MULTI-SPARK IGNITION SYSTEM WITH VARIABLE NUMBER OF SPARKS FOR AN INTERNAL COMBUSTION ENGINE

Abstract: An energy-on-demand vehicular ignition system, particularly a coil-per-plug system ("CPP") with a programmable re-striking and minimum single-strike energy output whereby at idle engine speed and lowest load, each coil (4) will be re-struck or discharged the maximum number of times permitted by the coil design within a limited time interval representing the beginning of the combustion event and occurring within 0-2 % MFB, and preferably within 0.5 % MFB, of the ignitable air fuel mixture within the combustion chamber. The CPP system also includes programmable re-striking whereby the system will default to a single-strike at conditions above a predetermined range of operating conditions, in particular, at a particular engine speed condition and a particular engine partial load condition. In between the conditions at (i) idle engine speed and lowest load on the one hand and, (ii) a predetermined engine speed and partial load condition. The ignition strategy includes the coil (4) being re-struck more than once, but less than the maximum number of re-strikes permitted by the coil design, with the particular number of re-strikes being determined in accordance with a preset schedule as predetermined to be ideal for complete combustion at the operating conditions being sensed.

Description: Multi-spark Ignition System with Variable Number of Sparks for an Internal Combustion Engine This invention relates to an ignition system for internal combustion engines. With the advent of the microprocessor and related sophisticated electronic controls, vehicular ignition systems and ignition system strategies have undergone a great many improvements. Among these, more efficient burning of combustion gases, better control of vehicle timing and ignition timing have all played an important part m improving fuel economy, extending the percentage of exhaust gas recirculation, increasing power and improving other performance characteristics. Changes in the ignition coil design have also been a part of this overall improvement. Use of the single ignition coil for each ignition device, i.e. spark plug, has provided the opportunity to more precisely control ignition characteristics within each combustion chamber. However, almost without exception, these strategies evolve around a single ignition per combustion event. Beyond the timing of the ignition event, combustion efficiency has depended in large part on the combustion chamber design, including measures for increasing combustion gas swirl prior to ignition, and similar techniques. In addition, limited use has been made in an ignition strategy involving "re-striking" the ignition device during the same ignition event. In other words, the spark plug has been caused to fire multiple times during each combustion cycle, and provided the engine is operating below a predetermined speed, e.g. 1200 RPM. At engine speeds above the predetermined level, the ignition coil and thus the ignition device itself would fire but once per conventional practice. In the one previously known system using a re- Gtrike strategy, the system included use of an electronic distributorless ignition system (EDIS) having two coils adapted to distribute ignition voltage to each of four combustion chambers, and known as a four-tower-type coil pack. Such a coil is fairly large, having to (1) provide ignition to each of the two cylinders for each combustion event of the engine and (11) accommodate for performance losses across the spark plug leads. Re-strike rapidity or the timing capability of a coil has been noted to be directly proportional to coil size, that is the size, weight and number of turns or windings to the primary and secondary coils. Consequently, with the four-tower EDIS system previously known, the re-strike strategy did not incorporate all re-strikes within the initial stages of the combustion event, nor was the significance of such a strategy realized until the present invention. The subject invention provides an ignition strategy with a programmable re-striking and minimum single- strike energy output whereby at idle engine speed and light load, each coil will be re-struck or discharged the maximum number of times permitted by the coil design within a limited time interval representing the beginning of the combustion event and occurring within 0-2% of the mass fraction burn ("MFB") of the ignitable air fuel mixture within the combustion chamber. The present invention also contemplates a CPP system with programmable re-striking whereby the system will default to a single-strike at conditions above a predetermined range of operating conditions, in particular, at a particular engine speed condition and a particular engine partial load condition. In between the above-mentioned conditions, the present invention contemplates an ignition strategy whereby the coil will be re-struck a variable number of times below or less than the maximum number of re-strikes permitteα by the coil design with the particular numper of re-strikes being determined in accordance with a preset schedule as predetermined to be ideal for complete combustion at the operating conditions being sensed. The present invention also contemplates a re- strike coil-type ignition system tor electronic distributorless ignition of any internal combustion engine wherein (__. the number of times the coil is charged and re- struck is dynamically controlled by certain predetermined engine operation conditions being continually sensed during operation and (11) all re-strikes are delivered within a predetermined time representing 0-2% MFB per each combustion event, ana preferably representing within 0.5% MFB A particularly preferred embodiment of the present invention is the incorporation of the aforementioned ignition strategy in combination with a coil-per-plug ("CPP") ignition system thereby allowing one to downsize the coil, thereby obtaining the quickest re-striking unit possible capable of delivering on demand, within an extremely short time, up to about eight times the energy of a single strike and yet defaulting to a single strike energy level capable of igniting the fuel-air mixture at and above a predetermined relatively high-engine, high-load operating condition. The above objects and other objects, features, and advantages of the present invention are readily apparent from the following detailed description of the best mode for carrying out the invention when taken in connection with the accompanying drawings. The invention will now be described further, by way of example, with reference to the accompanying drawings, in which • Figure 1 shows a schematic diagram of the ignition control system m accordance with the present invention, Figure 2a is a pictorial representation of a comDustion event occurring within a particular combustion chamoer at 0 3 milliseconds ("msec") following first ignition (representing the initial flame kernel and less than 2 ' MFB) , Tigure 2b is a pictorial representation similar tc Figure 2a and snowing propagation of the flame front within the combustion chamber after a period of about 4 b msec from the initial spark generation and ignition and representing approximately 5-10% MFB; Figure 3 is a grapnical presentation of accumulated spark energy over time utilizing a CPP ignition system with multiple re-strikes within a time period representing 0-2% MFB in accordance with the present invention as compared to a conventional single-strike ignition system; Figure 4 is a three-dimensional graphical presentation of the predetermined programmable re-strike requirements for the CPP ignition system in accordance with the present invention over a range of engine speeds and loads; Figure 5 is a graph showing the manner in which an engine's ability to completely combust larger increased percentages of exhaust gas recirculation ("EGR") is improved within an ignition system as the useful ignition energy as represented by the ignition coil re-strikes is increased; Figures 6-11 represent the results of various key tests performed on a CPP ignition system for a particular engine in accordance with the present invention, and in order to determine optimum operating parameters to be programmed into the CPP ignition system in accordance with the present invention, Figure 12 shows a perspective view of a CPP type ignition coil useful in connection with implementing the ignition control system of the present invention, Figure 13 shows an exploded view of the lσnition coil of Figure 12, Figure 14 is an elevation view showing only the assembly of the steel laminated C-shaped core, and i-shaped core, in combination with tne plastic insulating CUD Figure 15 shows an elevation view in cross-section of the ignition coil shown in Figures 11 and 12. The optimum vehicular ignition system for a mul i-cylinder, reciprocating internal combustion engine, commonly in use today, will address the following concerns improve combustion quality, particularly at conditions of idle, light partial load and deceleration and over a large range of presented EGR levels, system packageability,- system weight; • fouled plug firing; extended spark plug electrode life; reduced radio frequency interference; system reliability; and system cost. Early on m the development of the present invention, it was realized that the ignition energy, i.e. the ignition coil output, requirements for a particular combustion event varied greatly, depending on the engine operating conditions, and m particular engine speed, engine load, percentage exhaust gas recirculation, variations in spark advance over t me, and in the case of variable spark advance, the spark advance range to be accommodated m the system, air fuel ratio, brake mean effective pressure (BMEP) , and, in particular a useful operating range of BMEP. It was determined this energy requirement may vary in the order of an 8.1 ratio, with the greatest energy being required at conditions of low engine speed and low load, notorious for conditions of incomplete combustion and resultant spark plug fouling. The least amount of energy is required at the high speed minimum load condition. Thus, if one designs an ignition coil capable of supplying the needed energy at low speed/low load conditions, maximum spark advance, highest percentage EGR, etc. , the cost and weight of the coil is increased over that which is required at the high speed operating end of the engine. Furthermore, the higher energy output more quickly erodes the spark ignition device, thus decreasing spark plug electrode life It was also realized that there is only a very specific portion of the combustion event during which this increased ignition energy is useful in promoting complete comoustion, that being during the very initial staσes of combustion flame propagation across the combustion chamber It was further determined that if one were to design the ignition coil on the basis of the minimum energy required throughout the operating conditions of the enqme, i.e. higher speed, lighter load, the downsizing of the ignition coil would permit or produce a coil capable of being re-struck a σlurality of times during the aforesaid initial stages of a combustion event In other words, because of the downsizing of the components, a decrease m dwell time between discharges is provided so that througn multiple discharges a significant increase m cumulative ignition energy can be delivered over a very short, useful period of time. The effects of this ignition strategy were complemented all the more with a coil per plug ignition control system which permits downsizing the ignition energy requirements to their lowest value, thereby permitting the minimum weight, cost and packaging In establishing the particular design parameters for an energy-on-demand ignition system, combustion data for the engine is developed thereby establishing not onlv the maximum and minimum energy requirements, but also the particular number of re-strikes required at each operating condition or combination of operating conditions programmed into the control system In each case, the overall ignition control system will be the same For example, as seen m Figure 1, the ignition control system in accordance with the present invention will include a numoer of engine operating condition sensors la-Id The two sensors, la and lb, are set up to sense, respectively, engine speed and engine load (as represented by manifold pressure) which are the most important to the present invention The remaininσ sensors and others may be optional for tne present invention of controlling re-strike strategy for sensing any number of other operating conditions to be programmed into the system. For example, one may wish to sense engine temperature, Wair/fuel ratio or spark advance in a variable spark advance system, all of which can influence, in a comparatively minor way, the re-strike strategy based on the sensing of engine speed and load. The output of these sensors is fed to a combination electronic engine controller (EEC) and central processing unit (CPU) . Based on the design parameters programmed into the EEC unit 2, a digital control signal is sent to an ignition module 3. This signal, spark angle word (SAW) , dictates to the ignition module at what position m the combustion cycle the spark should occur. The ignition module, in turn, uses this information from SAW and its own sensor input of engine speed and crankshaft positions to calculate when and which primary circuit to close for the ignition coil 4 to charge, in order that the predetermined maximum primary current desired occurs at the desired time within the desired cylinder's compression stroke. When this maximum primary current is reached, the ignition module opens the primary circuit, forcing the coil to fire the spark plug. In addition, the EEC control signal registers to the module the desired number of strikes, whether it is one or more. Using this information, the ignition module controls the rate of re-striking, i.e. the duration of firing and the duration of dwell, or recharging. The ignition module further communicates with the EEC by relaying confirmation that a satisfactory spark occurred through the ignition or engine diagnostics monitor (IDM or EDM) . Each one of the ignition coils 4, in our preferred embodiment, is a coil per plug (CPP) ignition device whereby a separate coil controls the ignition of each spark plug designated for a particular combustion chamber of the internal combustion engine (not shown) . In terms of developing the design criteria for the re-stπκe iqrition -strategy, the burn characteristics of the fuel-air cnarαe within the combustion chamber is taken into consideration. For example, m Figure 2a there is shown the flame kernel development around a spark gap at after initiation of the spark discharge. The degree of flame kernel development shown is typically associated with 0.5% MFB. From Figure 2b, it will be noted that as the flame front is propagating away from the spark gap, it leaves only a burned mixture m the vicinity of the spark gap. The spark gap is noted at 6 and the burned mixture is the gray area generally designated 7 From this instant on, which as shown represents 4.3 msec after initiation of the ΞDark discharge, the spark gap 6 is surrounded by burnec mixture 7, and hence no substantial additional benerit to the combustion process can accrue at this or any later instant in time. As shown m Figure 2b, the percentage MFB is considerably beyond 2% MFB and in the order of approximately 5-10%. Although flame speed and the effectiveness of re- strikmg or additional ignition energy may vary dependent upon numerous factors, e.g. combustion ratio, fuel octane, air fuel ratio, combustion chamber geometry, and tne like, it is believed that the criteria of re-striking within a time period following initiation of spark discharge of no more than about 2% MFB as represented in Figure 3 as 4.3 msec will be quite satisfactory for the general range of automotive engines in use today. Figure 3 is a representative comparative chart showing accumulated spark energy over time for the coil per plug ignition strategy with programmed re-strikes m accordance with the present invention, as compared with a conventional single-strike ignition strategy Plot a shows a coil per plug ignition strategy with the coil having a 0.7725 msec re-strike interval, i.e the time between successive strikes or discharges of the coil The coil has a single strike rating of 20 milliJoules ("mJ") Plot b shows the same coil per plug with programmable re-strike ignition strategy witn the re-strike interval being set at 0.288 msec. Each Dlateau m the stepped energy curve represents a re-strike. Thus, in plot a, the first strike delivered 20 mJ energy (the minimum required to ignite a typical vehicular air/fuel combustible gasoline mixture) . Five strikes m all were delivered m a time of about 3.5 msec and w th a total energy input of about 95 mJ. Plot c shows a single-strike ignition strategy developed using a production model EDIS system provided with 6.5 amperes current for the primary circuit. This is the EDIS four- tower system referred to earlier. There is shown in plot d the same EDIS four-tower 6.5 amp system provided with a multiple re-strike ignition strategy. It will be noted that with the CPP system shown in either of plots a or b, approximately 2.5 times the spark energy is supplied for a particular combustion event within an ignition or burn time of 3-4 msec. Thus, with the present invention, looking at plot a , one notes that if a 20 mJ energy output is the minimum energy required to maintain combustion at high speed and light load, one can expect a five-fold increase in ignition energy during those operating conditions, e.g. idle, requiring maximum spark energy. One also notes from plot d that there may be some advantage to providing the same programmable re-strike program for ignition systems other than the CPP system such as the aforementioned four-tower EDIS system or a two-tower EDIS system, wherein a single twin-tower coil provides spark energy to two separate combustion chambers or ignition devices. All the aforementioned coil system (CPP, two- tower, four-tower) may be of modular design such that, for example, three or four twin-tower coils can be electronically coupled in a coil pack to thereby provide an ignition system for any six-cylinder or eight-cylinder engine, respectively. Figure 4 shows a typical three-dimensional isobar or isometric-type chart which can be developed for any engine. The chart shown is illustrative only and is not meant to depict any particular engine or set of operating conditions. It is based on a MALLARD minimum ignition energy equation and model, a design tool well known in the art, and to be subsequently confirmed by dynamometer testing of the particular engine, as also known in the art. It will be noted that as engine load and/or engine RPM increases, the number of re-strikes required to achieve complete combustion is decreased and that at some point (as represented by points (a) and (b) ) the coil control strategy will default to requiring only a single strike, i.e. , no re- strike. Implicit in the operating data represented in Figure 4, is the fact as shown in Figure 5 that the ability to obtain complete combustion with an increase m the percentage exhaust gases recirculated (EGR) to the combustion chamber is increased substantially as the spark energy is increased as represented by the number of re- strikes being increased. In an alternative control strategy, rather than rely on the implicit effect of EGR levels or re-strikes, one can provide an additional sensor la-Id as shown in Figure 1 to measure the EGR level, and supplant the programmable instructions on engine load and speed to assure a predetermined number of re-strikes at the sensor indicated EGR level. Figures 6-9 show the results of a number of tests conducted by bench tests, i.e. dynamometer test techniques, for collecting and using combustion data to develop a re- strike calibration strategy. In each case, a 2.0 liter displacement, four cylinder gasoline engine was used, being the same engine used for developing the data m Figure 3. Looking at Figure 6 for example, one can determine that for a single-strike energy strategy for a vehicle operating at 1500 RPM and part load with 14.6 air fuel ratio, a 15 mJ spark energy provides very stable operation. In fact, any spark energy over 12 mJ provides stable operation. Looking at Figure 7, one can deduce that at 2500 RPM and part load with the same air fuel ratio of 14.6:1, a minimum spark energy of approximately 8 mJ will provide overall stability in pertormance Thus, comparing the results of Figures 6 and 7, one must select a minimum spark energy of a 8-15 mJ, single-strike energy tor which tne CPP ignition device is to be designed. A 15 mJ coil was determined to be most desirable as being one capable of delivering sufficient energy in one strike to assure ignition at a liberal engine speed range at high end, thereby accommodating a wide variation in ignition strategy. At the same time, considering Figure 3, plot a, results it was clear that the selected coil could be re-struck sufficiently quickly to allow obtaining a great deal of ignition energy (90+ mJ) per combustion event (0-4 msec) and with a reasonably low number of re-strikes (5) . Considering the results of Figure 8, one notes that even with an EGR of as high as 25%, the CPP ignition coil system having a re- strike time of 0.725 msec between discharges performs exceptionally well m terms of standard deviation IMEP (bar) throughout a re-strike strategy of 2-10 re-strikes This serves to confirm the conclusion drawn from Figures 6 and 7. Looking again at Figure 3 , one deduces that a CPP strategy with a 20 mJ minimum energy output at single-strike and with a 5 re-strike strategy will deliver maximum accumulated spark energy and easily accommodate the requirements of efficient combustion with 25% EGR. Looking also at Figure 9, one notes that a CPP ignition strategy with either the 0.725 msec re-strike strategy or the 0.288 msec re-strike strategy as shown in plots a and b, respectively, of Figure 3, can accommodate stability in combustion even at a spark advance of 45" before top-dead-center. This far out performs the EDIS four-tower system having a single-strike strategy and powered with a 6 5 ampere power input as shown in plot c_ of Figure 7 As will be clear to those skilled in the art, by using the above described techniques, one can select an ignition system designed lor a single-strike default position producing minimum energy at the default position for operating the engine on a single-strike ignition strategy and engine speeds exceeding any predetermined amount and at engine loads exceeding any predetermined amount. From these same cnarts, one can also deduce the maximum number of re-strikes to be programmed into the ignition system to deliver the most useful spark energy over the initial stages of the combustion event during wnich time the spark energy will be useful in promoting faster and more efficient combustion. Likewise, as shown in Figure 8, one can map or determine the number of re-strikes to be selected at any particular operating conditions between the maximum re-strike ignition strategy and the default position of a single-strike strategy. Figure 10 clearly shows the advantage in the re-strike strategy over the single strike strategy. Every coil, be it a coil-per-plug or twin-tower coil, demonstrated the ability to combust the leaner (higher air/fuel ratio) fuel mixtures, thereby enhancing possibilities of fuel economy. Figure 11, likewise demonstrates the same advantages to the re-strike program in being able to accommodate higher levels of EGR in the combustion, thereby improving emissions. In Figures 12-15, there is shown a coil-per-plug ignition device useful in connection with the present invention. In Figure 12 is shown the overall ignition coil assembly. The ignition coil is a coil-per-plug type ignition coil assembly mounted upon and electrically connected to a typical ignition spark plug as shown in phantom. It includes a generally annular housing 10 within which is nested a steel laminated C-shaped core memoer 100 which provides an open cavity portion or air gap between its terminal ends, and with a primary and secondary boboin assembly 200, 400 residing within the cavity portion between the terminal ends of the C-shaped core member 100. The primary coil member 200 includes a generally I-shaped steel laminated core member (not shown) extending axially through the primary bobbin. The primary bobbin includes a pair of primary terminal receptacles 202, 204 within which are located solderless, spring-retained, insulation displacement terminals. A primary connector assembly 12, partially shown, is adapted to clip onto the housing and includes leads in a receptacle portion 14 which establishes electrical connection across the primary and secondary coils in a manner to be described below. The secondary bobbin 400 includes an input terminal 402 and a corresponding secondary bobbin output terminal (not shown in Figure 12) which is located at the lower end of the secondary bobbin within the area of the terminal stem portion 16 of the housing. Slip-fit over the terminal stem portion 16 is a flexible rubber boot 18 having a collar 20 which grips the stem portion 16 and a barrel portion 22 adapted to grip and establish electrical connection with a spark plug head in a manner described below. Figure 13 further illustrates the compactness of the ignition coil assembly, and the manner in which it is assembled in modular assembly form. For example, the primary bobbin sub-assembly 200 includes a primary bobbin 206 having a primary coil 208 wound around the longitudinal axis thereof. The bobbin 206 includes an upper channel- shaped head portion 210 and a lower annular portion 212. The bobbin includes a rectangularly shaped bore 228 extending along the longitudinal axis thereof from one end to the other and sized to receive, in sliding fit, the steel laminated core member 300. The upper channel section of the bobbin includes a pair of spaced side walls 214 and a stop wall 216 at one end thereof, extending between the side walls. The I-shaped core member 300 which is slidingly received within the primary bobbin assembly 200 includes a cross-bar member 308 having tapered under sides 302 at one end and a tapered end or ramp 304 at its other end. The I- shaped core member is a series of steel laminations secured together. The primary coil bobbin assembly 200 is adapted to De received within the annular secondary coil bobbin assembly 400. The secondary coil bobbin assembly includes integral secondary terminal portions 402 and 404. Located about the inner cylindrical surface of the secondary terminal are three longitudinally extending slots 406, 408, 410, each being open to the coil winding 412 which is wound about the outer periphery of the secondary coil bobbin memoer 400 and connected about its respective ends to input and output secondary terminal portions 402, 404. Next, a plastic insulating clip member 102, is slid within the open cavity of the C-shaped core member 100. The clip is sized such that the side walls thereof firmly grip the outer walls of the C-shaped core memper, as shown and described below. A tongue 103 projecting from the base wall of the chip 102 is sized to extend across the width of bobPin head portion 210 to each side wall 214 and lengthwise to the stop wall 216. Thus, on assembly it will overlay completely the head end or cross bar portion 308 of the primary core member 300 as shown best m Figures 14 and 15. Next, the C-shaped core member 100 with clip 102, is inserted from its open end within the channel-shaped upper head portion of the primary bobbin such that the upper terminal end 104 of the C-shaped core member will come to rest against the stop wall 216 of the primary bobbin. At the same time, the ramp or inclined end portion 304 of the I-snaped core member within the primary bobbin assembly will engage m line-to-lme contact along the corresponding ramp end portion 106 of the C-shaped core member at its other terminal end 108. The assembly continues until the I -shaped core member abuts the stop shoulder 110 of the C-shapeo core memDer. The lift in the inclined ramp forces the I-shaped core member 300 and clip tongue 103 into full contact with the other terminal end portion of the C-shaped core memoer 100, thus holding the assembly firmly in place and providing an air gap via clip tongue 103 across tne core members 100, 300 Next, the core and primary and secondary bobbin suP-assembly is slid within tne housing 10. Thereafter, the boot assembly including the retainer spring 24 is slip-fit onto the one end of the housing and the primary connector assembly 12 is clipped onto the opposite end of the housing. This completes the coil assembly, as shown in Figures 12 and 13.

Claims: Claims 1. An ignition system for an internal combustion engine including a spark ignition generator for each combustion chamber of a respective cylinder of the engine, and an ignition coil element (4) electrically coupled with a respective spark ignition generator for repeatedly passing to the ignition generator a voltage sufficient to cause within each said combustion chamber a combustion event of predetermined ignition energy, control means (23) for repetitively charging and discharging said ignition coil element (4) during the initial stage of any combustion event occurring within 0% MFB to about 2% MFB within said respective cylinder, said ignition coil element (4) having a single strike discharge energy output sufficient to cause substantially complete combustion at operating conditions exceeding idle speed and light load conditions, and insufficient to substantially complete combustion at idle speed; and said ignition coil element (4) having a secondary voltage charge time sufficient to allow said coil to be discharged repeatedly during the initial stage of a single combustion event. 2. A system as claimed in claim 1, wherein the maximum and minimum energy levels deliverable by sa d coil element during the initial stage of any combustion event are at a ratio of approximately 8 1, with said maximum energy level being established over a period of 2-8 discharges 3 A system as claimed in claim 2, wherein a single ignition coil element is arranged to deliver voltage to a single compustion cnamber, said coil element having a minimum single-strike energy of at least about 11 mJ 4 A system as claimed in claim 3, wherein said ignition coil element has a re-strike rate of approximately 0.280 msec to about 0.725 msec. 5 In a vehicular internal combustion engine having a plurality of combustion chambers and a separate spark ignition generator for each combustion chamber, an ignition system comprising. means for sensing at least two operating conditions of the engine; means for sensing a predetermined and pre- established degree of spark advance of said ignition apparatus relative to a combustion event and initiating a discharge cycle based upon the spark advance; and means for determining the number of discharges required of said ignition generator during said discharge cycle and at the sensed spark advance based on the said operating conditions sensed. 6. A system as claimed in claim 5, wherein said engine operating condition sensing means includes an engine speed sensor and an engine load sensor; and said discharge determinative means including means for signalling a default condition based on a predetermined sensed engine load and engine speed at a given spark advance at and beyond which said ignition generator will strike once only and below which said ignition generator will strike a number of times dependent upon the particular predetermined compmation of engine speed and load conditions sensed 7 A system as claimed in claim 6, wherein said spark ignition generator includes a single ignition coil and a single spark plug. 8. A system as claimed in claim 7, wherein said ignition coil has a single strike energy output capacity of aoout 15 millijoules. 9. A process for contracting ignition in a multicylinder reciprocating internal combustion engine having a separate spark ignition generator for each combustion chamber within a respective cylinder, and a separate ignition coil element electrically coupled with a respective spark ignition generator for repeatedly passing to the ignition generator a voltage sufficient to cause within a respective said combustion cnamber a combustion event of predetermined ignition energy, said process comprising the steps of: (a) sensing at least two operating conditions of the engine; (b) sensing a predetermined and pre-established degree of spark advance of said ignition apparatus relative to the combustion event; (c) determining the number of discharges required of said ignition generator during said discharge cycle and at the sensed spark advance based on the said operating conditions sensed; (d) initiating a discharge cycle based upon the sensed predetermined degree of spark advance; and (e) continuously repeating the process of steps (a) - (d) throughout each continuous period of operation of said engine. 10. A process as claimed m claim 9, wherein the number of discharges required of said ignition generator is selected from 1 to about 5 11. A process as claimed in claim 9, including the further step of delivering the total determined number of discharges to the compustion cnamper during the critical stages of each combustion event prior to optaining about a 0.5% MFB within the combustion champer. 12 A process as claimed m claim 11, including the further step of delivery to the combustion chamber a total energy input of about 80-100 mJ when the ignition coil is discharged the maximum number of predetermined cycles scheduled for a particular combustion event. 13. A process as claimed in claim 12, wherein the step of sensing at least two engine operating conditions includes sensing engine speed, engine load and EGR levels.

Inventors: MORGANTI CARL RUDOLPH, SINGH GITANJLI, SWEET BENJAMIN DAVID, MORGANTI, CARL, RUDOLPH, SINGH, GITANJLI, SWEET, BENJAMIN, DAVID
Applicants: FORD MOTOR CO, FORD MOTOR COMPANY, FORD MOTOR COMPANY LIMITED
Application year: 1993
Main classification: F02P15
IPC codes: F02B1, F02P3, F02P13, F02P15, H01T13