• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
  • 同族专利
  • 引用文献
  • 法律状态
  • 优先权
    • 专利摘要:
    In at least some implementations, an auxiliary power supply in an ignition system for a light-duty combustion engine includes a first auxiliary winding and a second auxiliary winding coupled in parallel with the first auxiliary winding such that both windings are arranged to provide power to an auxiliary load. The first auxiliary winding may include a greater number of turns than the second auxiliary winding. A ratio of the number of tums in the first auxiliary winding to the number of tums in the second auxiliary winding may be between 1.5:1 and 10:1, the first auxiliary coil and the second auxiliary coil may have between 50 and 2,000 turns, and the first auxiliary coil and the second auxiliary coil are formed from wire between 25 and 45 gauge.
    公开号:SE1850048A1
    申请号:SE1850048
    申请日:2016-07-21
    公开日:2018-01-17
    发明作者:N Andersson Martin；M Healy Cyrus
    申请人:Walbro Llc；
    IPC主号:
    专利说明:

    [3] [0003] Various ignition systems for light-duty combustion engines areknown in the art and are used With a Wide range of devices, such as laWnequipment and chainsaws. Typically, these ignition systems do not have abattery, instead they rely upon a pull-rope recoil starter and a magneto-typesystem to provide electrical energy for ignition and to operate other electricaldevices. Because such systems can only produce a frnite amount of electricalenergy and still achieve certain energy efficiency and emissions goals, there isa need to generate and manage electrical energy in the system in as efficient a manner as possible.
    [4] [0004] In at least some implementations, an auxiliary power supply inan ignition system for a light-duty combustion engine includes a first auxiliaryvvinding and a second auxiliary winding coupled in parallel with the firstauxiliary winding such that both windings are arranged to provide power to anauxiliary load. The first auxiliary winding may include a greater number oftums than the second auxiliary winding. A ratio of the number of tums in thefirst auxiliary winding to the number of turns in the second auxiliary windingmay be between l.5:l and l0:l, the first auxiliary coil and the secondauxiliary coil may have between 50 and 2,000 tums, and the first auxiliary coiland the second auxiliary coil are formed from wire between 25 and 45 gauge.[0005] In at least some implementations, an i gnition system for a light-duty combustion engine includes a charge winding, first and second auxiliaryvvindings adapted to provide power for an auxiliary load, a microcontroller anda power supply sub-circuit coupled to both the charge vvinding and themicrocontroller. The power supply sub-circuit includes a first power supplyswitch, a power supply capacitor and a power supply zener. The power supplysub-circuit is arranged to tum off the first power supply switch so that it stopscharging the power supply capacitor when the charge on the power supplycapacitor exceeds the breakdown voltage on the power supply zener.
    [6] [0006] In at least some implementations, the second auxiliary vvindingis coupled in parallel with the first auxiliary winding such that both windingsare arranged to provide power to an auxiliary load. The first auxiliary windingmay include a greater number of tums than the second auxiliary winding, a ratio of the number of tums in the first auxiliary vvinding to the number of tums in the second auxiliary winding may be between l.5:l and l0:l, and/orthe first auxiliary coil and the second auxiliary coil have between 50 and 2,000tums. Further, the first auxiliary coil and the second auxiliary coil may beformed from wire between 25 and 45 gauge.
    [7] [0007] A light-duty combustion engine system includes a flywheel thatis rotated in use and includes at least one magnet, a charge winding, first andsecond auxiliary windings, a microcontroller and a power supply sub-circuit.The charge winding is located adjacent to the flywheel so that the magnetinduces a voltage in the charge vvinding as the flywheel is rotated. The firstauxiliary winding is adapted to provide power for an auxiliary load and has afirst number of tums. The second auxiliary vvinding is adapted to providepower for the auxiliary load and has a second number of tums that is less thanthe first number of tums. The power supply sub-circuit is coupled to both thecharge winding and the microcontroller. The power supply sub-circuitincludes a first power supply switch, a power supply capacitor and a powersupply zener, and is arranged to tum off the first power supply switch so that itstops charging the power supply capacitor when the charge on the power supply capacitor exceeds the breakdown voltage on the power supply zener Brief Description of the Drzígg
    [8] [0008] The following detailed description of certain embodiments andbest mode will be set forth with reference to the accompanying drawings, inwhich:
    [9] [0009] FIG. 1 shows an example of a capacitor discharge ignition (CDI) system for a light-duty combustion engine, and
    [10] [0010] FIG. 2 is a schematic diagram of a circuit that may be used with the CDI system of FIG. 1.
    [11] [0011] The methods and systems described herein generally relate tolight-duty combustion engines that are gasoline powered and include ignitionsystems with rnicrocontroller circuitry. Many light-duty combustion enginesdo not have a battery to supply electrical energy, instead, these engines use amagneto-type ignition system to generate, store and provide electrical energyto various devices. Because a magneto-type ignition system can only generatea finite amount of electrical energy at a certain engine speed, while stillsatisfying fuel efficiency and emission targets, it can be important for such asystem to operate as efficiently as possible in terms of energy management.
    [12] [0012] As disclosed herein, the ignition system is designed to improvethe energy provided to power an auxiliary load over a range of engine speeds.As used herein, an auxiliary load relates to a component not directlyassociated with providing an ignition spark to ignite a fuel and air mixtureWithin an engine combustion chamber. A representative auxiliary loadincludes an electrically powered valve, such as a solenoid valve in a carburetorthat may be used to alter the air and fuel mixture provided from the carburetorto the engine. Such solenoids are known in the art to selectively inhibit orblock a portion of an air or fuel flow within a carburetor to change the air/fuelratio of the fuel mixture delivered from the carburetor. U.S. Patent Number9,062,629 discloses a solenoid of this type, and is incorporated herein by reference in its entirety.
    [13] [0013] Typically, the light-duty combustion engine is a single cylindertwo-stroke or four-stroke gasoline powered internal combustion engine. Asingle piston is slidably received for reciprocation in the cylinder and isconnected by a tie rod to a crank shaft that, in tum, is attached to a fly wheel.Such engines are oftentimes paired with a capacitive discharge ignition (CDI)system that utilizes a rnicrocontroller to supply a high voltage ignition pulse toa spark plug for igniting an air-fuel mixture in the engine combustionchamber. The term "light-duty combustion engine" broadly includes all typesof non-automotive combustion engines, including two and four-stroke enginestypically used to power devices such as gasoline-powered hand-held powertools, lawn and garden equipment, lawnmowers, weed trimmers, edgers, chainsaws, snowblowers, personal watercraft, boats, snowmobiles, motorcycles, all-terrain-vehicles, etc. It should be appreciated that while the followingdescription is in the context of a capacitive discharge ignition (CDI) system,the control circuit and/or the power supply sub-circuit described herein may beused with any number of different ignition systems and are not limited to theparticular one shown here.
    [14] [0014] With reference to FIG. 1, there is shown a cut-away view of anexemplary capacitive discharge ignition (CDI) system 10 that interacts with aflywheel 12 and generally includes an ignition module 14, an ignition lead 16for electrically coupling the ignition module to a spark plug SP (shown in FIG.2), and electrical connections 18 for coupling the ignition module to one ormore auxiliary loads, such as a carburetor solenoid valve. The flywheel 12shown here includes a pair of magnetic poles or elements 22 located towards an outer periphery of the flywheel, although other arrangements may be used as desired. For example, the flywheel may have a single magnet (between apair of pole shoes) or a flywheel with two sets of magnets nominally 180degrees apart (e. g. 170-190 degrees apart, or diametrically opposed, and eachbetween a pair of pole shoes) and arranged with opposite leading poles relativeto the direction of rotation. Once flywheel 12 is rotating, magnetic elements22 spin past and electromagnetically interact with the different coils orwindings in ignition module 14.
    [15] [0015] Ignition module 14 can generate, store, and utilize the electricalenergy that is induced by the rotating magnetic elements 22 in order toperform a variety of functions. According to one embodiment, ignitionmodule 14 includes a lamstack 30, a charge winding 32, a primary winding 34and a secondary winding 36 that together constitute a step-up transformer, afirst auxiliary winding 38, a second auxiliary winding 39, a trigger winding40, an ignition module housing 42, and a control circuit 50. Lamstack 30 ispreferably a ferromagnetic part that is comprised of a stack of flat,magnetically-permeable, laminate pieces typically made of steel or iron. Thelamstack can assist in concentrating or focusing the changing magnetic fluxcreated by the rotating magnetic elements 22 on the flywheel. According tothe embodiment shown here, lamstack 30 has a generally U-shapedconfiguration that includes a pair of legs 60 and 62. Leg 60 is aligned alongthe central axis of charge winding 32, and leg 62 is aligned along the centralaxes of trigger winding 40 and the step-up transforrner. The first auxiliarywinding 38, second auxiliary winding 39 and charge winding 32 are shown onleg 60, however, these windings or coils could be located elsewhere on the lamstack 30. When legs 60 and 62 align with magnetic elements 22 -- this occurs at a specific rotational position of flywheel 12 -- a closed-loop fluxpath is created that includes lamstack 30 and magnetic elements 22. Magneticelements 22 can be implemented as part of the same magnet or as separatemagnetic components coupled together to provide a single flux path throughflywheel 12, to cite two possibilities. Additional magnetic elements can beadded to flywheel 12 at other locations around its periphery to provideadditional electromagnetic interaction with ignition module 14.
    [16] [0016] Charge winding 32 generates electrical energy that can be usedby ignition module 14 for a number of different purposes, including chargingan ignition capacitor and powering an electronic processing device, to cite twoexamples. Charge winding 32 includes a bobbin 64 and a vvinding 66 and,according to one embodiment, is designed to have a relatively low inductanceand a relatively low resistance, but this is not necessary.
    [17] [0017] Trigger winding 40 provides ignition module 14 with an engineinput signal that is generally representative of the position and/or speed of theengine. According to the particular embodiment shown here, trigger vvinding40 is located towards the end of lamstack leg 62 and is adj acent to the step-uptransforrner. It could, however, be arranged at a different location on thelamstack. For example, it is possible to arrange both the trigger and chargevvindings on a single leg of the lamstack, as opposed to arrangement shownhere. It is also possible for trigger vvinding 40 to be omitted and for ignitionmodule 14 to receive an engine input signal from charge winding 32 or someother device.
    [18] [0018] Step-up transforrner uses a pair of closely-coupled vvindings 34, 36 to create high voltage ignition pulses that are sent to a spark plug SP via ignition lead 16. Like the charge and trigger windings described above, theprimary and secondary windings 34, 36 surround one of the legs of lamstack30, in this case leg 62. The primary winding 34 has fewer tums of wire thanthe secondary vvinding 36, which has more tums of finer gauge wire. The tumratio between the primary and secondary windings, as well as othercharacteristics of the transformer, affect the voltage and are typically selectedbased on the particular application in which it is used.
    [19] [0019] Ignition module housing 42 is preferably made from a plastic,metal, or some other material, and is designed to surround and protect thecomponents of ignition module 14. The ignition module housing has severalopenings to allow lamstack legs 60 and 62, ignition lead 16, and electricalconnections 18 to protrude, and preferably are sealed so that moisture andother contaminants are prevented from damaging the ignition module. Itshould be appreciated that ignition system 10 is just one example of acapacitive discharge ignition (CDI) system that can utilize ignition module 14,and that numerous other i gnition systems and components, in addition to thoseshown here, could also be used as well.
    [20] [0020] Control circuit 50 may be carried within the housing 42 and iscoupled to portions of the ignition module 14 and the ignition lead 16 so that itcan control the energy that is induced, stored and discharged by the ignitionsystem 10. The term “coupled” broadly encompasses all ways in which two ormore electrical components, devices, circuits, etc. can be in electricalcommunication with one another, this includes but is certainly not lirnited to, adirect electrical connection and a connection via interrnediate components, devices, circuits, etc. The control circuit 50 may be provided according to the exemplary embodiment shown in FIG. 2 where the control circuit is coupledto and interacts with charge winding 32, primary ignition winding 34, firstauxiliary winding 38, second auxiliary vvinding 39, and trigger winding 40.According to this particular example, the control circuit 50 includes anignition discharge capacitor 52, an ignition discharge switch 54, amicrocontroller 56, a power supply sub-circuit 58, as well as any number ofother electrical elements, components, devices and/or sub-circuits that may beused with the control circuit and are known in the art (e. g., kill svvitches andkill switch circuitry).
    [21] [0021] The ignition discharge capacitor 52 acts as a main energystorage device for the ignition system 10. According to the embodimentshown in FIG. 2, the ignition discharge capacitor 52 is coupled to the chargevvinding 32 and the ignition discharge switch 54 at a first terminal, and iscoupled to the primary vvinding 34 at a second terminal. The ignitiondischarge capacitor 52 is configured to receive and store electrical energyfrom the charge vvinding 32 via diode 70 and to discharge the stored electricalenergy through a path that includes the ignition discharge switch 54 and theprimary winding 34. Discharge of the electrical energy stored on the ignitiondischarge capacitor 52 is controlled by the state of the ignition dischargeswitch 54, as is widely understood in the art.
    [22] [0022] The ignition discharge switch 54 acts as a main switchingdevice for the ignition system 10. The ignition discharge switch 54 is coupledto the ignition discharge capacitor 52 at a first current carrying terminal, toground at a second current carrying terminal, and to an output of the microcontroller 56 at its gate. The ignition discharge switch 54 can be provided as a thyristor, for example, a silicon controlled rectifier (SCR). Anignition trigger signal from an output of the microcontroller 56 activates theignition discharge switch 54 so that the ignition discharge capacitor 52 candischarge its stored energy through the switch and thereby create acorresponding ignition pulse in the ignition coil.
    [23] [0023] The microcontroller 56 is an electronic processing device thatexecutes electronic instructions in order to carry out functions pertaining to theoperation of the li ght-duty combustion engine. This may include, for example,electronic instructions used to implement the methods described herein. Inone example, the microcontroller 56 includes the 8-pin processor illustrated inFIG. 2, however, any other suitable controller, rnicrocontroller,microprocessor and/or other electronic processing device may be used instead.Pins 1 and 8 are coupled to the power supply sub-circuit 58, which providesthe microcontroller with power that is somewhat regulated, pins 2 and 7 arecoupled to trigger vvinding 40 and provide the microcontroller with an enginesignal that is representative of the speed and/or position of the engine (e.g.,position relative to top-dead-center), pins 3 and 5 are shown as beingunconnected, but may be coupled to other components like a kill-svvitch usedto stop engine operation, pin 4 is coupled to ground, and pin 6 is coupled tothe gate of ignition discharge switch 54 so that the microcontroller can providean ignition trigger signal, sometimes called a timing signal, for activating theswitch. Some non-lirniting examples of how microcontrollers can beimplemented with ignition systems are provided in U.S. Patent Nos. 7,546,836and 7,448,358, the entire contents of which are hereby incorporated by reference.
    [24] [0024] The power supply sub-circuit 58 receives electrical energy fromthe charge winding 32, stores the electrical energy, and provides themicrocontroller 56 with regulated, or at least somewhat regulated, electricalpower. The power supply sub-circuit 58 is coupled to the charge winding 32at an input terminal 80 and to the rnicrocontroller 56 at an output terrninal 82and, according to the example shown in FIG. 2, includes a first power supplyswitch 90, a power supply capacitor 92, a power supply zener 94, a secondpower supply switch 96, and one or more power supply resistors 98. As willbe explained below in more detail, the power supply sub-circuit 58 is designedand configured to reduce the portion of the charge winding load that isattributable to powering the microcontroller 56.
    [25] [0025] The first power supply switch 90, which can be any suitabletype of switching device like a BJT or MOSFET, is coupled to the chargevvinding 32 at a first current carrying terminal, to the power supply capacitor92 at a second current carrying terminal, and to the second power supplyswitch 96 at a base or gate terrninal. When the first power supply switch 90 isactivated or is in an °on” state, current is allowed to flow from the chargevvinding 32 to the power supply capacitor 92, when the switch 90 isdeactivated or is in an °off° state, current is prevented from flowing from thecharge winding 32 to the capacitor 92. As mentioned above, any suitable typeof switching device may be used for the first power supply switch 90, but sucha device should be able to handle a significant amount of voltage, for examplebetween about 150 V and 450 V.
    [26] [0026] The power supply capacitor 92 is coupled to the first power supply switch 90, the power supply zener 94 and the microcontroller 56 at a ll positive terminal, and is coupled to ground at a negative terminal. The powersupply capacitor 92 receives and stores electrical energy from the chargevvinding 32 so that it may power the microcontroller 56 in a somewhatregulated and consistent marmer. Skilled artisans Will appreciate that theoperating parameters of the power supply capacitor 92 are generally dictatedby the needs of the specific control circuit in which it is being used, however,in one example, the power supply capacitor has a capacitance between about50 uF and 470 uF.
    [27] [0027] The power supply zener 94 is coupled to the power supplycapacitor 92 at a cathode terminal and is coupled to second power supplyswitch 96 at an anode terminal. The power supply zener 94 is arranged to benon-conductive so as long as the voltage on the power supply capacitor 92 isless than the breakdown voltage of the zener diode and to be conductive whenthe capacitor voltage exceeds the breakdown voltage. Skilled artisans willappreciate that a zener diode with a particular breakdown voltage may beselected based on the amount of electrical energy that is deemed necessary forthe power supply sub-circuit 58 to properly power the microcontroller 56.Any zener diode or other similar device may be used, including zener diodeshaving a breakdown voltage between about 3 V and 20 V.
    [28] [0028] The second power supply switch 96 is coupled to resistor 98and the base of the first power supply switch 90 at a first current carryingterminal, to ground at a second current carrying terminal, and to the powersupply zener diode 94 at a gate. As will be described below in more detail, thesecond power supply switch 96 is arranged so that when the voltage at the zener diode 94 is less than its breakdown voltage, the second power supply 12 switch 96 is held in a deactivated or °off° state; when the voltage at the zenerdiode exceeds the breakdown voltage, then the voltage at the gate of thesecond power supply switch 96 increases and activates that device so that ittums “onï Again, any number of different types of svvitching devices may beused, including thyristors in the form of silicon controlled rectifiers (SCRs).According to one non-limiting example, the second power supply switch is anSCR and has a gate current rate between about 2 uA and 3 mA.
    [29] [0029] The power supply resistor 98 is coupled at one terminal tocharge winding 32 and one of the current carrying terrninals of the first powersupply switch 90, and at another terminal to one of the current carryingterminals of the second power supply switch 96. It is preferable that powersupply resistor 98 have a sufficiently high resistance so that a high-resistance,low-current path is established through the resistor when the second powersupply switch 96 is turned “onï In one example, the power supply resistor 98has a resistance between about 5kQ and 10 kQ, however, other values maycertainly be used instead.
    [30] [0030] During a charging cycle, electrical energy induced in the chargevvinding 32 may be used to charge, drive and/or otherwise power one or moredevices around the engine. For example, as the flywheel 12 rotates past theignition module 14, the magnetic elements 22 located towards the outerperimeter of the flywheel induce an AC voltage in the charge winding 32. Apositive component of the AC voltage may be used to charge the ignitiondischarge capacitor 52, while a negative component of the AC voltage may beprovided to the power supply sub-circuit 58 which then powers the microcontroller 56 with regulated DC power. The power supply sub-circuit 58 13 is designed to limit or reduce the amount of electrical energy taken from thenegative component of the AC voltage to a level that is still able to sufficientlypower the microcontroller 56, yet saves energy for use elsewhere in thesystem. One example of a device that may benefit from this energy savings isa solenoid that is coupled to the vvindings 38 and 39 and is used to control theair/fuel ratio being provided to the combustion charnber.
    [31] [0031] Beginning vvith the positive component or portion of the ACvoltage that is induced in the charge winding 32, current flows through diode70 and charges ignition discharge capacitor 52. So long as the microcontroller56 holds the ignition discharge svvitch 54 in an °off° state, the current from thecharge winding 32 is directed to the ignition discharge capacitor 52. It ispossible for the ignition discharge capacitor 52 to be charged throughout theentire positive portion of the AC voltage waveform, or at least for most of it.When it is time for the ignition system 10 to fire the spark plug SP (i.e., theignition timing), the rnicrocontroller 56 sends an ignition trigger signal to theignition discharge switch 54 that tums the switch °on” and creates a currentpath that includes the ignition discharge capacitor 52 and the primary ignitionvvinding 34. The electrical energy stored on the ignition discharge capacitor52 rapidly discharges via the current path, which causes a surge in currentthrough the primary ignition winding 34 and creates a fast-rising electro-magnetic field in the ignition coil. The fast-rising electro-magnetic fieldinduces a high voltage ignition pulse in the secondary ignition winding 36 thattravels to the spark plug SP and provides a combustion-initiating spark. Other sparking techniques, including flyback techniques, may be used instead. 14
    [32] [0032] Turning now to the negative component or portion of the ACvoltage that is induced in the charge winding 32, current initially flowsthrough the first power supply switch 90 and charges power supply capacitor92. So long as second power supply switch 96 is turned °off°, there is currentflow through power supply resistor 98 so that the voltage at the base of thefirst power supply switch 90 biases the switch in an °on” state. Charging ofthe power supply capacitor 92 continues until a certain charge threshold ismet, that is, until the accumulated charge on capacitor 92 exceeds thebreakdown voltage of the power supply zener 94. As mentioned above, zenerdiode 94 is preferably selected to have a certain breakdown voltage thatcorresponds to a desired charge level for the power supply sub-circuit 58.Some initial testing has indicated that a breakdown voltage of approximately 6V may be suitable. The power supply capacitor 92 uses the accumulatedcharge to provide the microcontroller 56 with regulated DC power. Of course,additional circuitry like the secondary stage circuitry 86 may be employed forreducing ripples and/or further filtering, smoothing and/ or otherwiseregulating the DC power.
    [33] [0033] Once the stored charge on the power supply capacitor 92exceeds the breakdown voltage of the power supply zener 94, the zener diodebecomes conductive in the reverse bias direction so that the voltage seen at thegate of the second power supply switch 96 increases. This turns the secondpower supply switch 96 °on”, which creates a low current path 84 that flowsthrough resistor 98 and switch 96 and lowers the voltage at the base of the firstpower supply switch 90 to a point where it tums that switch °off° . With first power supply switch 90 deactivated or in an °off° state, additional charging of the power supply capacitor 92 is prevented. Moreover, power supply resistor98 preferably exhibits a relatively high resistance so that the amount of currentthat flows through the low current path 84 during this period of the negativeportion of the AC cycle is minimal (e.g., on the order of 50 uA) and, thus,limits the amount of wasted electrical energy. The first power supply switch90 will remain °off° until the microcontroller 56 pulls enough electrical energyfrom power supply capacitor 92 to drop its voltage below the breakdownvoltage of the power supply zener 94, at which time the second power supplyswitch 96 tums °off° so that the cycle can repeat itself. This arrangement maysomewhat simulate a low cost hysteresis approach.
    [34] [0034] Accordingly, instead of charging the power supply capacitor 92during the entire negative portion of the AC voltage waveform, the powersupply sub-circuit 58 only charges capacitor 92 for a first segment of thenegative portion of the AC voltage waveform, during a second segment, thecapacitor 92 is not being charged. Put differently, the power supply sub-circuit 58 only charges the power supply capacitor 92 until a certain chargethreshold is reached, after which additional charging of capacitor 92 is cut offBecause less electrical current is flowing from the charge winding 32 to thepower supply sub-circuit 58, the electromagnetic load on the winding and/orthe circuit is reduced, thereby making more electrical energy available forother windings and/or other devices. If the electrical energy in the ignitionsystem 10 is managed efficiently, it may possible for the system to supportboth an ignition load and extemal loads (e.g., an air/fuel ratio regulating solenoid) on the same magnetic circuit. 16
    [35] [0035] This arrangement and approach is different than simplyutilizing a simple current limiting circuit to clip the amount of current that isallowed into the power supply sub-circuit 58 at any given time. Such anapproach may result in undesirable effects, in that it may be slow to reach aworking voltage due to the limited current available, thus, causing unwanteddelays in the functionality of the ignition system. The power supply sub-circuit 58 is designed to allow higher amounts of current to quickly flow intothe power supply capacitor 92, which charges the power supply more rapidlyand brings it to a sufficient DC operating level in a shorter amount of timethan is experienced with a simple current lirniting circuit.
    [36] [0036] As mentioned above, the electrical energy that is saved or notused by power supply sub-circuit 58 may be applied to any number ofdifferent devices around the engine. One example of such a device is asolenoid that controls the air/fuel ratio of the gas mixture supplied from acarburetor to a combustion chamber. Referring back to FIG. 2, the firstauxiliary winding 38 and the second auxiliary winding 39 could be coupled toa device 88, such as a solenoid, an additional microcontroller or any otherdevice requiring electrical energy. The first and second auxiliary windings 38and 39 may be connected in parallel with each other and may each have oneterminal coupled to the solenoid via intervening diodes 100 and 102,respectively and their other terminals coupled to ground. A zener diode 104may be connected in parallel between the solenoid and coils 38 and 39 toprotect the solenoid from a voltage greater than the zener diode breakdown voltage (excess current flows through the zener diode to ground). 17
    [37] [0037] In at least some implementations, the auxiliary coils 38 and 39have different properties or constructions to provide power more effectivelyunder different operating conditions. For example, the first auxiliary winding38 may have a greater number of tums than the second auxiliary winding 39.In this case, the first auxiliary winding 38 may provide more power to thesolenoid at lower engine operating speeds and the second auxiliary vvinding 39may provide more power to the solenoid at higher engine operating speedswhen there is too much inductance for the first auxiliary coil 38 to effectivelycharge the auxiliary load (solenoid 88 in this example).
    [38] [0038] Both coils may provide power to the solenoid in operation, andthis may assist power supply to the solenoid across a wide range of engineoperating speeds including mid-range speeds wherein neither coil 38 or 39 isat its peak efficiency in providing power to the solenoid (e.g. where one isdesigned for low speed power supply and the other is designed for high speedpower supply). In this way, effective power supply to the solenoid and rapidrecharging rates can be realized during low speed, mid-range speed and highspeed engine operation. In at least some implementations, a ratio of thenumber of tums in the first auxiliary coil 38 to the number of tums in thesecond auxiliary coil 39 is at least l.5:1, and may be up to l0:l. In at leastsome implementations, the wire used for each coil 38, 39 may be between 25gauge and 45 gauge, and the coils may have between 50 and 2,000 tums (andalso satisfy the above noted ratio of tums).
    [39] [0039] In one non-lirniting example, provided solely for ease ofexplanation, a first coil with a greater number of coils than a second coil may charge an auxiliary load from zero volts to ten volts within about three engine 18 revolutions at a relatively low engine speed of l,200rpm and within about fiverevolutions at a relatively high engine speed of 12,000rpm. The time for fiverevolutions may be unsatisfactory in at least some applications, and may limitthe performance of the solenoid under at least certain engine operatingconditions. The second coil, with fewer tums than the first coil, might take farmore engine revolutions than desired (up to an infinite number) to charge theauxiliary load from zero volts to ten volts at a relatively low engine speed of1,200rpm and may do so within about two revolutions at a relatively highengine speed of l2,000rpm. Hence, the combination of coils 38 and 39 mayprovide a desired recharge of the auxiliary load (e. g. 10 volts in this example)in three revolutions or less at low and high engine speeds. Likewise, thecombination of coils 38 and 39 provides an improved power response to thesolenoid 88 over the range of speeds between low and high speeds.
    [40] [0040] During a first segment of the negative AC voltage waveform,the charge winding 32 powers sub-circuit 58 at the same time that thevvindings 38 and 39 power device 88, during a second segment, however, onlythe vvindings 38 and 39 might have to power device 88, as the power supplycapacitor 92 has been tumed off so that the sub-circuit 58 only draws minimalpower. There is less magnetic load on the charge vvinding 32 during thesecond segment and therefore there is more electrical energy available topower device 88. The transition point between the first and second segmentsof the negative AC voltage may occur when the charge on the power supplycapacitor 92 exceeds the breakdown voltage of power supply zener 94. At this point, capacitor 92 is no longer being charged. 19
    [41] [0041] In some applications, at low engine speeds (e. g., between about1,000 - 1,500 rpm), the solenoid or other device 88 might not be activated, ormight be activated less frequently, and, thus does not require much energy. Athigher engine speeds, the power supply sub-circuit 58 may have enough storedenergy that first power supply switch 90 only tums °on” for short periods oftime every couple of engine revolutions. In this case, the excess energy,which previously was wasted, can be coupled into vvindings 38 and 39 topower solenoid 88 or some other device. One potential consequence of thisarrangement is that more electrical power may be routed to extemal deviceslike solenoid 88, thereby allowing them to be controlled and effectivelyrecharged or powered at even lower engine speeds.
    [42] [0042] It should be appreciated that the ignition system 10 described inthe preceding paragraphs and illustrated in the circuit schematic of FIG. 2,including power supply sub-circuit 58, is only one example of how such asystem could be implemented. It is certainly possible to implement thisignition system and/or power supply sub-circuit using a different combinationor arrangement of electrical components or elements. The ignition systemand/or power supply sub-circuit are not limited to the exact embodimentsdisclosed herein, as they are simply provided as illustrative examples.
    [43] [0043] It will of course be understood that the foregoing description isof preferred exemplary embodiments of the invention and that the invention isnot limited to the specific embodiments shown. Various changes andmodifications will become apparent to those skilled in the art and all suchvariations and modifications are intended to come within the spirit and scope of the appended claims.
    [44] [0044] While the forms of the invention herein disclosed constitutepresently preferred embodiments, many others are possible. It is not intendedherein to mention all the possible equivalent forms or ramifications of theinvention. It is understood that the terms used herein are merely descriptive,rather than limiting, and that various changes may be made Without departing from the spirit or scope of the invention. 21
    权利要求:
    Claims (18)
    [1] 1. An auxiliary power supply in an ignition system for a light-dutycombustion engine, comprising: a first auxiliary winding, and a second auxiliary winding coupled in parallel with the first auxiliarywinding such that both windings are arranged to provide power to an auxiliary load.
    [2] 2. The power supply of claim 1 wherein the first auxiliary winding includes a greater number of turns than the second auxiliary winding.
    [3] 3. The power supply of claim 1 wherein a ratio of the number of tums inthe first auxiliary winding to the number of tums in the second auxiliary winding is between l.5:l and l0:l.
    [4] 4. The power supply of claim 2 wherein a ratio of the number of tums inthe first auxiliary winding to the number of tums in the second auxiliary winding is between l.5:l and l0:l
    [5] 5. The power supply of claim 2 wherein the first auxiliary coil and the second auxiliary coil have between 50 and 2,000 tums.
    [6] 6. The power supply of claim 4 wherein the first auxiliary coil and the second auxiliary coil have between 50 and 2,000 tums. 22
    [7] 7. The power supply of claim 2 wherein the first auxiliary coil and the second auxiliary coil are formed from wire between 25 and 45 gauge.
    [8] 8. The power supply of claim 4 wherein the first auxiliary coil and the second auxiliary coil are forrned from wire between 25 and 45 gauge.
    [9] 9. An ignition system for a light-duty combustion engine, comprising: a charge winding; a first auxiliary winding adapted to provide power for an auxiliaryload; a second auxiliary winding adapted to provide power for the auxiliaryload; a microcontroller; a power supply sub-circuit coupled to both the charge vvinding and themicrocontroller, wherein the power supply sub-circuit includes a first powersupply switch, a power supply capacitor and a power supply zener, and thepower supply sub-circuit is arranged to tum off the first power supply switchso that it stops charging the power supply capacitor when the charge on thepower supply capacitor exceeds the breakdown voltage on the power supply ZGIIGT.
    [10] 10. The ignition system of claim 9 wherein the second auxiliary winding is coupled in parallel with the first auxiliary winding such that both vvindings are arranged to provide power to an auxiliary load. 23
    [11] 11. The ignition system of claim 9 wherein the first auxiliary winding includes a greater number of tums than the second auxiliary winding.
    [12] 12. The ignition system of claim 11 wherein a ratio of the number of turnsin the first auxiliary winding to the number of tums in the second auxiliary vvinding is between 1.5:1 and 10:1.
    [13] 13. The ignition system of claim 12 wherein the first auxiliary coil and the second auxiliary coil have between 50 and 2,000 tums.
    [14] 14. The ignition system of claim 11 wherein the first auxiliary coil and the second auxiliary coil have between 50 and 2,000 tums.
    [15] 15. The ignition system of claim 12 wherein the first auxiliary coil and the second auxiliary coil are formed from wire between 25 and 45 gauge.
    [16] 16. A light-duty combustion engine system, comprising: a flywheel that is rotated in use and includes at least one magnet; a charge winding adj acent to the flywheel so that said at least onemagnet induces a voltage in the charge winding as the flywheel is rotated, a first auxiliary winding adapted to provide power for an auxiliary loadand having a first number of tums, a second auxiliary winding adapted to provide power for the auxiliaryload and having a second number of tums wherein the second number of tumsis less than the first number of tums, a microcontroller, 24 a power supply sub-circuit coupled to both the charge winding and themicrocontroller, wherein the power supply sub-circuit includes a first powersupply switch, a power supply capacitor and a power supply zener, and thepower supply sub-circuit is arranged to turn off the first power supply switchso that it stops charging the power supply capacitor when the charge on thepower supply capacitor exceeds the breakdown voltage on the power supply ZGIIGT.
    [17] 17. The system of claim 16 wherein the flywheel includes at least two magnets that are spaced apart on the flywheel.
    [18] 18. The system of claim 17 wherein said at least two magnets are spaced apart between about 170 and 190 degrees.
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    同族专利:
    公开号 | 公开日
    CN108026889B|2020-04-21|
    WO2017015420A1|2017-01-26|
    US10941745B2|2021-03-09|
    DE112016003256T5|2018-04-05|
    SE541924C2|2020-01-07|
    CN108026889A|2018-05-11|
    US20190078547A1|2019-03-14|
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    法律状态:
    2021-03-02| NUG| Patent has lapsed|
    优先权:
    申请号 | 申请日 | 专利标题
    US201562195046P| true| 2015-07-21|2015-07-21|
    PCT/US2016/043237|WO2017015420A1|2015-07-21|2016-07-21|Ignition system for light-duty combustion engine|
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