • the electrically conductive part 94 of the spark plug connector 12 is connected to an electrically conductive coil spring 98, by means of which the contact of the electrically conductive part 94 of the spark plug connector 12 with the central electrode 100 of the spark plug 32 is established.
  • FIG. 5 shows section A of FIG. 4, which shows the contacting of the spark plug connector 12 with the central electrode 100 of the spark plug 32, in a five-fold enlargement.
  • the diameter of the helical spring 98 increases continuously towards its free end. In this way, it forms an opening cone which bears on the conical end 102 of the spark plug center electrode 100 over a large area, thereby ensuring particularly good electrical contact.

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  • Engineering & Computer Science (AREA)
  • Power Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Ignition Installations For Internal Combustion Engines (AREA)

Description

Die Erfindung betrifft eine Zündeinheit für Verbrennungsmotoren nach dem Oberbegriff des Patentanspruchs 1.The invention relates to an ignition unit for internal combustion engines according to the preamble of patent claim 1.

Eine derartige Zündeinheit ist bereits aus der DE-A-36 20 826 bekannt. Bei dieser bekannten Zündeinheit besteht die mit dem Zündkerzenstekker integrierte Zündspule im wesentlichen aus einem stabförmigen ferromagnetischen Kern, einem den Kern umgebenden Innenhüllzylinder aus einem Isolierwerkstoff, auf dessen äußeren Umfang die Sekundärwicklung aufgebracht ist, und einem die Sekundärwicklung mit Radialabstand umgebenden, ebenfalls aus Isolierwerkstoff bestehenden Außenhüllzylinder, der auf seinem Außenumfang die Primärwicklung trägt. Die Zwischenräume zwischen dem stabförmigen Kern, dem Innenhüllzylinder und dem Außenhüllzylinder sind dabei mit einer elektrisch isolierenden vergußmasse ausgefüllt. Diese Zündspule ist auf den zugehörigen Zündkerzenstecker derart aufgesetzt, daß die Axialrichtungen des länglichen stabförmigen Kerns und des Zündkerzensteckers zusammenfallen. Zur Integration des Zündkerzensteckers mit der stabförmigen Zündspule ist die gesamte Zündeinheit in einem Hüllzylinder aus einem elastischen Isolierwerkstoff eingebettet.Such an ignition unit is already known from DE-A-36 20 826. In this known ignition unit, the ignition coil integrated with the spark plug connector essentially consists of a rod-shaped ferromagnetic core, an inner envelope cylinder surrounding the core made of an insulating material, on the outer circumference of which the secondary winding is applied, and an outer envelope cylinder also surrounding the secondary winding with radial spacing and consisting of an insulating material which carries the primary winding on its outer circumference. The spaces between the rod-shaped core, the inner shell cylinder and the outer shell cylinder are filled with an electrically insulating potting compound. This ignition coil is placed on the associated spark plug connector in such a way that the axial directions of the elongate rod-shaped core and the spark plug connector coincide. To integrate the spark plug connector with the rod-shaped ignition coil, the entire ignition unit is embedded in an enveloping cylinder made of an elastic insulating material.

Der Nachteil dieser bereits bekannten Zündeinheit besteht insbesondere darin, daß sie in Axialrichtung des Zündkerzensteckers einen sehr großen Einbauraum benötigt, was auf die Ausrichtung der Zündspulenlängsachse in Axialrichtung des Zündkerzensteckers zurückzuführen ist. Aufgrund ihres großen Platzbedarfes in Axialrichtung des Zündkerzensteckers ist die bekannte Zündeinheit für den Einbau in modernen Kraftfahrzeug-Verbrennungsmotoren nur unzureichend geeignet, da bei diesen aufgrund des zunehmend geringer werdenden Platzangebotes im Motorraum moderner Automobile eine möglichst geringe Bauhöhe angestrebt wird.The disadvantage of this already known ignition unit is in particular that it requires a very large installation space in the axial direction of the spark plug connector, which is due to the alignment of the longitudinal axis of the ignition coil in the axial direction of the spark plug connector. Because of the large amount of space required in the axial direction of the spark plug connector, the known ignition unit is only insufficiently suitable for installation in modern automotive internal combustion engines, since as a result of the increasingly limited space available in the engine compartment of modern automobiles, the smallest possible height is sought.

Ferner ist aus der US-A-4 514 712 eine Zündeinheit für Brennkraftmaschinen bekannt. Diese bekannte Zündeinheit weist eine mit einem Zündkerzenstecker integrierte Zündspule mit einem ferromagnetischen Kern auf, um den eine von einem Isolierkörper umgebene Primär- und Sekundärwicklung angeordnet ist. Bei dieser bekannten Zündeinheit sind zwar die Zündspule und der Zündkerzenstecker derart zueinander angeordnet, daß die Axialrichtungen des Zündkerzensteckers und des Zündspulenkerns zumindest annähernd einen rechten Winkel bilden. Da aber die Zündspule und der Zündkerzenstecker in Axialrichtung des Zündkerzensteckers nicht hintereinander angeordnet sind, ist diese bekannte Zündeinheit aufgrund ihres großen Platzbedarfes für den Einbau in modernen KraftfahrzeugBrennkraftmaschinen nicht geeignet.Furthermore, an ignition unit for internal combustion engines is known from US-A-4 514 712. This known ignition unit has an ignition coil integrated with a spark plug connector and having a ferromagnetic core, around which a primary and secondary winding surrounded by an insulating body is arranged. In this known ignition unit, the ignition coil and the spark plug connector are arranged relative to one another in such a way that the axial directions of the spark plug connector and the ignition coil core form at least approximately a right angle. However, since the ignition coil and the spark plug connector are not arranged one behind the other in the axial direction of the spark plug connector, this known ignition unit is not suitable for installation in modern motor vehicle internal combustion engines due to its large space requirement.

Es ist daher Aufgabe der Erfindung, eine aus einem Zündkerzenstecker und einer Zündspule bestehende Zündeinheit eingangs genannter Art anzugeben, die sich bei bester Funktionalität, Isolationssicherheit, Temperaturbeständigkeit und Vibrationsfestigkeit durch einen geringen Platzbedarf in Axialrichtung des Zündkerzensteckers auszeichnet.It is therefore an object of the invention to provide an ignition unit consisting of a spark plug connector and an ignition coil of the type mentioned above, which is characterized by a small space requirement in the axial direction of the spark plug connector with the best functionality, insulation reliability, temperature resistance and vibration resistance.

Diese Aufgabe wird erfindungsgemäß durch die kennzeichnenden Merkmale des Patentanspruchs 1 gelöst.This object is achieved by the characterizing features of claim 1.

Durch das erste kennzeichnende Merkmal des Patentanspruchs 1, nach dem die Zündspule und der Zündkerzenstecker in dessen Axialrichtung derart hintereinander angeordnet sind, daß die Axialrichtungen des Zündkerzensteckers und des Hauptkerns der Zündspule zumindest annähernd einen rechten Winkel bilden, wird erreicht, daß die erfindungsgemäße Zündeinheit in dem zwischen den beiden obenliegenden Nockenwellen moderner Vierventil-Brennkraftmaschinen verbleibenden engen Raum Platz findet, ohne daß die Zündeinheit in Axialrichtung des Zündkerzensteckers über den Zylinderkopfdeckel der Brennkraftmaschine hinausragt. Über den Zylinderkopfdeckel der Brennkraftmaschine hinausragende Zündeinheiten, wie sie beispielsweise aus der vorstehend gewürdigten DE-A-36 20 826 bekannt sind, sind für den Einbau in modernen Kraftfahrzeug-Brennkraftmaschinen nur unzureichend geeignet, da bei diesen aufgrund der aus aerodynamischen Gründen immer flacher werdenden Motorhauben moderner Automobile eine möglichst geringe Bauhöhe angestrebt wird. Erst die erfindungsgemäße Anordnung von Zündspule und Zündkerzenstecker zueinander ermöglicht die Realisierung eines Einzelzündspulen-Zündsystems, bei dem jeder einzelnen Zündkerze unmittelbar eine Zündspule zugeordnet ist. Ein solches Einzelzündspulen-Zündsystem hat den Vorteil, daß keine offenen Funkenstrecken existieren und darüber hinaus keine Hochspannungszündleitungen benötigt werden, die einerseits als Antennen wirken und andererseits durch Tiere beispielsweise Marder, leicht beschädigt werden können. Durch die Verwendung der erfindungsgemäßen Zündeinheit kann daher ein äußerst störungsfreies und funktionssicheres Zündsystem realisiert werden.By the first characterizing feature of claim 1, according to which the ignition coil and the spark plug connector are arranged one behind the other in its axial direction such that the axial directions of the spark plug connector and the main core of the ignition coil form at least approximately a right angle, it is achieved that the ignition unit according to the invention There is space between the two overhead camshafts of modern four-valve internal combustion engines without the ignition unit protruding beyond the cylinder head cover of the internal combustion engine in the axial direction of the spark plug connector. Ignition units protruding beyond the cylinder head cover of the internal combustion engine, such as are known, for example, from DE-A-36 20 826, are insufficiently suitable for installation in modern automotive internal combustion engines, since the bonnets are becoming flatter due to aerodynamic reasons modern automobiles are aimed for the smallest possible height. Only the arrangement of the ignition coil and spark plug connector according to the invention enables the realization of an individual ignition coil ignition system in which an ignition coil is directly assigned to each individual spark plug. Such an individual ignition coil ignition system has the advantage that there are no open spark gaps and, furthermore, no high-voltage ignition lines are required, which on the one hand act as antennas and on the other hand can easily be damaged by animals such as martens. By using the ignition unit according to the invention, an extremely trouble-free and functionally reliable ignition system can be realized.

Da ferner die Länge der bei einer derartigen Zündeinheit bisher üblicherweise verwendeten Zündspulen in Kernrichtung größer ist als die verfügbare Breite im Zylinderkopf moderner Vierventil-Brennkraftmaschinen, kann die erfindungsgemäße Anordnung von Zündspule und Zündkerzenstecker nur mit Hilfe einer Zündspule mit einem sehr hohen Wirkungsgrad realisiert werden, die bei gleicher Induktivität in Axialrichtung ihres Kerns im Vergleich zu den üblichen Zündspulen eine deutlich kürzere Länge aufweist. Eine derartige in ihrem Wirkungsgrad deutlich verbesserte, und damit kompaktere Zündspule wurde gemäß dem zweiten kennzeichnenden Merkmal des Patentanspruchs 1 dadurch realisiert, daß die Endbereiche des Hauptkerns über mindestens einen außerhalb der Primär-und Sekundärwicklung befindlichen Kernteil miteinander verbunden sind. Durch diese magnetische Verbindung der Endbereiche des Hauptkerns wird das magnetische Streufeld minimiert, was zu einer deutlichen Verbesserung des Wirkungsgrades und damit des Platzbedarfes bezogen auf die gewünschte Induktivität der Zündspule führt.Furthermore, since the length of the ignition coils usually used in such an ignition unit in the core direction is greater than the available width in the cylinder head of modern four-valve internal combustion engines, the arrangement of the ignition coil and spark plug connector according to the invention can only be realized with the aid of an ignition coil with a very high efficiency, which with the same inductance in the axial direction of their core in Compared to the usual ignition coils has a significantly shorter length. Such an ignition coil, which is significantly improved in terms of its efficiency and thus more compact, was realized in accordance with the second characterizing feature of patent claim 1 in that the end regions of the main core are connected to one another via at least one core part located outside the primary and secondary windings. This magnetic connection of the end areas of the main core minimizes the stray magnetic field, which leads to a significant improvement in the efficiency and thus in the space required in relation to the desired inductance of the ignition coil.

Eine weitere Schwierigkeit bei der Realisierung der erfindungsgemäßen Zündeinheit lag darin, die vom Zündkerzenstecker aufgrund des Kontaktdrucks und der Wärmespannung der Brennkraftmaschine auf die Zündspule ausgeübte Kraft so auf deren am Zylinderkopfdeckel der Brennkraftmaschine befestigten Eisenkern zu übertragen, daß die Wicklung der Zündspule nicht beschädigt wird. Während bei der aus der vorstehend gewürdigten DE-A-36 20 826 bekannten Zündeinheit die von Zündkerzenstecker auf die Zündeinheit übertragene Kraft direkt in den Eisenkern eingeleitet wird, muß beim Gegenstand der vorliegenden Erfindung die vom Zündkerzenstecker auf die Zündspule ausgeübte Kraft indirekt über die Wicklung der Zündspule auf deren Eisenkern übertragen werden. Diese Schwierigkeit wurde beim Gegenstand des Patentanspruchs 1 der vorliegenden Erfindung gemäß dessen dritten kennzeichnenden Merkmals dadurch gelöst, daß die Wicklungsdrähte der Primärwicklung und/oder der Sekundärwicklung lagenweise gewickelt sind und daß zwischen den einzelnen Wicklungslagen jeweils eine Isolierpapierschicht vorgesehen ist. Da bei dieser Wicklungstechnik die einzelnen Wicklungslagen neben der Drahtisolierung zusätzlich noch durch eine Isolierpapierschicht gegeneinander isoliert sind, wird eine sehr gute Isolationssicherheit und Robustheit gegenüber mechanischer Beanspruchung erreicht.Another difficulty in realizing the ignition unit according to the invention was to transmit the force exerted by the spark plug connector on the ignition coil due to the contact pressure and the thermal voltage of the internal combustion engine to its iron core attached to the cylinder head cover of the internal combustion engine in such a way that the winding of the ignition coil is not damaged. While in the ignition unit known from DE-A-36 20 826, the force transmitted from the spark plug connector to the ignition unit is introduced directly into the iron core, the force exerted by the spark plug connector on the ignition coil in the subject matter of the present invention must be indirect via the winding of the Ignition coil are transferred to the iron core. This problem was solved in the subject matter of patent claim 1 of the present invention according to its third characteristic feature in that the winding wires of the primary winding and / or the secondary winding are wound in layers and in that an insulating paper layer is provided between the individual winding layers. Since in this winding technique the individual winding layers are insulated from each other by an insulating paper layer in addition to the wire insulation, very good insulation reliability and robustness against mechanical stress is achieved.

Erst durch die Kombination der im Patentanspruch 1 angegebenen Merkmale der Erfindung konnte eine Zündeinheit für Brennkraftmaschinen geschaffen werden, die sich bei bester Funktionalität, Isolationssicherheit, Temperaturbeständigkeit und Vibrationsfestigkeit durch einen geringen Platzbedarf in Axialrichtung des Zündkerzensteckers auszeichnet.Only by combining the features of the invention specified in claim 1 was it possible to create an ignition unit for internal combustion engines which, with the best functionality, insulation security, temperature resistance and vibration resistance, is characterized by a small space requirement in the axial direction of the spark plug connector.

Gemäß dem zweiten kennzeichnenden Merkmal des Patentanspruchs 1 der vorliegenden Erfindung sind, wie vorstehend bereits dargelegt, die Endbereiche des die Primär- und Sekundärwicklung tragenden Hauptkerns über mindestens einen außerhalb der Primär- und Sekundärwicklung befindlichen Kernteil miteinander verbunden. Ein derartiger geschlossener Spulenkern ist vorteilhaft aus zwei E-förmigen Hälften zusammengesetzt, deren mittlere E-Schenkel zusammen den Hauptkern bilden. Bei dieser Ausführung des Spulenkerns können die beiden mittleren E-Schenkel der beiden E-förmigen Spulenkernhälften in einfacher Weise in die Öffnung der Primärspule eingeführt werden.According to the second characteristic feature of patent claim 1 of the present invention, as already stated above, the end regions of the main core carrying the primary and secondary windings are connected to one another via at least one core part located outside the primary and secondary windings. Such a closed coil core is advantageously composed of two E-shaped halves, the middle E-legs of which together form the main core. In this embodiment of the coil core, the two middle E-legs of the two E-shaped coil core halves can be inserted into the opening of the primary coil in a simple manner.

Um einen gleichmäßigen Zündkerzenabbrand zu erreichen, ist es erforderlich, daß alle in einem Einzelspulenzündsystem verwendeten Zündspulen möglichst die gleiche Induktivität haben. Diese wird maßgeblich durch einen definierten Luftspalt im Spulenkern bestimmt. Dieser ist bei Verwendung eines Spulenkerns aus zwei E-förmigen Hälften vorzugsweise zwischen den beiden mittleren, den Hauptkern bildenden E-Schenkeln vorgesehen. Durch die Anordnung des Luftspalts im Inneren der Primärspule kann ein unerwünschtes magnetisches Streufeld vermieden werden.In order to achieve a uniform spark plug erosion, it is necessary that all the ignition coils used in a single coil ignition system have the same inductance as possible. This is largely determined by a defined air gap in the coil core. When using a coil core made of two E-shaped halves, this is preferably provided between the two middle E legs forming the main core. An unwanted magnetic stray field can be avoided by arranging the air gap inside the primary coil.

Damit die beiden E-förmigen Hälften des Spulenkerns nicht auseinanderfallen oder damit ferner an den Stellen, an denen die beiden E-förmigen Hälften aneinanderstoßen, kein den Wirkungsgrad der Zündspule nennenswert beeinträchtigendes Streufeld entsteht, sind die äußeren Schenkel der beiden E-förmigen Hälften miteinander starr verbunden.The outer legs of the two E-shaped halves are rigid with one another so that the two E-shaped halves of the coil core do not fall apart or so that there is no stray field at the points where the two E-shaped halves abut one another, which significantly affects the efficiency of the ignition coil connected.

Als besonders vorteilhaft hat sich dabei erwiesen, wenn die äußeren Schenkel der beiden E-förmigen Hälften miteinander verschweißt sind. Durch die Verschweißung der äußeren Schenkel der E-förmigen Hälften des Spulenkerns kann ein unerwünschter Luftspalt zwischen den beiden Spulkernhälften vollständig vermieden werden. Auf diese Weise kann ein an derartigen Verbindungsstellen üblicherweise auftretendes magnetisches Streufeld nahezu vollständig vermieden werden, wodurch ein optimaler Wirkungsgrad der Zündspule gewährleistet ist. Die luftspaltfreie Verbindung der beiden Spulenkernhälften hat ferner den Vorteil, daß die Zündspule mit nur einer geringen Fertigungstoleranz hinsichtlich ihrer Induktivität hergestellt werden kann. Die Verschweißung der beiden Spulenkernhälften hat gegenüber einer Schraub-oder Nietverbindung auch den Vorteil, daß an den Verbindungsstellen keine Verdrängung des magnetischen Flusses stattfindet.It has proven to be particularly advantageous if the outer legs of the two E-shaped halves are welded together. By welding the outer legs of the E-shaped halves of the coil core, an undesirable air gap between the two coil core halves can be completely avoided. In this way, a magnetic stray field usually occurring at such connection points can be almost completely avoided, which ensures optimal efficiency of the ignition coil. The air gap-free connection of the two coil core halves also has the advantage that the ignition coil can be manufactured with only a small manufacturing tolerance with regard to its inductance. The welding of the two coil core halves also has the advantage over a screw or rivet connection that there is no displacement of the magnetic flux at the connection points.

Zur einfachen Befestigung der gesamten aus dem Zündkerzenstecker und der Zündspule bestehenden Zündeinheit am Zylinderkopf eines Verbrennungsmotors ist in den Ansatzbereichen der äußeren Schenkel der beiden E-förmigen Hälften des Spulenkerns jeweils eine Bohrung zur Aufnahme einer Befestigungsschraube vorgesehen.For simple attachment of the entire ignition unit consisting of the spark plug connector and the ignition coil to the cylinder head of an internal combustion engine, a hole for receiving a fastening screw is provided in the attachment areas of the outer legs of the two E-shaped halves of the coil core.

Um den Querschnitt des Spulenkerns im Bereich der für die Aufnahme von Befestigungsschrauben vorgesehenen Bohrungen beizubehalten, sind die Ansatzbereiche der äußeren Schenkel der beiden E-förmigen Hälften des Spulenkerns verstärkt ausgebildet, wobei die Bohrungen zumindest teilweise in den Verstärkungsbereichen angeordnet sind.In order to maintain the cross section of the coil core in the area of the holes provided for receiving fastening screws, the attachment areas are the outer legs of the two E-shaped halves of the coil core are reinforced, the bores being at least partially arranged in the reinforcement regions.

Die durch die lagenweise Wicklung der Wicklungsdrähte der Primärwicklung und/oder der Sekundärwicklung erreichte gute Isoliersicherheit und Durchschlagfestigkeit kann noch dadurch optimiert werden, daß die Wicklungsdrahtabschnitte einer Wicklungslage jeweils mit Abstand zueinander angeordnet werden und die Freiräume zwischen den Wicklungsdrahtabschnitten mit einer isolierenden Gießmasse ausgefüllt werden.The good insulation security and dielectric strength achieved by the layer-by-layer winding of the winding wires of the primary winding and / or the secondary winding can be further optimized by arranging the winding wire sections of a winding layer at a distance from one another and filling the spaces between the winding wire sections with an insulating casting compound.

Vorzugsweise beträgt der Abstand der Wicklungsdrahtabschnitte etwa 5 bis 10% des jeweiligen Wicklungsdrahtdurchmessers. Dieser Abstand der Wicklungsdrahtabschnitte stellt ein Optimum hinsichtlich der beiden konkurrierenden Ziele, nämlich die Zündspule einerseits möglichst kompakt und andererseits möglichst isoliersicher auszubilden, dar.The distance between the winding wire sections is preferably about 5 to 10% of the respective winding wire diameter. This distance between the winding wire sections represents an optimum with regard to the two competing goals, namely to make the ignition coil as compact as possible on the one hand and as insulated as possible on the other hand.

Nach einer weiteren Ausbildung der Erfindung besteht der die Primär- und Sekundärwicklung umgebende Isolierkörper vollständig aus Gießmasse, wobei er ohne Verwendung eines separaten Hüllkörpers in einem Stück gegossen ist. Ein derartiger Isolierkörper ist einerseits kostengünstig herzustellen (da kein separater mit Gießmasse auszufüllender Hüllkörper benötigt wird) und hat andererseits gegenüber dem bekannten Isolierkörper technische Vorteile. So können bei dem erfindungsgemäßen Isolierkörper, im Unterschied zum bekannten Isolierkörper, keine unterschiedlichen Wärmeausdehnungen auftreten, da er homogen aus demselben Werkstoff hergestellt ist. Er hat deshalb auch keine Trennschicht, die beim bekannten Isolierkörper zwischen dem Hüllkörper und der angrenzenden Gießmasse zu Glimmentladungen führen kann.According to a further embodiment of the invention, the insulating body surrounding the primary and secondary windings consists entirely of casting compound, it being cast in one piece without the use of a separate enveloping body. On the one hand, such an insulating body is inexpensive to produce (since no separate enveloping body to be filled with casting compound is required) and, on the other hand, has technical advantages over the known insulating body. In contrast to the known insulating body, no different thermal expansions can occur in the insulating body according to the invention, since it is made homogeneously from the same material. It therefore also has no separating layer which, in the known insulating body, can lead to glow discharges between the enveloping body and the adjacent casting compound.

Um eine Funkenerrosion zwischen dem Spulenkern und dem Isolierkörper zu verhindern, ist die äußere Form des Isolierkörpers so ausgebildet, daß dieser bei Verwendung eines aus zwei E-förmigen Hälften zusammengesetzten Spulenkerns an dessen innerem Umfang weitgehend anliegt.In order to prevent spark erosion between the coil core and the insulating body, the outer shape of the insulating body is designed in such a way that when a coil core composed of two E-shaped halves is used, it lies largely against its inner circumference.

Durch die Ausbildung des Isolierkörpers in Form einer Handhabe wird erreicht, daß die gesamte aus Zündkerzenstecker und Zündspule mit Spulenkern bestehende Zündeinheit insbesondere bei der Montage am bzw. Demontage vom Zylinderkopf eines Verbrennungsmotors griffsicher gehandhabt werden kann.The design of the insulating body in the form of a handle ensures that the entire ignition unit consisting of spark plug connector and ignition coil with coil core can be handled in a manner that is easy to grip, particularly when mounting or dismounting the cylinder head of an internal combustion engine.

Nach einer bevorzugten Weiterbildung der Erfindung sind die mit der Primärspule verbundenen Primäranschlußkontakte in Axialrichtung der Primärspule aus dem Isolierkörper herausgeführt. Diese Anordnung der Primäranschlußkontakte führt im Unterschied zur Anordnung der Primäranschlußkontakte der Primärspule in Axialrichtung des Zündkerzensteckers nicht zu einer unerwünschten Zunahme der Bauhöhe der Zündeinheit in Axialrichtung des Zündkerzensteckers.According to a preferred development of the invention, the primary connection contacts connected to the primary coil are led out of the insulating body in the axial direction of the primary coil. In contrast to the arrangement of the primary connection contacts of the primary coil in the axial direction of the spark plug connector, this arrangement of the primary connection contacts does not lead to an undesirable increase in the overall height of the ignition unit in the axial direction of the spark plug connector.

Vorteilhaft sind dabei die Primäranschlußkontakte in einem steckerförmigen Fortsatz des Isolierkörpers angeordnet. An diesem sind vorzugsweise Rastnasen zum Verrasten eines den steckerförmigen Fortsatz übergreifenden korrespondierenden Steckers vorgesehen. Durch die Verrastung des den steckerförmigen Fortsatz übergreifenden korrespondierenden Steckers wird eine sichere Steckverbindung erreicht.The primary connection contacts are advantageously arranged in a plug-shaped extension of the insulating body. This is preferably provided with latching lugs for latching a corresponding plug overlapping the plug-shaped extension. A secure plug connection is achieved by latching the corresponding plug overlapping the plug-shaped extension.

Nach einer bevorzugten Weiterbildung der Erfindung ist an dem dem Zündkerzenstecker zugewandten Ende des Isolierkörpers ein mit der Sekundärwicklung elektrisch verbundenes Kontaktelement vorgesehen, durch das eine sichere Kontaktierung mit dem Zündkerzenstecker hergestellt wird.According to a preferred development of the invention, a contact element which is electrically connected to the secondary winding is provided at the end of the insulating body facing the spark plug connector, by means of which a reliable contact is established with the spark plug connector.

Zum Ausgleich einer etwaigen Achsverschiebung zwischen der Achse der Zündkerze und damit auch des aufgesteckten Zündkerzensteckers und der Achse der am Zylinderkopf des Verbrennungsmotors festgeschraubten Zündspule ist zwischen dem Kontaktelement und dem elektrisch leitenden Teil des Zündkerzensteckers eine gelenkartig bewegliche, elektrisch leitende Verbindung vorgesehen.To compensate for any axial displacement between the axis of the spark plug and thus also the plug-in spark plug connector and the axis of the ignition coil screwed to the cylinder head of the internal combustion engine, an articulated, electrically conductive connection is provided between the contact element and the electrically conductive part of the spark plug connector.

Vorzugsweise ist diese gelenkartig bewegliche, elektrisch leitende Verbindung durch ein kostengünstig herzustellendes Federelement gebildet.This articulated, electrically conductive connection is preferably formed by an inexpensive spring element.

Um ferner die in Axialrichtung der Zündkerze auftretenden Toleranzen und Vibrationsbewegungen zwischen der Zündkerze und der aus dem Zündkerzenstecker und aus der. am Zylinderkopf des Verbrennungsmotors befestigten Zündspule bestehenden Zündeinheit ausgleichen zu können, ist als auf die Mittelelektrode der betreffenden Zündkerze einwirkendes Kontaktteil des Zündkerzensteckers eine zu ihrem freien Ende hin sich konisch erweiternde Schraubenfeder vorgesehen. Durch die konische Ausbildung der Schraubenfeder wird neben einer guten Kontaktierung aufgrund der großen Anlagefläche an der ebenfalls konischen Zündkerzenmittelelektrode auch ein einfaches Aufstecken der Zündeinheit auf die Zündkerze gewährleistet.In addition to the tolerances and vibrations occurring in the axial direction of the spark plug between the spark plug and that from the spark plug connector and from the. To be able to compensate for the existing ignition unit attached to the cylinder head of the internal combustion engine, a helical spring that widens conically towards its free end is provided as the contact part of the spark plug connector that acts on the center electrode of the spark plug in question. Due to the conical design of the helical spring, in addition to good contacting due to the large contact surface on the likewise conical spark plug center electrode, the ignition unit is also simply plugged onto the spark plug.

Um ein Eindringen von Feuchtigkeit in den Kontaktbereich zwischen der Zündkerzenmittelelektrode und dem Kontaktteil des Zündkerzensteckers zu verhindern, ist nach einer weiteren Ausbildung der Erfindung als Teil des Zündkerzensteckers eine Umhüllung vorgesehen, die über den Kontaktteil des Zündkerzensteckers hinausragt und eine den (Porzellan-) Zündkerzenhals vollständig abdeckende und am Schraubenkopf der Zündkerze ringsum fest anliegende Tülle bildet.In order to prevent moisture from penetrating into the contact area between the spark plug center electrode and the contact part of the spark plug connector, according to a further embodiment of the invention, an envelope is provided as part of the spark plug connector, which protrudes beyond the contact part of the spark plug connector and completely covers the (porcelain) spark plug neck covering grommet and firmly attached to the screw head of the spark plug all around.

Um einerseits einen guten Preßsitz des Tüllenendes auf dem Schraubenkopf der Zündkerze und andererseits ein leichtes Einfädeln des Zündkerzenhalses in die Tülle zu erreichen, nimmt der Innendurchmesser der Tülle im Bereich ihres freien Endes nach außen hin zu. Da das Tüllenende mit einem Preßsitz am Schraubenkopf der Zündkerze ringsum fest anliegen muß, ist es erforderlich, daß die Umhüllung des Zündkerzensteckers flexibel ist. Sie wird daher vorteilhaft aus einem elastischen Silikonkautschuk hergestellt.In order on the one hand to achieve a good press fit of the grommet end on the screw head of the spark plug and on the other hand to easily thread the neck of the spark plug into the grommet, the inside diameter of the grommet increases towards the outside in the area of its free end. Since the grommet end with a press fit on the screw head of the spark plug must fit tightly around, it is necessary that the covering of the spark plug connector is flexible. It is therefore advantageously made of an elastic silicone rubber.

Im folgenden wird die Erfindung anhand eines in den Figuren dargestellten Ausführungsbeispieles näher erläutert. Es zeigen:

  • Fig. 1 eine Vorderansicht einer auf eine Zündkerze aufgesteckten Zündeinheit nach der Erfindung,
  • Fig. 2 die Zündeinheit von Fig. 1 in Seitenansicht,
  • Fig. 3 eine Draufsicht der in den Figuren 1 und 2 dargestellten Zündeinheit, in der die nicht sichtbaren Teile des Spulenkerns gestrichelt eingezeichnet sind,
  • Fig. 4 einen Querschnitt des Zündkerzensteckers der in den Fig. 1 bis 3 dargestellten Zündeinheit und
  • Fig. 5 den Detailausschnitt A von Fig. 4 in fünffacher Vergrößerung.
The invention is explained in more detail below on the basis of an exemplary embodiment shown in the figures. Show it:
  • 1 is a front view of an ignition unit according to the invention which is plugged onto a spark plug,
  • 2 the ignition unit of FIG. 1 in side view,
  • 3 shows a plan view of the ignition unit shown in FIGS. 1 and 2, in which the parts of the coil core which are not visible are shown in broken lines,
  • Fig. 4 is a cross section of the spark plug connector of the ignition unit shown in Figs. 1 to 3 and
  • Fig. 5 shows the detail A of Fig. 4 in five times magnification.

Die in den Figuren dargestellte Zündeinheit besteht im wesentlichen aus einer Zündspule 10 und einem an diese unmittelbar angesetzten Zündkerzenstecker 12. Die Zündspule 10 weist einen aus zwei E-förmigen Hälften 14 und 16 zusammengesetzten Spulenkern 18 auf, dessen mittlere E-Schenkel 20 und 22 den insgesamt mit 24 bezeichneten Hauptkern bilden. (siehe dazu insbesondere auch Fig. 3) Um diesen quer zur Axialrichtung des Zündkerzensteckers 12 verlaufenden Hauptkern 24 ist die in den Figuren nicht dargestellte Primär-und Sekundärwicklung der Zündspule 10 konzentrisch angeordnet. Die Primär- und Sekundärwicklung der Zündspule 10 ist in einen Isolierkörper 26 eingegossen, der vollständig aus einer homogenen Gießmasse besteht und ohne Verwendung eines Hüllkörpers als Form in einem Stück gegossen ist. Nahe seines oberen Endes weist der Isolierkörper 26 beidseitig jeweils eine Vertiefung 28 bzw. 30 auf, die es ermöglichen, daß die gesamte Zündeinheit in einfacher Weise auf eine Zündkerze 32 aufgesteckt und auch wieder abgezogen werden kann. Zur primärseitigen Kontaktierung der Zündspule 10 sind die mit der Primärspule elektrisch verbundenen Primäranschlußkontakte 34 und 36 in Axialrichtung der Primärspule und damit des Hauptkernes 24 oberhalb des Spulenkerns 18 aus dem Isolierkörper 26 herausgeführt. Die Primäranschlußkontakte 34 und 36 sind dabei in einem an den Isolierkörper 26 angegossenen steckerförmigen Fortsatz 38 angeordnet. Dieser hat einen nahezu rechteckförmigen Querschnitt und weist auf seiner Oberseite eine Führungsnut 40 für einen in den Figuren nicht dargestellten korrespondierenden Stecker auf. Um einen solchen, den steckerförmigen Fortsatz 38 übergreifenden korrespondierenden Stecker an dem steckerförmigen Fortsatz 38 des Isolierkörpers 26 sicher verrasten zu können, sind an den beiden seitlichen Außenflächen des steckerförmigen Fortsatzes 38 Rastnasen 42 und 44 vorgesehen. (siehe dazu auch Fig. 3) Wie ferner aus der Figur 1 zu entnehmen ist, ist der dem Zündkerzenstecker 12 zugewandte untere Teil des Isolierkörpers 26 von vorne gesehen im wesentlichen halbkreisförmig ausgebildet. An dem den Zündkerzenstecker 12 zugewandten Ende des Isolierkörpers 26 ist ein in den oberen Teil der Umhüllung 46 des Zündkerzensteckers 12 eingeführtes Verbindungsstück 48 angegossen. (siehe dazu auch Fig. 4) Wie aus Fig. 1 weiter zu entnehmen ist, bildet die Umhüllung 46 des Zündkerzenstekkers 12 im Bereich der Zündkerze 32 eine deren Zündkerzenhals 50 vollständig abdeckende und an deren Schraubenkopf 52 ringsum festanliegende Tülle. Der innere Aufbau des Zündkerzensteckers 12 sowie dessen Gelenkverbindung mit der Zündspule 10 wird anhand der Figuren 4 und 5 erläutert werden.The ignition unit shown in the figures consists essentially of an ignition coil 10 and a spark plug connector 12 directly attached to it. The ignition coil 10 has a coil core 18 composed of two E-shaped halves 14 and 16, the middle E-legs 20 and 22 of which form a total of 24 designated main core. (See in particular also FIG. 3). The primary and secondary winding of the ignition coil 10, which is not shown in the figures, is arranged concentrically around this main core 24, which runs transversely to the axial direction of the spark plug connector 12. The primary and secondary winding of the ignition coil 10 is cast into an insulating body 26 which consists entirely of a homogeneous casting compound and is cast in one piece as a mold without using an enveloping body. Near its upper end, the insulating body 26 has a recess 28 or 30 on both sides, which enable the entire ignition unit to be simply plugged onto a spark plug 32 and removed again. For contacting the ignition coil 10 on the primary side, the primary connection contacts 34 and 36 electrically connected to the primary coil are led out of the insulating body 26 above the coil core 18 in the axial direction of the primary coil and thus the main core 24. The primary connection contacts 34 and 36 are arranged in a plug-shaped extension 38 cast onto the insulating body 26. This has an almost rectangular cross section and has on its upper side a guide groove 40 for a corresponding plug, not shown in the figures. In order to be able to securely latch such a corresponding plug overlapping the plug-shaped extension 38 on the plug-shaped extension 38 of the insulating body 26, latching lugs 42 and 44 are provided on the two lateral outer surfaces of the plug-shaped extension. (See also FIG. 3). As can also be seen from FIG. 1, the lower part of the insulating body 26 facing the spark plug connector 12 is essentially semicircular when viewed from the front. A connector 48, which is inserted into the upper part of the casing 46 of the spark plug connector 12, is cast onto the end of the insulating body 26 which faces the spark plug connector 12. (See also FIG. 4) As can also be seen from FIG. 1, the sheath 46 of the spark plug connector 12 forms in the area of the spark plug 32 a spout that completely covers its spark plug neck 50 and is firmly attached to its screw head 52. The internal structure of the spark plug connector 12 and its articulated connection with the ignition coil 10 will be explained with reference to FIGS. 4 and 5.

In Fig. 2 ist die in Fig. 1 gezeigte Zündeinheit in Seitenansicht dargestellt. Dieser Figur kann neben den bereits anhand von Fig. 1 erläuterten Merkmalen zusätzlich die Schweißverbindung 54 der beiden äußeren Schenkel 56 und 58 der beiden E-förmigen Hälften 14 und 16 des Spulenkerns 18 entnommen werden. Durch die Verschweißung der äußeren Schenkel 56 und 58 der beiden E-förmigen Hälften 14 und 16 des Spulenkerns 18 kann ein Luftspalt und damit ein unerwünschtes magnetisches Streufeld vermieden werden, was zu einem guten Wirkungsgrad der Zündspule 10 beiträgt.The ignition unit shown in FIG. 1 is shown in side view in FIG. 2. In addition to the features already explained with reference to FIG. 1, this figure also shows the weld connection 54 of the two outer legs 56 and 58 of the two E-shaped halves 14 and 16 of the coil core 18. By welding the outer legs 56 and 58 of the two E-shaped halves 14 and 16 of the coil core 18, an air gap and thus an undesirable magnetic stray field can be avoided, which contributes to a good efficiency of the ignition coil 10.

Aus der in Fig. 3 gezeigten Draufsicht der Zündspuleneinheit geht insbesondere die besondere Ausbildung des Spulenkerns 18, dessen unsichtbare Teile gestrichelt eingezeichnet sind, hervor. Wie in der Figur deutlich erkennbar ist, ist der Spulenkern 18 aus zwei E-förmigen Hälften 14 und 16 zusammengesetzt, deren mittlere E-Schenkel 20 und 22 zusammen den Hauptkern 24 bilden, der von der in der Figur nicht dargestellten Primär- und Sekundärwicklung der Zündspule 10 konzentrisch umgeben ist. Zwischen den beiden mittleren E-Schenkeln 20 und 22 ist ein definierter Luftspalt 60 vorgesehen, durch den die Induktivität der Zündspule maßgeblich beeinflußt wird. Die äußeren Schenkel 56 und 58 bzw. 62 und 64 der E-förmigen Hälften 14 und 16 des Spulenkerns 18 sind durch die Schweißverbindungen 54 bzw. 66 miteinander fest verbunden, wodurch sich die bereits vorstehend erläuterten Vorteile ergeben. Die Ansatzbereiche 68, 70, 72 und 74 der äußeren Schenkel 56, 58, 62 und 64 der beiden E-förmigen Hälften 14 und 16 des Spulenkerns 18 sind verstärkt ausgebildet, wobei in diesen Verstärkungsbereichen Bohrungen 76, 78, 80 und 82 zur Aufnahme von in der Fig. nicht dargestellten Befestigungsschrauben vorgesehen sind. Um den Spulenkern 18 beim Befestigen der Zündeinheit an einem Zylinderkopf eines Verbrennungsmotors nicht zu beschädigen, sind an der Unterseite des Spulenkerns 18 bei den Bohrungen 76, 78, 80 und 82 an den Spulenkern 18 angeschweißte Beilagscheiben 84, 86, 88 und 90 vorgesehen. (siehe dazu auch Fig. 1)The plan view of the ignition coil unit shown in FIG. 3 shows in particular the special design of the coil core 18, the invisible parts of which are shown in broken lines. As can be clearly seen in the figure, the coil core 18 is composed of two E-shaped halves 14 and 16, the middle E legs 20 and 22 of which together form the main core 24, which is formed by the primary and secondary windings, not shown in the figure Ignition coil 10 is surrounded concentrically. A defined air gap 60 is provided between the two middle E-legs 20 and 22, through which the inductance of the ignition coil is significantly influenced. The outer legs 56 and 58 or 62 and 64 of the E-shaped halves 14 and 16 of the coil core 18 are firmly connected to one another by the welded connections 54 and 66, which results in the advantages already explained above. The attachment areas 68, 70, 72 and 74 of the outer legs 56, 58, 62 and 64 of the two E-shaped halves 14 and 16 of the coil core 18 are reinforced, with holes 76, 78, 80 and 82 for receiving in these reinforcement areas fastening screws, not shown, are provided. In order not to damage the coil core 18 when fastening the ignition unit to a cylinder head of an internal combustion engine, washers 84, 86, 88 and 90 are welded to the underside of the coil core 18 at the bores 76, 78, 80 and 82 on the coil core 18. (see also Fig. 1)

Figur 4 zeigt den inneren Aufbau des Zündkerzensteckers 12. Das an das untere Ende des Isolierkörpers 26 der Zündspule angegossene und in die Umhüllung 46 des Zündkerzensteckers 12 eingeführte Verbindungsstück 48 trägt an seinem freien Ende ein mit der Sekundärwicklung der Zündspule 10 elektrisch verbundenes Kontaktelement 92. Dieses ist mit dem elektrisch leitenden Teil 94 des Zündkerzensteckers 12 durch eine gelenkartig bewegliche, elektrisch leitende Verbindung in Form eines Federelementes 96 verbunden. Durch diese gelenkartig bewegliche Verbindung kann eine Abweichung der Achsrichtung des Verbindungsteiles 48 der Zündspule 10 von der Axialrichtung der Zündkerze 32 ausgeglichen werden. Das elektrisch leitende Teil 94 des Zündkerzensteckers 12 ist mit einer elektrisch leitenden Schraubenfeder 98 verbunden, durch die der Kontakt des elektrisch leitenden Teils 94 des Zündkerzensteckers 12 mit der Mittelelektrode 100 der Zündkerze 32 hergestellt wird.FIG. 4 shows the internal structure of the spark plug connector 12. The connecting piece 48, which is cast onto the lower end of the insulating body 26 of the ignition coil and inserted into the sheath 46 of the spark plug connector 12, carries at its free end a contact element 92 which is electrically connected to the secondary winding of the ignition coil 10 is connected to the electrically conductive part 94 of the spark plug connector 12 by an articulated, electrically conductive connection in the form of a spring element 96. A deviation of the axial direction of the connecting part 48 of the ignition coil 10 from the axial direction of the spark plug 32 can be compensated for by this joint-like movable connection. The electrically conductive part 94 of the spark plug connector 12 is connected to an electrically conductive coil spring 98, by means of which the contact of the electrically conductive part 94 of the spark plug connector 12 with the central electrode 100 of the spark plug 32 is established.

In Figur 5 ist der die Kontaktierung des Zündkerzensteckers 12 mit der Mittelelektrode 100 der Zündkerze 32 zeigende Ausschnitt A von Fig. 4 in fünffacher Vergrößerung dargestellt. Wie dieser vergrößerten Darstellung besonders deutlich zu entnehmen ist, nimmt der Durchmesser der Schraubenfeder 98 zu ihrem freien Ende hin kontinuierlich zu. Sie bildet auf diese Weise einen sich öffnenden Konus, der an dem konischen Ende 102 der Zündkerzenmittelelektrode 100 großflächig anliegt, wodurch ein besonders guter elektrischer Kontakt gewährleistet ist.FIG. 5 shows section A of FIG. 4, which shows the contacting of the spark plug connector 12 with the central electrode 100 of the spark plug 32, in a five-fold enlargement. As can be seen particularly clearly from this enlarged illustration, the diameter of the helical spring 98 increases continuously towards its free end. In this way, it forms an opening cone which bears on the conical end 102 of the spark plug center electrode 100 over a large area, thereby ensuring particularly good electrical contact.

Claims (22)

1. An ignition unit for internal combustion engines, comprising an ignition coil (10) combined with a spark-plug socket (12) and having a ferromagnetic core (18) comprising a main core (24) around which a primary and secondary winding are disposed and surrounded by an insulating member (26), characterised in that the ignition coil (10) and the spark-plug socket (12) are disposed behind one another in the axial direction of the socket so that the axial directions of the socket (12) and of the main core (24) of the ignition coil (10) are at least approximately at right angles; the end regions of the main core (24) are interconnected via at least one part (14, 16) outside the primary and the secondary winding; the wires of the primary winding and/or the secondary winding are wound in layers; and a layer of insulating paper is provided between each winding layer.
2. An ignition unit according to claim 1, characterised in that the coil core (18) is made up of two E-shaped halves (14, 16), the central arms (20, 22) of the E together forming the main core (24).
3. An ignition unit according to claim 2, characterised in that a defined air gap (60) is provided between the two central arms (20, 22) of the E forming the main core (24).
4. An ignition unit according to claim 2 or 3, characterised in that the outer arms (56, 58, 62, 64) of the two E-shaped halves (14, 16) are rigidly interconnected.
5. An ignition unit according to claim 4, characterised in that the outer arms (56, 58, 62, 64) of the two E-shaped halves (14, 16) are welded together.
6. An ignition unit according to any of claims 2 to 5, characterised in that a bore (76, 78, 80, 82) for receiving a securing screw is formed in the attachment regions (68, 70, 72, 74) of the outer arms (56, 58, 62, 64) of the two E-shaped halves (14, 16) of the coil core (18).
7. An ignition unit according to claim 6, characterised in that the attachment regions (68, 70, 72, 74) of the outer arms (56, 58, 62, 64) of the two E-shaped halves (14, 16) of the coil core (18) are reinforced and the bores (76, 78, 80, 82) are provided at least partly in the reinforced regions.
8. An ignition unit according to any of the preceding claims, characterised in that the wire portions of each winding layer are spaced apart from one another and the gaps between the wire portions are filled with a cast insulating material.
9. An ignition unit according to claim 8, characterised in that the distance between the winding wire portions is about 5 to 10% of the diameter of the respective wire.
10. An ignition unit according to any of the preceding claims, characterised in that the insulating member (26) surrounding the primary and secondary winding is made completely of cast material and is cast in one piece without a casing member.
11. An ignition unit according to any of the preceding claims, characterised in that, when a coil core (18) made up of two E-shaped halves (14, 16) is used, the insulating member (26) is substantially adjacent the inner surface of the coil core.
12. An ignition unit according to any of the preceding claims, characterised in that the insulating member (26) is in the form of a handle.
13. An ignition unit according to any of the preceding claims, characterised in that the contacts (34, 36) connected to the primary coil extend out of the insulating member (26) in the axial direction of the primary coil.
14. An ignition unit according to claim 13, characterised in that the primary connecting contacts (34, 36) are disposed in a socket-like extension (38) of the insulating member (26).
15. An ignition unit according to claim 14, characterised in that lugs (42, 44) are provided on the socket-like extension (38) for locking a plug which extends over the socket-like extension (38).
16. An ignition unit according to any of the preceding claims, characterised in that a contact element (92) electrically connected to the secondary winding is provided at the end of the insulating member (26) facing the spark-plug socket (12).
17. An ignition unit according to claim 16, characterised in that an electric connection (96), movable like a joint, is provided between the contact element (92) and the electrically conducting part (94) of the spark-plug socket (12).
18. An ignition unit according to claim 17, characterised in that the connection (96) is in the form of a spring element.
19. An ignition unit according to any of the preceding claims, characterised in that the contact part of the spark plug socket (12), which operates on the central electrode (100) of a spark plug (32) is a helical spring (98) which widens in a cone towards its free end.
20. An ignition unit according to any of the preceding claims, characterised in that part of the spark plug socket (12) is a casing (46) which projects beyond the contact part (98) of the spark-plug socket (12) and forms a sleeve which completely covers the spark-plug neck (50) and firmly abuts all round the screwhead (52) of the spark plug (32).
21. An ignition unit according to claim 20, characterised in that the inner diameter of the sleeve increases to the exterior in the region of its free end.
22. An ignition unit according to claim 20 or 21, characterised in that the casing (46) is made of resilient silicone rubber.
EP88113365A 1987-08-18 1988-08-17 Ignition unit for combustion engines Expired - Lifetime EP0304038B2 (en)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE3727458 1987-08-18
DE19873727458 DE3727458A1 (en) 1987-08-18 1987-08-18 IGNITION UNIT FOR COMBUSTION ENGINES

Publications (4)

Publication Number Publication Date
EP0304038A2 EP0304038A2 (en) 1989-02-22
EP0304038A3 EP0304038A3 (en) 1989-03-22
EP0304038B1 true EP0304038B1 (en) 1993-07-21
EP0304038B2 EP0304038B2 (en) 1997-04-23

Family

ID=6333952

Family Applications (1)

Application Number Title Priority Date Filing Date
EP88113365A Expired - Lifetime EP0304038B2 (en) 1987-08-18 1988-08-17 Ignition unit for combustion engines

Country Status (4)

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US (1) US5038745A (en)
EP (1) EP0304038B2 (en)
DE (2) DE3727458A1 (en)
ES (1) ES2042663T5 (en)

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Also Published As

Publication number Publication date
EP0304038A3 (en) 1989-03-22
DE3882459D1 (en) 1993-08-26
EP0304038A2 (en) 1989-02-22
DE3727458C2 (en) 1992-07-30
EP0304038B2 (en) 1997-04-23
US5038745A (en) 1991-08-13
ES2042663T5 (en) 1997-07-16
ES2042663T3 (en) 1993-12-16
DE3727458A1 (en) 1989-03-02

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