Patent Application
20110132339
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1. Technical Field of the Invention
The preferred embodiment relates generally to a multiple coil distributor and method of use, and more specifically to a multiple coil distributor comprising a distributor, a distributor cap, a coil assembly and, optionally, an electronic control unit, wherein the coil assembly comprises a plurality of ignition coils, and wherein each of the plurality of ignition coils is in electrical communication with an assigned spark plug, and wherein the plurality of ignition coils are housed within the distributor.
2. Description of Related Art
Older vehicles and classic cars contain ignition systems designed prior to the age of modern ignition systems. Such ignition systems cause a variety of problems for car owners, such as start-up deficiency and/or heavy maintenance due to corrosion. Accordingly, owners of classic cars desire an efficient and easy way to modernize their older ignition systems, without sacrificing the soul and aesthetics of their classic car engine.
In such older vehicles, the distributor and ignition coil are separate units, with the ignition coil mounted separately from the distributor, and with spark plugs disposed remotely on each cylinder that are fired by the coil through the distributor. The distributor has a rotating shaft inside. Attached to the rotating shaft is a rotor, which turns with the shaft and makes contact with a connecting point for the wire from the spark plugs entering the distributor cap. Outside the distributor cap is the ignition coil, which directs energy to the distributor, and the coil receiving its energy from an external power supply, such as the battery of the vehicle. The ignition coil is triggered to fire typically by contact points within the distributor that open and close. The contact points are driven from a cam on the rotating shaft in the distributor. Thus, when the primary circuit of the ignition coil is closed and opened by the points, a burst of energy is generated in the secondary coil of the ignition coil and sent to the distributor rotor, such that the rotor “distributes” energy to a selected spark plug based on the rotational position of the rotor.
Unfortunately, as the contact points open and close, a small spark is generated between the contacts of the points. This small spark, occurring many times per second, etches the contact metal of the points, leading to gradual worsening of the ability of the contacts of the points to provide a uniform contact surface. Thus, pitting occurs, leading to irregularities in the surface of the contacts, thereby reducing efficiency and thus reducing the energy generated by the coil, since it receives it primary circuit energy through the points.
As technology has progressed, new ignition systems have been introduced to replace older ignition systems. Particularly, devices have been incorporated within the distributor to replace the points because of the aforementioned problems, including deterioration of the points due to spark etching. Such devices include electronic switches that typically operate via Hall effect, magnetic induction (reluctors) or optoelectronic chopping.
Unlike older engines, most modern engines utilize an electronic control system (ECS). Such electronic control systems must still sense the engine position (vis-à-vis the selected cylinder for spark energizing). These systems generate the signals necessary for an ignition coil to fire its secondary coil, thereby creating a spark in the spark plug that is in electrical communication either with the coil itself or with a distributor. For systems where the coil is in direct electrical communication with a spark plug, coil-on-plug systems may be utilized, wherein individual ignition coils are mounted directly on each spark plug at the cylinder, such that each plug has its own coil. However, attaching ignition coils directly on the spark plugs changes the aesthetics associated with classic car engines. Further, classic car engines may lack the space needed to mount ignition coils directly over each spark plug. Accordingly, there is a need for an apparatus that allows multiple ignition coils to be mounted, each connecting directly to a spark plug via a coil-per-plug method, wherein the coils are housed within the distributor cap to maintain classic car engine aesthetics, but where the coils each connects to a different spark plug.
A particular advantage of having separate coils associated with individual spark plugs is that such overcomes the reverse electromotive force (EMF) caused by the collapsing magnetic field that opposes the buildup of a new charge within a coil. That is, with a single coil providing energy for a spark to all of the spark plugs in sequence, after firing a first plug, the coil will need to fire a second plug very soon thereafter (during a fraction of the rotation of the engine crankshaft). Because the magnetic field from firing the first plug is collapsing, it will work against the new field that is forming to deliver energy to fire the second plug.
Unfortunately, increasing the number of coils also increases costs. The number of individual coils required to provide energy to the spark plugs may be reduced utilizing the “wasted spark” method. In this method, one ignition coil serves two spark plugs in separate cylinders, generating a burst of energy that flows to two spark plugs simultaneously. In one cylinder that is nearing the end of its compression stroke, the fuel is ignited by the spark plug as normally takes place to initiate the power stroke of the engine. However, the spark in the other cylinder takes place as the piston is nearing the end of its exhaust stroke, and, thus, has no effect and is “wasted”. Accordingly, utilizing the wasted spark method, a reduced number of coils is utilized since each coil drives two spark plugs. Such reduction cannot be accomplished if, as in the coil-on-plug structure, each plug has its own coil. As such, the two plugs connected to a given coil will fire once per crankshaft rotation, alternating the cylinder in which fuel is ignited every rotation (if the plugs are designated to fire).
Various devices have been developed to overcome some of the aforementioned disadvantages. For example, one device teaches an internal combustion engine ignition distributor cap and coil assembly. The device includes a housing member, enclosing the windings of a single ignition coil that is secured to the cap member of the distributor to create a singular integrated unit. While such a device allows a car owner to upgrade the engine of their classic car, unfortunately, because of its single coil limitation, such a device does not provide the efficiencies of individual coils associated with one or two spark plugs.
Yet another device teaches an ignition system with dual ignition coils, wherein one coil can fire two spark plugs simultaneously. Although the wasted spark method is utilized in this device, the ignition coils are positioned outside the distributor housing. Such requires additional mounting components for the second coil in the engine compartment and additional cabling between the distributor and the coils, and further destroys the aesthetics of a classic vehicle.
Therefore, it is readily apparent that there is a need for an apparatus that allows car owners to easily and efficiently upgrade older engines, while also maintaining classic car engine aesthetics.
Briefly described, in a preferred embodiment, the present invention overcomes the above-mentioned disadvantages and meets the recognized need for such an apparatus by providing a multiple coil distributor comprising a distributor, a distributor cap, a coil assembly and an electronic control unit, wherein the coil assembly comprises a plurality of ignition coils, and wherein each of the plurality of ignition coils is in electrical communication with an assigned spark plug, and wherein the ignition coils are disposed within the distributor. By including the coils within the distributor, not only are aesthetics improved for retrofitted classic vehicles, but electrical connection to the coils is simplified. Further, the coils may be utilized in a wasted spark configuration as discussed hereinabove.
Optionally, an engine management system (EMS) (which would otherwise also require additional mounting components and destroy the aesthetics of a classic vehicle) may be incorporated within the distributor. Such an EMS may include electronic fuel injection (EFI) control for those vehicles equipped with fuel injection, and may include sensing of oxygen fed to the engine to mix with the fuel, knock sensors, and the like.
According to its major aspects and broadly stated, the present invention in its preferred form is a multiple coil distributor comprising a distributor, a distributor cap and a plurality of ignition coils. The plurality of ignition coils are disposed within the distributor cap and each of the plurality of ignition coils is in electrical communication with an assigned spark plug. The multiple coil distributor further comprises an electronic control unit and a sensor mechanism. The ignition coils and the sensor are in electrical communication with the electronic control unit.
In an alternate embodiment, the plurality of ignition coils form a coil pack and the coil pack slides into the distributor cap. The coil pack further comprises an external contact. The plurality of coils are in electrical communication with the external contact and the external contact is in electrical communication with ground. It will be recognized by those skilled in the art that the contact points may be, for exemplary purposes only, spring loaded. It will be recognized by those skilled in the art that the coil pack and distributor cap may be built as a single unit.
The sensor mechanism is selected from Hall Effect sensors, optoelectronic sensors, reluctors, and the like. The sensor mechanism comprising a Hall Effect sensor further comprises a trigger wheel. The trigger wheel comprises outside teeth spaced apart by outer gaps that correspond to a respective spark plug. The trigger further comprises an inner ridge having an inner gap. It will be recognized by those skilled in the art that the trigger wheel may comprise, for exemplary purposes only, any pattern of teeth, including, but not limited to, a missing tooth wheel, wherein a selected tooth or multiple teeth may be omitted from the wheel layout, and wherein certain missing tooth wheel arrangements will allow the secondary sensor to be omitted when utilized with a suitable EMS.
The sensor mechanism further comprises a secondary sensor and a primary sensor. The secondary sensor is dimensioned to receive the outside teeth of the trigger wheel. The primary sensor is dimensioned to receive the inner ridge of the trigger wheel. Rotation of the trigger wheel rotates the outside teeth through the secondary sensor of the sensor mechanism and also rotates the inner ridge through the primary sensor of the sensor mechanism. The primary sensor sends a signal to the electronic control unit when the primary sensor is transitioned by the inner gap, thereby indicating the engine is at top dead center. The secondary sensor sends a signal to the electronic control unit when the secondary sensor is transitioned by the outer gaps, thereby generating a spark to a selected ignition coil and corresponding spark plug. It will be recognized by those skilled in the art that the sensor mechanism may utilize additional sensors.
The electronic control unit may optionally be disposed with the distributor. Additionally, the electronic control unit may further comprise additional sensor inputs for air and coolant temperature and throttle position, as well as other inputs, such as, for exemplary purposes only, a MAP sensor or general input/output sensors.
The preferred embodiment further comprises a method of providing a spark for an internal combustion engine comprising the steps of obtaining a multiple coil distributor having a distributor, a distributor cap, a plurality of ignition coils housed within the distributor cap, a sensor mechanism comprising a trigger wheel and an electronic control unit, and installing such within the engine compartment of a car. The method further comprises the steps of rotating the trigger wheel, signaling the electronic control unit via the sensor mechanism when the trigger wheel is a selected position and sparking a selected ignition coil corresponding to a selected spark plug, via said electronic control unit.
Additionally, the preferred embodiment is a multiple coil distributor comprising a distributor, a distributor cap and ignition coils within the distributor cap. The multiple coil distributor further comprises a sensor mechanism, a trigger wheel and an electronic control unit. The electronic control unit is in electrical communication with the sensor mechanism and sparks a selected ignition coil that corresponds to a spark plug.
More specifically, the present invention is a multiple coil distributor positioned inside the engine compartment of a car. The multiple coil distributor connects to spark plugs via wires. The wires have first ends and second ends. The first ends of the wires are secured to the spark plugs. The second ends of the wires secured to the multiple coil distributor. It will be recognized by those skilled in the art that the multiple coil distributor is not tied to a particular engine type of family, and can be fitted to three-cylinder, four-cylinder, five-cylinder, six-cylinder, eight-cylinder, ten-cylinder or twelve-cylinder engines, without limitation.
The multiple coil distributor further comprises coil contact receptacles, a distributor cap, ignition coils, contact blocks, a base plate, a sensor mechanism, trigger wheel housing, shaft housing, a gear and a distributor shaft. The ignition coils comprise tops and bottoms. The contact blocks are secured to the ignition coils and comprise contacts having positive terminals, negative terminals and trigger terminals. The contacts are in electrical communication with an Engine Management System (EMS) utilizing connectors and a first cable. The EMS controls ignition timing by sending a signal to a selected trigger terminal to fire a selected ignition coil. The sensor mechanism is also in electrical communication with the EMS utilizing a second cable, such that the sensor mechanism sends a signal to the EMS that is indicative of the position of the shaft during rotation of the shaft. The EMS may optionally be housed within the multiple coil distributor.
The distributor cap comprises a top surface and a body. The top surface comprises apertures and the body comprises cutouts. The coil receptacles are disposed on the tops of the ignition coils, and the bottoms of the ignition coils are disposed on the contact blocks. The contact blocks are disposed around the periphery of the base plate. The distributor cap is placed over the ignition coils and the coil receptacles extend through the apertures on the lid of the distributor cap, such that the cutouts are dimensioned to fit around and expose the contact blocks. The distributor cap is secured to the base plate and the trigger wheel housing utilizing fasteners disposed on the periphery of the base plate. The fasteners attach and secured to apertures located on the trigger wheel housing.
The sensor mechanism comprises the trigger wheel and a sensor mounting plate. The sensor mounting plate comprises a bottom, an aperture, a positive wire and a negative wire. The bottom of the sensor mechanism comprises a primary sensor and a secondary sensor, both of which are in electrical communication with the EMS. The primary sensor comprises an inner sensor wire, and the secondary sensor comprises an outer sensor wire. The positive wire, the negative wire, the inner sensor wire and the outer sensor wire collectively comprise the second cable. The sensor mechanism is in electrical communication with the EMS via the second cable. It will be recognized by those skilled in the art that the sensor mechanism could comprise a variety of sensors, such as, Hall Effect sensors, optoelectronic sensors, reluctors, and the like.
The sensor mechanism, including the trigger wheel, is housed within the trigger wheel housing. The trigger wheel housing comprises an entrance, a base and an aperture. The trigger wheel is secured to the base of the trigger wheel housing. The trigger wheel is secured to the distributor shaft. The shaft housing is hollow and receives the distributor shaft, such that the distributor shaft is inserted into the shaft housing through the aperture of the trigger wheel housing and also through the aperture of the sensor mechanism.
The trigger wheel comprises a bottom plate. The bottom plate comprises outside teeth, outer gaps, an inner ridge and an aperture. The inner ridge comprises an inner gap. The outside teeth and the outer gaps are spaced, for exemplary purposes only, sixty degrees apart (for a six cylinder engine) along the periphery of the bottom plate. The outside teeth and their associated outer gaps each correspond to different spark plugs, such that the trigger wheel may be synchronously and mechanically associated with the rotation of the engine of the car. The sensor mechanism is disposed above the trigger wheel, such that the primary sensor receives the inner ridge of the trigger wheel, and the secondary sensor receives the outside teeth of the trigger wheel. The trigger wheel is constructed from a material selected to cause a signal to be generated by the secondary sensor when the outside teeth and outer gaps transition through the secondary sensor. Similarly, when the inner ridge is rotated within the primary sensor, a signal will be sent to the EMS whenever the inner gap is encountered by the primary sensor. It will be recognized by those skilled in the art that other trigger wheels may be utilized, such as, for exemplary purposes only, trigger wheels having a larger number of teeth and gaps than the number of engine cylinders being utilized.
In use, the distributor shaft is in rotational communications with the crankshaft of the engine of the car. The distributor shaft is rotated via the gear, thereby rotating the trigger wheel. As the trigger wheel rotates, the outside teeth of the trigger wheel pass through the secondary sensor, and the inner ridge of the trigger wheel passes through the primary sensor. When the primary sensor is aligned with the inner gap, the primary sensor sends a signal to the EMS via the second cable, indicating the engine is at Top Dead Center (TDC). Subsequently, the EMS determines which cylinder needs a spark, and utilizes the secondary sensor. A signal is sent from the secondary sensor to the EMS when the outside teeth transition to the outer gaps, such that the EMS sends a signal, via the second cable, to a selected trigger terminal, thereby causing a selected ignition coil, which is in electrical communication with a spark plug via the cables, to generate a spark to its associated spark plug.
In another embodiment, the multiple coil distributor comprises primary ignition coils, secondary ignition coils, a transistor and a base plate. The base plate comprises a 12V battery, a primary ground and a secondary ground. The 12V battery, the primary ground and the secondary ground are concentric circles located on the same horizontal plane. The primary ignition coils contact the transistor and the 12V terminal. The 12V terminal is in electrical communication with the 12V battery. The secondary ignition coils contact the secondary ground terminal and the coil contact receptacles. The secondary ground terminal is in electrical communication with the secondary ground. The transistor is in electrical communication with the ECU trigger, and the ECU trigger is in contact with the primary ground terminal. The primary ground terminal is in electrical communication with the primary ground. In use, the ECU trigger receives a signal from a computer, which activates the transistor and energizes the primary ignitions coils. The primary ignition coils then energize the secondary ignition coils, which generate a spark in the spark plugs through the coil contact receptacles.
In an alternate embodiment, the base plate comprises a 12V battery, a primary ground and a secondary ground, and the 12V battery, the primary ground and the secondary ground are concentric circles located on the same vertical plane.
In another preferred embodiment of the multiple coil distributor, a coil pack slides into a distributor cap. The coil pack comprises primary ignition coils, secondary ignition coils, the transistor and the base plate. The base plate 180 comprises 12V battery 210, primary ground 211 and secondary ground 212, and wherein primary ground 211 and secondary ground 212 are concentric circles on the same horizontal plane. Primary ignition coils 43 contact transistor 217 and 12V terminal 200, wherein 12V terminal 200 is in electrical communication with 12V battery 210. Secondary ignition coils 46 contact secondary ground terminal 230 and coil contact receptacles 20, wherein secondary ground terminal 230 is in electrical communication with secondary ground 212, and wherein secondary ground terminal 230 is external to distributor cap 290. Transistor 217 is in electrical communication with ECU trigger 218 and is in contact with primary ground terminal 231, wherein primary ground terminal 231 is in electrical communication with primary ground 211, and wherein primary ground terminal 231 is external to distributor cap 290. In use, ECU trigger 218 receives a signal from a computer, wherein the signal activates transistor 217 which energizes primary ignitions coils 43, wherein primary ignition coils 43 are powered via 12V terminal 200. Primary ignition coils 43 then energize secondary ignition coils 46, wherein secondary coils 46 generate a spark in spark plug 12 through coil contact receptacles 20.
It will be recognized by those skilled in the art that the EMS could further comprise additional sensor inputs for air and coolant temperature and throttle position. Additionally, the EMS could further comprise output connectors for an idle valve or for fuel injectors. Lastly, it will be recognized by those skilled in the art that a “fake” vacuum advance canister may be fitted to the side of the multiple coil distributor, thereby providing a stock-appearing engine distributor. This could be utilized to obtain a MAP signal for any internal combustion engine.
Additionally, in an alternate embodiment, the plurality of coils having contact points forms a coil pack, wherein the coil pack slides in and out of the distributor cap. The coil pack further comprises a common external contact. The plurality of coils are in electrical communication with the external contact and the common external contact is in electrical communication with ground. It will be recognized by those skilled in the art that the contact points may be, for exemplary purposes only, spring loaded, and press into the base of the distributor. It will also be recognized by those skilled in the art that the coil pack and the distributor cap may be built together to form a single unit.
Accordingly, a feature and advantage of the preferred embodiment is its ability to provide a modernized high output coil-per-plug and/or coil-per-pair of plugs ignition system in a classic vehicle appearance package.
Still another feature and advantage of the preferred embodiment is its compatibility with aftermarket engine management systems.
Yet another feature and advantage of the preferred embodiment is its ability to easily modernize the ignition of classic cars without sacrificing the appearance of the vehicle.
Yet still another feature and advantage of the preferred embodiment is its ability to provide efficiency of ignition due to individual coils per plug.
Yet another feature and advantage of the preferred embodiment is its ability to eliminate separate mounting facilities required to install an ignition system and to reduce cabling between a distributor, multiple coils and their spark plugs.
Still another feature and advantage of the preferred embodiment is its ability to permit utilization of a wasted spark structure and method.
These and other features and advantages of the present invention will become more apparent to one skilled in the art from the following description and claims when read in light of the accompanying drawings.
The present invention will be better understood by reading the Detailed Description of the Preferred and Selected Alternate Embodiments with reference to the accompanying drawing figures, in which like reference numerals denote similar structure and refer to like elements throughout, and in which:
In describing the preferred and selected alternate embodiments of the present invention, as illustrated in
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In use, distributor shaft 170 is in rotational communications with the crankshaft (not shown) of the engine of car C, wherein distributor shaft 170 is rotated via gear 120, thereby rotating trigger wheel 160. As trigger wheel 160 rotates, outside teeth 161 of trigger wheel 160 pass through secondary sensor 96, and inner ridge 162 of trigger wheel 160 passes through primary sensor 95. When primary sensor 95 is aligned with inner gap 163, primary sensor 95 sends a signal to EMS 130 via second cable 150, indicating the engine is at Top Dead Center (TDC). Subsequently, EMS 130 determines which cylinder needs a spark, utilizing secondary sensor 96, wherein a signal is sent from secondary sensor 96 to EMS 130 when outside teeth 161 transition to outer gaps 166, and wherein EMS 130 sends a signal via second cable 150 to a selected trigger terminal 73, thereby causing selected ignition coils 40 to generate a spark to its associated spark plug 12, and wherein ignition coils 40 are in electrical communication with spark plugs 12 via cables 15.
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The foregoing description and drawings comprise illustrative embodiments of the present invention. Having thus described exemplary embodiments of the present invention, it should be noted by those skilled in the art that the within disclosures are exemplary only, and that various other alternatives, adaptations, and modifications may be made within the scope of the present invention. Merely listing or numbering the steps of a method in a certain order does not constitute any limitation on the order of the steps of that method. Many modifications and other embodiments of the invention will come to mind to one skilled in the art to which this invention pertains having the benefit of the teachings presented in the foregoing descriptions and the associated drawings. Although specific terms may be employed herein, they are used in a generic and descriptive sense only and not for purposes of limitation. Accordingly, the present invention is not limited to the specific embodiments illustrated herein, but is limited only by the following claims.
