JPS58220963A - Ignition timing control - Google Patents
Ignition timing controlInfo
- Publication number
- JPS58220963A JPS58220963A JP57103647A JP10364782A JPS58220963A JP S58220963 A JPS58220963 A JP S58220963A JP 57103647 A JP57103647 A JP 57103647A JP 10364782 A JP10364782 A JP 10364782A JP S58220963 A JPS58220963 A JP S58220963A
- Authority
- JP
- Japan
- Prior art keywords
- ignition
- ignition timing
- cylinder
- timing control
- angle
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Granted
Links
Classifications
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02P—IGNITION, OTHER THAN COMPRESSION IGNITION, FOR INTERNAL-COMBUSTION ENGINES; TESTING OF IGNITION TIMING IN COMPRESSION-IGNITION ENGINES
- F02P5/00—Advancing or retarding ignition; Control therefor
- F02P5/04—Advancing or retarding ignition; Control therefor automatically, as a function of the working conditions of the engine or vehicle or of the atmospheric conditions
- F02P5/145—Advancing or retarding ignition; Control therefor automatically, as a function of the working conditions of the engine or vehicle or of the atmospheric conditions using electrical means
- F02P5/155—Analogue data processing
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/10—Internal combustion engine [ICE] based vehicles
- Y02T10/40—Engine management systems
Landscapes
- Engineering & Computer Science (AREA)
- Signal Processing (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Electrical Control Of Ignition Timing (AREA)
Abstract
Description
【発明の詳細な説明】
この発明は多気筒内燃機関の点火時期制御装置に関する
ものである。DETAILED DESCRIPTION OF THE INVENTION The present invention relates to an ignition timing control device for a multi-cylinder internal combustion engine.
従来からこの種の多気筒内燃機関の点火時期制御には、
内燃機関に機械的に結合される配電器に内蔵された遠心
進角機構、および真空進角機構が使用されてきている。Traditionally, ignition timing control for this type of multi-cylinder internal combustion engine has
Centrifugal advance mechanisms built into power distributors that are mechanically coupled to internal combustion engines, and vacuum advance mechanisms have been used.
しかし昨今の有害排気ガス規制、燃費向上の要請に対し
ては、このような機械的制御のみでは、精度、経年変化
などにおいて性能的に不充分であり、これに対応させる
ためには電子的制御が不可欠であるとされているところ
である。However, in response to recent regulations on harmful exhaust gases and demands for improved fuel efficiency, such mechanical control alone is insufficient in terms of accuracy, aging, etc., and in order to meet these demands, electronic control is required. is considered to be essential.
しかして一般的な電子制御による点火時期制御は、配電
器内に設置された基準位置検出器の出力を一方の入力と
し、かつ吸気マニホールド負圧などの機関運転状況を検
出するセンサの出力を他方の入力として、最適な点火時
期を電気的に算出し、これにより点火コイルの一次電流
を断続させて点火時期を制御するようにしているのであ
るが、この場合、点火コイルの二次側に発生する高電圧
は、従来通り配電器の篩用配電機構によって各気筒に分
配するために、進角機構が不要であるにも拘わらず、高
圧配電の目的で依然配電器を必要としている。However, in general electronic ignition timing control, one input is the output of a reference position detector installed in the power distribution device, and the other input is the output of a sensor that detects engine operating conditions such as intake manifold negative pressure. The optimal ignition timing is calculated electrically as an input, and the ignition timing is controlled by intermittent the primary current of the ignition coil. The high voltage generated by the engine is distributed to each cylinder by the sieve power distribution mechanism of the power distributor as in the past, so although an advance angle mechanism is not required, a power distributor is still required for the purpose of high voltage power distribution.
ぞしてまたこのような問題点を除く手段として、配電器
による高圧配電を行なわない、低圧配電方式による点火
時期制御装置が提案されている。この発明はこの低圧配
電方式による点火時期制御装置の改良を目的としたもの
である。As a means to eliminate these problems, an ignition timing control device has been proposed that uses a low-voltage power distribution method without using a power distributor to distribute high-voltage power. The object of this invention is to improve the ignition timing control device using this low-voltage power distribution system.
以下、この発明に係わる点火時期制御装置の一実施例に
つき、添付図面を参照して詳細に説明する。Hereinafter, one embodiment of the ignition timing control device according to the present invention will be described in detail with reference to the accompanying drawings.
第１図は仁の実施例装置の概要構成を示す。この第１図
において、符号１は４気筒４サイクル内燃機関のクラン
ク軸４に取り付けられた円盤状の回転体で、この円盤の
１つの同心円上の一部にスリン）１１０，１２０が、他
の同心円上の一部にスリン）２００がそれぞれに設けら
れている。２は回転体１０回転に同期して一方のスリン
） １１０゜１２０の角度幅に対応するパルス幅出力を
発生するように対向配置された角度検出器、３は同様に
他方のスリット２００を検出する気筒検出器である。FIG. 1 shows a schematic configuration of Jin's embodiment device. In FIG. 1, reference numeral 1 denotes a disk-shaped rotating body attached to the crankshaft 4 of a four-cylinder, four-stroke internal combustion engine. A sulin) 200 is provided on each concentric circle. 2 is an angle detector arranged oppositely to generate a pulse width output corresponding to an angular width of 110°120 in synchronization with 10 rotations of the rotating body, and 3 similarly detects the other slit 200. It is a cylinder detector.
また５は機関の吸気マニホールド圧力を測定する負圧セ
ンサ、６は前記角度検出器２、気筒検出器３、および負
圧センサ５からの各出力信号により、点火コイル７．８
への電流の供給、遮断の適切な時期を計算する点火時期
制御回路、３０は前記角度検出器２の出力信号を、前記
気筒検出器３の出力信号により、論理ｆ−）３０１，３
０２を用いて２つの信号に４離する分配回路、４０は点
火時期制御回路６で計算して出力される点火コイル７．
８の通電期間の出力信号と、分配回路３０からの出力信
号とのいずれか一方を切り換え選択して点火コイル７．
８を駆動する選択手段で、切り換えスイッチ４０１，４
０２とその制御回路４０４、および点火コイル駆動回路
４０３からなっている。Further, 5 is a negative pressure sensor that measures the intake manifold pressure of the engine, and 6 is a negative pressure sensor that measures the intake manifold pressure of the engine.The ignition coil 7.8
An ignition timing control circuit 30 calculates the appropriate timing for supplying and cutting off current to the ignition timing control circuit 30, which converts the output signal of the angle detector 2 into a logic f-) 301, 3 according to the output signal of the cylinder detector 3.
02 is used to separate two signals by 4, and 40 is an ignition coil 7 which is calculated and outputted by the ignition timing control circuit 6.
8 and the output signal from the distribution circuit 30, the ignition coil 7.
8, selector switches 401, 4
02, its control circuit 404, and an ignition coil drive circuit 403.
きらに前記点火コイル７．８は、それぞれに−次巻線７
０．８０および二次巻線７１．８１を有しており、−次
巻線７０．８０の一端７００゜８００は電源ｌＯの非接
地側に接続され、他端７０１．８０１Ｕ点火時期制御回
路６９１１１Ｖｃ接続されると共に、二次巻線７１．８
１の出力端子７１０゜７１１．８１０，８１１はそれぞ
れに点火プラグ９０．９１，９２．９３に接続したもの
である。The ignition coils 7.8 each have a second winding 7.
0.80 and a secondary winding 71.81, one end 700°800 of the negative winding 70.80 is connected to the non-grounded side of the power supply lO, and the other end 701.801U ignition timing control circuit 69111Vc connected and the secondary winding 71.8
Output terminals 710, 711, 810, 811 of No. 1 are connected to spark plugs 90, 91, 92, 93, respectively.
こ＼で前記構成において点火順序は点火プラグ９０．９
２，９１．９３の順であるとする。今、回転体１が第１
図に示すように矢印方向に回転したとき、角度検出器２
および気筒検出器３から得られる信号波形は第２図（ａ
） 、 （ｂ）のようになる。そしてスリット１１０，
１２０の各ｆｆｌ緑１１０−Ｒ。In this configuration, the ignition order is spark plug 90.9.
Assume that the order is 2,91.93. Now, rotating body 1 is the first
When rotated in the direction of the arrow as shown in the figure, the angle detector 2
The signal waveform obtained from the cylinder detector 3 is shown in FIG.
), (b). and slit 110,
120 each ffl green 110-R.
１２０−Ｒを各気筒の始動時点火位置（例えば上死点）
に設定しておけば、同図（ａ） 、 （ｂ）の各点Ｐｒ
ｏ 。120-R is the starting ignition position of each cylinder (e.g. top dead center)
If set to , each point Pr in (a) and (b) of the same figure
o.
Ｐ９１＋ Ｐ＊２Ｉ Ｐｍｓ は、それぞれ点火プラ／
” ９０ ！９１．９２．９３に対応した各気筒の上死
点に一致する。P91+ P*2I Pms is the ignition plastic/
”90!It corresponds to the top dead center of each cylinder corresponding to 91.92.93.
従って、例えば点ＰＩＧで点火コイル７の一次電流を遮
断すれば、二次巻線７１に高圧が発生して、点火プラグ
９０により該当する気筒に着火できる。Therefore, for example, if the primary current of the ignition coil 7 is cut off at point PIG, a high voltage is generated in the secondary winding 71, and the spark plug 90 can ignite the corresponding cylinder.
なおこのとき、点火プラグ９１にも高圧が加えられるが
、この時点で点火プラグ９１に対応する気筒は排気行程
にあって、気筒内圧力が低いために低い電圧で放電する
から、この点火コイル７の二次巻線に発生する電圧の大
部分は点火プラグ９０に印加され、点火に必要なエネル
ギがこの点火プラグ９０に供給されることになる。At this time, high pressure is also applied to the ignition plug 91, but at this point the cylinder corresponding to the ignition plug 91 is in the exhaust stroke and discharges at a low voltage because the cylinder pressure is low. Most of the voltage generated in the secondary winding of is applied to the spark plug 90, and the energy necessary for ignition is supplied to the spark plug 90.
また点ｐＨでは反対の作動を生ずる。すなわち、点Ｐ９
１は点火プラグ９１に対応した気筒の圧縮上死点に相当
し、このとき点火コイル７の二次巻線７１に発生する高
圧の大部分がこの点火プラグ９１に印加される。そして
これらの作動はその他の各点Ｐ９２ 、 ｐｕｓにおい
ても同機である。At point pH, the opposite behavior occurs. That is, point P9
1 corresponds to the compression top dead center of the cylinder corresponding to the spark plug 91, and most of the high voltage generated in the secondary winding 71 of the ignition coil 7 at this time is applied to the spark plug 91. These operations are the same at each of the other points P92 and pus.
このようにして気筒検出器３の出力が蟻高レベルｒのと
きには、角度検出器２の出力信号の後縁で、点火コイル
７の一次電流を遮断し、また気筒検出器３の出力が１低
レベルｌのときに仁、角度検出器２の出力信号の後縁で
、点火コイル８の一次電流を遮断することにより、これ
らの４個の点火プラグ９０，９１，９２．９３に適切な
順序で高電圧を印加てきるのである。In this way, when the output of the cylinder detector 3 is at the ant height level r, the primary current of the ignition coil 7 is cut off at the trailing edge of the output signal of the angle detector 2, and the output of the cylinder detector 3 is lowered by 1 level. At the trailing edge of the output signal of the angle detector 2 at level l, by cutting off the primary current of the ignition coil 8, these four spark plugs 90, 91, 92, 93 are activated in the proper order. A high voltage can be applied.
またこ＼で実際の機関における点火時期は、前記したよ
うに始動時点火時期に固定ではなく、機関の運転状況（
回転数、負性状態など）に対応して適切な時期に点火を
行なう必要があり、このためにも点火時期制御回路６が
使用される。点火時期制御回路６は、角度検出器２から
得られる点火時期信号と、この信号の周期を計測して得
られるエンソン回転数信号と、機関の運転状況を検知す
るセンサ、こ＼でけ負圧センサ５の信号とを入力とし、
適切な点火位置を算出１′シて点火コイル７゜８への電
流を制御する。Also, the ignition timing in the actual engine is not fixed to the ignition timing at the time of starting, as mentioned above, but is based on the operating conditions of the engine.
It is necessary to perform ignition at an appropriate timing depending on the engine speed (rotational speed, negative state, etc.), and the ignition timing control circuit 6 is also used for this purpose. The ignition timing control circuit 6 receives an ignition timing signal obtained from the angle detector 2, an Enson rotational speed signal obtained by measuring the cycle of this signal, a sensor that detects the operating status of the engine, and a negative pressure sensor. With the signal of sensor 5 as input,
The appropriate ignition position is calculated 1' and the current to the ignition coil 7.8 is controlled.
すなわち、前記角度検出器２か、ら得られる信号波形の
後縁Ｐｓｏ ＋ Ｐｅｔ ＋ Ｐｒａ ＋ Ｐｕｓ
よりも〜第２図（ｃ） 、 （ｄ）に示すように角度Ｑ
Ａだけ進んだ点Ｑ９０゜Ｑ＊１ｔ Ｑｅｓ ｔ Ｑｅｓ
で点火信号を発生し、気筒検出器３の出力が１高レベル
′のときけ点火コイル７の一次電流を遮断し、１低レベ
ルｌのときは点火コイル８の一次電流を遮断するのであ
り、この角度Ｑｈは進角度と呼ばれる。That is, the trailing edge of the signal waveform obtained from the angle detector 2 Pso + Pet + Pra + Pus
As shown in Figure 2(c) and (d), the angle Q
Point advanced by A Q90゜Q*1t Qes t Qes
When the output of the cylinder detector 3 is at the 1 high level, the primary current of the ignition coil 7 is cut off, and when the output of the cylinder detector 3 is at the 1 low level, the primary current of the ignition coil 8 is cut off. This angle Qh is called an advance angle.
そして一般に点火時期は始動時点火位置よりも進んだ位
置（時間的に早い位置）に制御する必要があり、例えば
点Ｑｓｓをこれよりも遅れた点Ｐａｔを参照して制御す
ることはできず、点Ｑｓｔより進んだ点Ｐ９１）％ も
しく１１．Ｐｔｓからの遅れ時間、または角度として制
御することが行なわれる。この場合、点Ｐ・。からＱ９
Ｋまではクランクシャフト角にして最大３６０°、点Ｐ
ＩＩ２からＱ＠ｔまでも最大１８０゜の差があって、点
Ｑｅｓを精度よく制御することは極めて困難である。こ
れ位機関の回転が滑らかでない場合に特に顕著であり、
また急激な回転の変動を生じた場合に”は＼異常な角度
で点火されて機関停止を招いたり、甚しいときは機関を
破壊することもあり得るもので、このような不具合を解
消することもこの発明での他の目的でもある。In general, it is necessary to control the ignition timing to a position that is earlier than the ignition position at the time of starting (earlier in time), and for example, it is not possible to control the point Qss by referring to a point Pat that is later than this. Point P91)% advanced from point Qst or 11. Control is performed as a delay time or angle from Pts. In this case, point P. From Q9
Up to K, the maximum crankshaft angle is 360°, point P
There is a maximum difference of 180° from II2 to Q@t, making it extremely difficult to control the point Qes accurately. This is especially noticeable when the engine does not rotate smoothly,
In addition, if a sudden change in rotation occurs, the engine may be ignited at an abnormal angle, causing the engine to stop, or in extreme cases, destroying the engine. This is also another object of this invention.
前記スリット１１０ 、１２０の各後縁−１１０−Ｒ。Each rear edge -110-R of the slits 110 and 120.
１２０−Ｒは、さきにも述べたように、それぞれに始動
時点火時ルＪに対応して定められるが、各前縁１１０−
Ａ 、 １２０−ＡＪ’！機関が要求する最大進角度よ
り一定策だけ進んだ位置に対応して定められており、こ
れによって前記の不具合を回避する。As mentioned earlier, 120-R is determined corresponding to the starting ignition time, but each leading edge 110-R is
A, 120-AJ'! This is determined to correspond to a position that is a certain distance ahead of the maximum advance angle required by the engine, thereby avoiding the above-mentioned problems.
すなわち、第２図（ａ）にあって、ＱＭは最大進角量よ
りも一定角度大きい値である。従ってこの場合−各点火
時期Ｑｓｏ ＋ Ｑｓｔ ＋ Ｑｓｚ ＋ Ｑｓｓは−
それぞれに点Ｒｈｏ ｔ Ｒ５１ｐ Ｒｓｚ ＋ Ｒａ
ｔからの遅れとして制御できるために、その制御精度を
大幅に向上し得ると共に、さらに各点火時期Ｑｓｏ ＋
にｈｓ ｒ Ｑ９２ ｔＱ＠ｓが１それぞれ忙点Ｒｅ
ｏ ＋ Ｒａｔ ＋ Ｒａｔ 、 Ｒａｔを超えて進角
しないように制限することにより、異常な回転変動に際
しても所定以上の進角を防止できて、機関の安定な運転
に大きな効果を発揮するのである。That is, in FIG. 2(a), QM is a value larger by a certain angle than the maximum advance angle amount. Therefore, in this case - each ignition timing Qso + Qst + Qsz + Qss is -
Point Rho t R51p Rsz + Ra for each
Since the control can be performed as a delay from t, the control accuracy can be greatly improved, and each ignition timing Qso +
hs r Q92 tQ@s is 1 each busy point Re
o+Rat+Rat By restricting the advance so as not to exceed Rat, it is possible to prevent the advance beyond a predetermined value even in the event of abnormal rotational fluctuations, which has a great effect on stable operation of the engine.
また機関の点火時期を種々の運転状況の下で最適値に制
御するためＫｕ、例えばマイクロコンピュータなどで点
火時期を正確に算出して、各点火コイル７．８を制御し
なければならないから、点火時期制御回路６は複雑な構
成となり、これに伴、なって異常動作とか故障の発生確
率が高くなり、万一この点火時期制御回路６に異常を生
じた場合には、もはや正常な点火時期の算出ができず、
失火あるいは異常角度での点火を引き起して、前記と同
時に機関停止、もしくは機関破壊の可能性が生ずること
になる。In addition, in order to control the ignition timing of the engine to the optimum value under various operating conditions, the ignition timing must be accurately calculated using a microcomputer, for example, and each ignition coil 7.8 must be controlled. The timing control circuit 6 has a complicated configuration, which increases the probability of abnormal operation or failure, and if an abnormality occurs in the ignition timing control circuit 6, the ignition timing will no longer be normal. Unable to calculate,
This may cause a misfire or ignition at an abnormal angle, and at the same time, there is a possibility that the engine will stop or be destroyed.
この実施例では仁の不具合を回避するために選択手段４
０を設ける。すなわち、点火時期制御回路６に異常を生
じた場合、同手段４０での制御回路４０４が異常を検知
して、各点火フィル７．８の駆動制御を、すみやかに点
火時期制御回路６から分配回路３０に移行させる。つま
シ切り換えスイッチ４０１，４０２を点火時期制御回路
６側から分配回路３０側に切り換える。In this embodiment, in order to avoid the problem of
Set 0. That is, when an abnormality occurs in the ignition timing control circuit 6, the control circuit 404 in the means 40 detects the abnormality and promptly transfers the drive control of each ignition fill 7.8 from the ignition timing control circuit 6 to the distribution circuit. 30. The tab selector switches 401 and 402 are switched from the ignition timing control circuit 6 side to the distribution circuit 30 side.
しかしてこの移行後、各点火コイル７．８は分配回路３
０の論理ダート３０１．３０２の出力によって制御され
ることになる。すなわち、点火コイル７Ｖｉ点Ｒｏｏま
たはＲｅｓで通電を開始し、点Ｐｅａ ＊ Ｐｅｔでそ
れぞれ点火され、同時に点火コイル８け点ＲＢ 、Ｒｓ
ｓで通電を開始し、点ＰＧ！ｔＰＩｍでそれぞれ点火さ
れる。そしてこの場合の点火時期は、角度検出器出力の
後縁相当となって、必ずしも機関の最適点火位置ではな
いが、前記のような機関の停止、破壊という非常に危険
な状態に至ることを未然に防止できるものであり、しか
も分配回路３０、および選択手段４０は、論理ダートな
どの非常に簡単な回路で構成し得るので、故障の確率が
極めて低く、かつ信頼性に優れている。However, after the lever transfer, each ignition coil 7.8 is connected to the distribution circuit 3.
It will be controlled by the output of the zero logic darts 301 and 302. That is, energization starts at the ignition coil 7Vi point Roo or Res, ignition occurs at the point Pea*Pet, and at the same time, the ignition coil 8 points RB, Rs
Start energizing at s, point PG! Each is ignited at tPIm. In this case, the ignition timing corresponds to the trailing edge of the angle detector output, which is not necessarily the optimal ignition position for the engine, but it is necessary to prevent the engine from stopping or being destroyed, which is extremely dangerous. Moreover, since the distribution circuit 30 and the selection means 40 can be constructed from very simple circuits such as logic darts, the probability of failure is extremely low and the reliability is excellent.
また実施例の場合は、選択手段４０の切り換え動作を、
点火時期制御回路６の異常を検出して行なうようにして
いるが、その他の信号、情報によっても制御可能である
。例えは、バッテリ電圧が低下して点火時期制御回路６
に正常動作を期待できない場合には、所定値以下４．の
電圧で各点火コイル７．８の駆動制御を分配回□路３０
側に移行させるように選択手段４０を動作させ、電圧上
昇と共に再び制御回路６側に戻すようにさせればよく、
また機関のクランキング時にも同様の動作を行なわせる
ようにすることで、寒冷時のクランキングにおける電圧
低下に対処して、その始動性を確保できる。Further, in the case of the embodiment, the switching operation of the selection means 40 is
Although this is done by detecting an abnormality in the ignition timing control circuit 6, it is also possible to control using other signals or information. For example, if the battery voltage drops and the ignition timing control circuit 6
4. If normal operation cannot be expected for the specified value or less. The circuit 30 distributes the drive control of each ignition coil 7.8 with the voltage of
It is only necessary to operate the selection means 40 so as to shift the voltage to the control circuit 6 side, and return it to the control circuit 6 side as the voltage rises.
Furthermore, by performing the same operation when cranking the engine, it is possible to cope with the voltage drop during cranking in cold weather and ensure startability.
なお以上実施例においては、４気筒機関について述べた
が、この発明は気筒数に制限がなく、６気筒あるいは８
気筒機関についても適用可能である。In the above embodiments, a four-cylinder engine has been described, but the present invention is not limited to the number of cylinders, and can be used with six cylinders or eight cylinders.
It is also applicable to cylinder engines.
以上詳述したようにこの発明によれば、所定の角度幅を
もつ角度位置信号を１つの角度検出器から得ると共に、
点火気筒に対応して出力信号を発生する少なくとも１つ
の気筒検出器からの気筒識別信号を得ることＫより、極
めて高精度に点火時期制御を行なうことができ、また分
配回路を用いて角度検出器出力信号を気筒検出器出力信
号により各気筒に対応した信号に弁別し、この弁別信号
によシ所定条件工、で、の点火コイルの制御を行なうよ
うにしたから、高精度かつ高信頼性の低圧配電方式によ
る点火時期制御装置を実現できるものである。As detailed above, according to the present invention, an angular position signal having a predetermined angular width is obtained from one angle detector, and
By obtaining a cylinder identification signal from at least one cylinder detector that generates an output signal corresponding to the ignition cylinder, ignition timing control can be performed with extremely high precision. The output signal is differentiated into a signal corresponding to each cylinder based on the cylinder detector output signal, and the ignition coil is controlled under predetermined conditions based on this discrimination signal, resulting in high precision and high reliability. This makes it possible to realize an ignition timing control device using a low-voltage power distribution system.
第１図はこの発明に係わる点火時期制御装置の一実施例
を示す構成説明図、第２図は同上装置要部の動作を説明
する波形図である。
２・・・角度検出器、３・・・気筒検出器、５・・・負
圧センサ、６・・・点火時期制御回路、７．８・・・点
火コイル、３０・・・分配回路、４０・・・選択手段。
代理人 葛 野 信 −
毛 イゾＶ 補 正 ■（自発）
士１° 、；午 庁 長 自 １蒔
１ ・Ｉ（ｒ’ｌの表ボ ↑１・１９（ｆｌｌｉ
’： ５７ １０３６４７号２、発明の名称
点火時期制御装置
３ 補１Ｆを４ると
代表台片由仁へ部
５、 補正の対象
明細書の発明の詳細な説明の欄
６ 補正の内容
（１）明細書５頁９行［点火時期制御回路６ ｇｌｎ
Ｊを［点火コイル駆動回路４０３」と訂正する。
（２）同８頁１行および５行「角度ＱＡ Ｊ ｋ ｒ角
度θＡ」と訂正する。
以上FIG. 1 is a configuration explanatory diagram showing one embodiment of an ignition timing control device according to the present invention, and FIG. 2 is a waveform diagram illustrating the operation of the main parts of the same device. 2... Angle detector, 3... Cylinder detector, 5... Negative pressure sensor, 6... Ignition timing control circuit, 7.8... Ignition coil, 30... Distribution circuit, 40 ...Selection means. Agent Makoto Kuzuno - Mao Izo V Correction ■(Voluntary) 士1°、；M Agency Director Self １蒔１ ・I(r'l front box ↑1・19(flli)
': 57 103647 No. 2, Name of the invention Ignition timing control device 3 Supplement 1F to 4 and representative stand Kata Yuhito Part 5, Column 6 for detailed explanation of the invention in the specification subject to amendment 6 Contents of the amendment (1) Details Page 5, line 9 [Ignition timing control circuit 6 gln
Correct J to "ignition coil drive circuit 403". (2) On page 8, lines 1 and 5 are corrected to read "Angle QA J k r Angle θA."that's all
Claims (2)
度進角した角度にて出力を反転し、かつ始動時の点火角
度にて同出力を復帰する角度検出器と、各気筒対応にそ
の点火周期で前記角度検出器出力より進角した角度にて
出力を反転し、かつ始動時の点火角度以降に同出力を復
帰する少なくとも１つの気前検出器と、これらの両検出
器出力を入力とする点火時期制御回路と、前記角度検出
器出力を気筒検出器出力により分配する分配回路と、前
記各気筒対応の点火コイルの駆動を、前記点火時期制御
回路出力、あるいは分配回路出力のいずれかにより選択
的に制御し得るようにした選択手段とを備えたことを特
徴とする点火時期制御装置。(1) An angle detector that inverts the output at an angle advanced by a predetermined angle from the maximum advance angle of each cylinder of a multi-cylinder internal combustion engine, and returns the same output at the ignition angle at startup, and for each cylinder. Correspondingly, at least one generous detector that inverts its output at an angle advanced from the output of the angle detector in its ignition cycle and returns the same output after the ignition angle at the time of starting, and both of these detectors. an ignition timing control circuit that receives the output as input; a distribution circuit that distributes the angle detector output according to the cylinder detector output; and a distribution circuit that drives the ignition coil corresponding to each cylinder by the ignition timing control circuit output or the distribution circuit output. 1. An ignition timing control device comprising: selection means capable of selectively controlling the ignition timing by any one of the following.
各点火コイルの駆動制御を、点火時期制御回路側から分
配回路側に切り換え得るようにしたことを特徴とする特
許請求の範囲第１項記載の点火時期制御装置。 １３）電源電圧が所定値以下のとき、もしくは機関クラ
ンキング時には、選択手段により各点火コイルの駆動制
御を、分配回路側に切シ換えて行なえるようにしたこと
を特徴とする特許請求の範囲第１項記載の点火時期制御
装置。(2) In the event of a failure of the ignition timing control circuit, the drive control of each ignition coil can be switched from the ignition timing control circuit side to the distribution circuit side by means of a selection means. ignition timing control device. 13) When the power supply voltage is below a predetermined value or when the engine is cranking, the drive control of each ignition coil can be switched to the distribution circuit side by the selection means. The ignition timing control device according to item 1.
Priority Applications (4)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP57103647A JPS58220963A (en) | 1982-06-14 | 1982-06-14 | Ignition timing control |
| US06/481,941 US4483293A (en) | 1982-04-06 | 1983-04-04 | Ignition time control device |
| FR8305537A FR2524566B1 (en) | 1982-04-06 | 1983-04-05 | IGNITION ADJUSTING DEVICE FOR INTERNAL COMBUSTION ENGINES |
| DE19833312412 DE3312412A1 (en) | 1982-04-06 | 1983-04-06 | IGNITION CONTROL |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP57103647A JPS58220963A (en) | 1982-06-14 | 1982-06-14 | Ignition timing control |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPS58220963A true JPS58220963A (en) | 1983-12-22 |
| JPS6236153B2 JPS6236153B2 (en) | 1987-08-05 |
Family
ID=14359561
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP57103647A Granted JPS58220963A (en) | 1982-04-06 | 1982-06-14 | Ignition timing control |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPS58220963A (en) |
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US5778862A (en) * | 1997-02-03 | 1998-07-14 | Mitsubishi Denki Kabushiki Kaisha | Ignition controller for internal combustion engine |
| US5794592A (en) * | 1997-02-07 | 1998-08-18 | Mitsubishi Denki Kabushiki Kaisha | Internal combustion engine controller |
Citations (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS5232431A (en) * | 1975-09-03 | 1977-03-11 | Bosch Gmbh Robert | Method and device for deciding cyclically repeated process in internal combustion engine |
| JPS5297040A (en) * | 1976-01-20 | 1977-08-15 | Motorola Inc | Multiislope ignition spark timing circuit |
| JPS5612056A (en) * | 1979-07-06 | 1981-02-05 | Nippon Denso Co Ltd | Electronic ignition device assured of minimum operation |
-
1982
- 1982-06-14 JP JP57103647A patent/JPS58220963A/en active Granted
Patent Citations (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS5232431A (en) * | 1975-09-03 | 1977-03-11 | Bosch Gmbh Robert | Method and device for deciding cyclically repeated process in internal combustion engine |
| JPS5297040A (en) * | 1976-01-20 | 1977-08-15 | Motorola Inc | Multiislope ignition spark timing circuit |
| JPS5612056A (en) * | 1979-07-06 | 1981-02-05 | Nippon Denso Co Ltd | Electronic ignition device assured of minimum operation |
Cited By (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US5778862A (en) * | 1997-02-03 | 1998-07-14 | Mitsubishi Denki Kabushiki Kaisha | Ignition controller for internal combustion engine |
| DE19730765C2 (en) * | 1997-02-03 | 1999-11-04 | Mitsubishi Electric Corp | Ignition control for an internal combustion engine |
| US5794592A (en) * | 1997-02-07 | 1998-08-18 | Mitsubishi Denki Kabushiki Kaisha | Internal combustion engine controller |
| DE19730970B4 (en) * | 1997-02-07 | 2008-05-08 | Mitsubishi Denki K.K. | Control device for an internal combustion engine |
Also Published As
| Publication number | Publication date |
|---|---|
| JPS6236153B2 (en) | 1987-08-05 |
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