JPS5824628B2 - engine ignition system - Google Patents
engine ignition systemInfo
- Publication number
- JPS5824628B2 JPS5824628B2 JP51082173A JP8217376A JPS5824628B2 JP S5824628 B2 JPS5824628 B2 JP S5824628B2 JP 51082173 A JP51082173 A JP 51082173A JP 8217376 A JP8217376 A JP 8217376A JP S5824628 B2 JPS5824628 B2 JP S5824628B2
- Authority
- JP
- Japan
- Prior art keywords
- output
- engine
- ignition
- capacitor
- voltage
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Expired
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
- F02P3/00—Other installations
- F02P3/02—Other installations having inductive energy storage, e.g. arrangements of induction coils
- F02P3/04—Layout of circuits
- F02P3/045—Layout of circuits for control of the dwell or anti dwell time
- F02P3/0453—Opening or closing the primary coil circuit with semiconductor devices
-
- 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)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Signal Processing (AREA)
- Electrical Control Of Ignition Timing (AREA)
Description
【発明の詳細な説明】
この発明は機関用無接点点火装置詩に機関の点火時期を
任意に制御するものに関する。DETAILED DESCRIPTION OF THE INVENTION The present invention relates to a non-contact ignition device for an engine that arbitrarily controls the ignition timing of the engine.
従来この種の機関点火装置において、機関点火時期数発
生する点火信号によりサイリスタやトランジスタの如き
開閉素子を作動させて点火コイルの一次電流を制御する
ことにより、二次側に点火電圧を発生させている。Conventionally, in this type of engine ignition system, an ignition voltage is generated on the secondary side by controlling the primary current of the ignition coil by operating a switching element such as a thyristor or transistor using an ignition signal generated at the engine ignition timing. There is.
然るに、このものは機関の回転に同期して信号発電コイ
ルに発生する点火信号電圧をそのまま上記開閉素子に給
電して点火信号としているため、該点火信号の出力波形
によって点火時期の進角特性が決定し、本来内燃機関に
必要とされる進角特性に応じきれない欠点があった。However, in this case, the ignition signal voltage generated in the signal generator coil in synchronization with the rotation of the engine is directly supplied to the switching element as the ignition signal, so the ignition timing advance characteristic is determined by the output waveform of the ignition signal. However, it had the disadvantage that it could not meet the advance angle characteristics originally required for internal combustion engines.
本発明は上記欠点に鑑み、機関点火時期の進角開始時期
を任意に制御して機関が要求する進角特性を満足するよ
うにした機関点火装置を提供するものである。SUMMARY OF THE INVENTION In view of the above drawbacks, the present invention provides an engine ignition system that arbitrarily controls the advance start timing of engine ignition timing to satisfy the advance characteristics required by the engine.
以下、第１図に示す実施例について説明する。The embodiment shown in FIG. 1 will be described below.
第１図において、１は図示しない機関によって駆動され
る交流磁石発電機に内蔵され、機関の回転に同期して交
流出力電圧を発生する発電コイル、２はこの発電コイル
１の交流出力を整流するダイオード、３はこの整流出力
により充電されるコンデンサ、４は点火コイル、５は点
火コイル４０２次コイルに接続された点火プラグ、６は
開閉素子であるサイリスタで、コンデンサ３に充電され
た電荷を上記点火コイル４０１次コイルに放出すべく放
電回路を構成している。In Fig. 1, reference numeral 1 denotes a power generating coil that is built into an AC magnet generator driven by an engine (not shown) and generates an AC output voltage in synchronization with the rotation of the engine, and 2 rectifies the AC output of this power generating coil 1. A diode, 3 is a capacitor charged by this rectified output, 4 is an ignition coil, 5 is a spark plug connected to the ignition coil 40 secondary coil, 6 is a thyristor which is a switching element, and the electric charge charged in capacitor 3 is transferred to the above. The ignition coil 40 constitutes a discharge circuit to discharge to the primary coil.
１は本発明の要部を構成する信号整形回路である。Reference numeral 1 denotes a signal shaping circuit that constitutes a main part of the present invention.
即ち、８は機関によって駆動される信号発電機で、機関
の回転数の増減に伴ない値が増減する交流出力電圧を発
生する。That is, 8 is a signal generator driven by the engine, which generates an AC output voltage whose value increases or decreases as the engine speed increases or decreases.
９は信号発電機８の交流出力のうちサイリスタ６のゲー
トに点弧信号を与える極性（第１図に示したａ方向）の
出力を通過させるダイオード、上記ダイオード９を経た
信号発電機８の出力はコンデンサ１０、抵抗１１の並列
回路を介してサイリスタ６のゲートに給電される。9 is a diode that passes the output of the AC output of the signal generator 8 having the polarity (direction a shown in FIG. 1) that provides an ignition signal to the gate of the thyristor 6; the output of the signal generator 8 passes through the diode 9; is supplied to the gate of the thyristor 6 through a parallel circuit of a capacitor 10 and a resistor 11.
１２は信号発電機８の交流出力のうち他方の半波（第１
図に示すｂ方向）を通過させるべく、サイリスタ６のゲ
ートとカソード間に接続されたダイオード、一方、上記
ダイオード９と並列に抵抗１４とゼナーダイオード１３
の直列回路が接続されている。12 is the other half wave (first
A diode is connected between the gate and cathode of the thyristor 6 in order to pass the signal (direction b shown in the figure), while a resistor 14 and a zener diode 13 are connected in parallel with the diode 9.
series circuit is connected.
この直列回路が請求範囲の回路手段に相当する。This series circuit corresponds to the circuit means in the claims.
次に、このように構成された装置の動作を第２図ａ動作
波形図及び第３図の特性曲線図を参照して説明する。Next, the operation of the apparatus configured as described above will be explained with reference to the operational waveform diagram in FIG. 2a and the characteristic curve diagram in FIG. 3.
先ず、機関の回転によって磁石発電機の発電コイル１に
発生した交流出力はダイオード２によって整流され、コ
ンデンサ３を充電する。First, the alternating current output generated in the generator coil 1 of the magnet generator by the rotation of the engine is rectified by the diode 2 and charges the capacitor 3.
そこで、機関の点火時期になると、信号発電機８に発生
する点火信号電圧（第２図ａのＶ。Therefore, when the ignition timing of the engine comes, the ignition signal voltage (V in FIG. 2a) generated in the signal generator 8.
）はダイオード９で整流されコンデンサ１０、抵抗１１
の並列回路を介してサイリスタ６のゲートに給電される
。) is rectified by diode 9, capacitor 10, resistor 11
Power is supplied to the gate of the thyristor 6 through the parallel circuit.
サイリスタ６はこの信号を受けて導通するためコンデン
サ３の充電電荷はサイリスタ６を介して点火コイル４の
１次コイルに放電され２次コイルには点火電圧が発生し
、この点火電圧を受けて点火プラグ５は火花放電する。The thyristor 6 receives this signal and becomes conductive, so the charge in the capacitor 3 is discharged to the primary coil of the ignition coil 4 through the thyristor 6, and an ignition voltage is generated in the secondary coil. Plug 5 produces a spark discharge.
第２図イは信号発電機８の交流出力Ｖ。Figure 2 A shows the AC output V of the signal generator 8.
の波形を示すもので、同図においてｎ１５ ｎ２ 、
ｎ３ （ｎ。In the figure, n15 n2,
n3 (n.
＜ｎ２＜ｎ３）は機関の回転数を示しこの交流出力波形
の正及び負半波がそれぞれ第１図に示すａ方向、ｂ方向
の極性に対応する。<n2<n3) indicates the rotational speed of the engine, and the positive and negative half waves of this AC output waveform correspond to the polarities in the a direction and b direction shown in FIG. 1, respectively.
信号発電機８の交流出力の正半波（第１図ａ方向）はダ
イオード９で整流され、コンデンサ１０を第１図の図示
極性に充電し、このコンデンサ１０の充電電荷は抵抗１
１を介してコンデンサ１０と抵抗１１で決まる放電時定
数に基づいて放電する（第２図口のＶｃ波形）。The positive half wave (direction a in FIG. 1) of the AC output of the signal generator 8 is rectified by the diode 9 and charges the capacitor 10 to the polarity shown in FIG.
1 based on the discharge time constant determined by the capacitor 10 and the resistor 11 (Vc waveform at the beginning of Figure 2).
さて、機関の回転数の上昇に伴なって信号発電機８の交
流出力は増加するが、コンデンサ１０の放電時定数が一
定であるので、交流出力が増加すれば次期点火信号の発
生時期におけるコンデンサ１０の電圧Ｖｃ も増加する
。Now, as the engine speed increases, the AC output of the signal generator 8 increases, but since the discharge time constant of the capacitor 10 is constant, if the AC output increases, the output of the signal generator 8 will increase when the next ignition signal is generated. The voltage Vc of 10 also increases.
而してサイリスタ６のゲートに給電される点火信号Ｖｇ
は第２図ハに示す如く機関の回転数がｎｌ からｎ２
に上昇したとき、ｔ４時期にて一定に保持、即ち機関の
点火時期が一定に保たれる。Thus, the ignition signal Vg supplied to the gate of the thyristor 6
As shown in Figure 2 C, the engine speed is from nl to n2.
, the ignition timing of the engine is kept constant at time t4, that is, the ignition timing of the engine is kept constant.
次に、機関の回転数が第２図ｎ３の通り更に上昇し、コ
ンデンサ１０の充電電圧と信号発電機８の負方向（第１
図す方向）の出力電圧との合成電圧値がゼナーダイオー
ド１３のゼナー電圧Ｖｚ以上になると、第２図に示すよ
うに信号発電機８の負半波のｔｌ からｔ２時期の期間
ダイオード１２、ゼナーダイオード１３、抵抗１４を介
してコンデンサ１０の充電電荷は放電されるので、次期
点火信号の発生時期におけるコンデンサ１０の充電電圧
値が減少しく第２図口の１３ ）、サイリスタ６のゲ
ートに給電される点火信号Ｖｇの発生時期はｔ３時期と
なり、機関の点火時期は進角される。Next, the engine speed further increases as shown in FIG.
When the combined voltage value with the output voltage (in the direction shown in the figure) becomes equal to or higher than the zener voltage Vz of the zener diode 13, the diode 12, Since the charge in the capacitor 10 is discharged via the zener diode 13 and the resistor 14, the charge voltage value of the capacitor 10 decreases at the time when the next ignition signal is generated. The ignition signal Vg to be supplied with power is generated at time t3, and the ignition timing of the engine is advanced.
以上のように、ゼナーダイオード１３が導通するまでは
機関の回転数の上昇に伴ない点火時期はほぼ一定（第３
図Ｘ）に保持され、ゼナーダイオード１３の導通後は回
転上昇に伴ない信号発電機８の交流出力が増加し、コン
デンサ１０の充電電荷の放電量も徐々に増加するためゼ
ナーダイオード１３の導通後は回転数の上昇に伴なって
点火時期が徐々に進角（第３図Ｙ）され、遂には一定（
第３図Ｚ）となる。As described above, the ignition timing remains almost constant as the engine speed increases until the zener diode 13 becomes conductive (the
(Fig. After conduction, the ignition timing is gradually advanced (Y in Figure 3) as the rotation speed increases, and finally becomes constant (
Figure 3 Z).
第３図は本発明装置と従来装置との機関の回転数ｎに対
する点火時期の進角特性θを比較したもので、同図にお
いて曲線■は従来のを示し曲線■は本発明により得られ
る特性を示している。Figure 3 compares the ignition timing advance characteristic θ with respect to engine speed n between the device of the present invention and the conventional device. It shows.
以上のように、信号整形回路７を設けると点火時期の進
角特性を種々変更することができる。As described above, by providing the signal shaping circuit 7, the advance characteristics of the ignition timing can be changed in various ways.
即ち、コンデンサ１０の容量、抵抗１１，１４０値、信
号発電機９の電圧特性及びゼナーダイオード１３のゼナ
ー電圧を変更することにより、機関の必要とする進角特
性が得られる。That is, by changing the capacitance of the capacitor 10, the values of the resistors 11 and 140, the voltage characteristics of the signal generator 9, and the Zener voltage of the Zener diode 13, the advance angle characteristics required by the engine can be obtained.
第４図から第１図を参照して信号整形回路７０種々の変
更例を説明する。Various modifications of the signal shaping circuit 70 will be described with reference to FIGS. 4 to 1.
第４図は第１の他の実施例を示すもので、ゼナーダイオ
ード１３をスイッチング特性を有するもの、例えばサイ
ダック１５を接続したものである。FIG. 4 shows the first other embodiment, in which the Zener diode 13 is connected to one having switching characteristics, for example, a SIDAC 15.
第５図は第２の他の実施例を示すもので、コンデンサ１
０の充電回路に直列に抵抗１６を接続したものでコンデ
ンサ１０の充電電流を制限して高速回転における点火時
期の遅れを防止することができる。FIG. 5 shows a second other embodiment, in which the capacitor 1
A resistor 16 is connected in series to the charging circuit of 0 to limit the charging current of the capacitor 10 and prevent delay in ignition timing at high speed rotation.
第６図は第３の他の実施例を示すもので、ダイオード９
をゼナーダイオード１３に変更したものである。FIG. 6 shows a third other embodiment, in which the diode 9
is changed to a Zener diode 13.
第７図は第４の他の実施例を示すもので、ダイオード９
をゼナーダイオード１３に、又ダイオード１２を抵抗１
４にそれぞれ変更したもので、サイリスタ６のゲート逆
耐圧を保証できる場合使用可能である。FIG. 7 shows a fourth other embodiment, in which the diode 9
to Zener diode 13, and diode 12 to resistor 1
4 and can be used if the gate reverse breakdown voltage of the thyristor 6 can be guaranteed.
尚、以上は、コンデンサ充放電式点火装置に適用したも
のであるが、制御信号により動作する他の点火装置、例
えばトランジスタ等を用いる電流遮断型の点火装置に適
用することも可能である。Although the above description is applied to a capacitor charge/discharge type ignition device, it is also possible to apply it to other ignition devices operated by a control signal, such as a current cut-off type ignition device using a transistor or the like.
以上のように、本発明によれば簡単な回路を付−加する
だけで機関点火時期として折れ線型の進角特性を得るこ
とが可能であり、本来、例えば排気ガス制御等のために
機関が必要とする種々の進角特性に対応できる実用上顕
著なる効果が得られる。As described above, according to the present invention, it is possible to obtain a linear advance characteristic as the engine ignition timing by simply adding a simple circuit. A remarkable effect in practical use can be obtained by being able to correspond to various required advance angle characteristics.
【図面の簡単な説明】
第１図は本発明の一実施例を示す電気回路図、第２図は
第１図装置の動作を説明するための波形図、第３図は第
１図装置の動作を説明するための特性曲線図、第４図、
第５図、第６図、第７図はそれぞれこの発明の他の実施
例を示す電気回路図である。
図中、１は発電コイル、２，９，１２はダイオード、３
，１０はコンデンサ、４は点火コイル、５は点火プラグ
、６はサイリスク、７は信号整形回路、８は信号発電機
、１３はゼナーダイオード、ＩＣｌ３，１６は抵抗、１
５はサイダンクである。[Brief Description of the Drawings] Fig. 1 is an electric circuit diagram showing an embodiment of the present invention, Fig. 2 is a waveform diagram for explaining the operation of the device shown in Fig. 1, and Fig. 3 is a waveform diagram of the device shown in Fig. 1. Characteristic curve diagram for explaining the operation, Fig. 4,
FIG. 5, FIG. 6, and FIG. 7 are electrical circuit diagrams showing other embodiments of the present invention. In the figure, 1 is a generator coil, 2, 9, 12 are diodes, 3
, 10 is a capacitor, 4 is an ignition coil, 5 is a spark plug, 6 is a cyrisk, 7 is a signal shaping circuit, 8 is a signal generator, 13 is a zener diode, ICl3, 16 is a resistor, 1
5 is a side dunk.
Claims (1)
増減する正負二方向の交流出力を発生する信号発電機、
点火コイルの通電電流を制御して点火電圧を発生させる
開閉素子、この開閉素子の制御入力端に対する上記交流
出力のうちの一方向出力の給電路に接続された抵抗とコ
ンデンサからなる並列回路、及び上記交流出力のうち他
方出力電圧と上記コンデンサの充電電圧との合成電圧値
が所定値に達すると上記コンデンサの充電電荷を放電さ
せて上記開閉素子の作動時期を変化させる回路手段を備
えた機関点火装置。 ２ 回路手段は抵抗とゼナーダイオードとからなる特許
請求の範囲第１項記載の機関点火装置。[Scope of Claims] 1. A signal generator that generates alternating current output in both positive and negative directions that is synchronized with the rotation of the engine and whose value increases or decreases as the rotation speed increases or decreases;
A switching element that controls the energizing current of the ignition coil to generate an ignition voltage, a parallel circuit consisting of a resistor and a capacitor connected to a power supply path of the unidirectional output of the AC output to the control input terminal of the switching element, and An engine ignition system comprising circuit means for discharging the charge charged in the capacitor and changing the operating timing of the switching element when the composite voltage value of the other output voltage of the AC output and the charging voltage of the capacitor reaches a predetermined value. Device. 2. The engine ignition system according to claim 1, wherein the circuit means comprises a resistor and a Zener diode.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP51082173A JPS5824628B2 (en) | 1976-07-09 | 1976-07-09 | engine ignition system |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP51082173A JPS5824628B2 (en) | 1976-07-09 | 1976-07-09 | engine ignition system |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPS538438A JPS538438A (en) | 1978-01-25 |
| JPS5824628B2 true JPS5824628B2 (en) | 1983-05-23 |
Family
ID=13767030
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP51082173A Expired JPS5824628B2 (en) | 1976-07-09 | 1976-07-09 | engine ignition system |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPS5824628B2 (en) |
Families Citing this family (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE3032173C2 (en) * | 1979-08-27 | 1985-01-10 | Mitsubishi Denki K.K., Tokio/Tokyo | Magneto ignition device. |
| JPS60209383A (en) * | 1984-03-31 | 1985-10-21 | Dainichi Nippon Cables Ltd | Method of rigging ship with wiring |
| JP3111154B2 (en) * | 1995-02-10 | 2000-11-20 | 株式会社新来島どっく | Air-conditioning system in ship room |
Citations (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS5097743A (en) * | 1973-12-29 | 1975-08-04 |
-
1976
- 1976-07-09 JP JP51082173A patent/JPS5824628B2/en not_active Expired
Patent Citations (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS5097743A (en) * | 1973-12-29 | 1975-08-04 |
Also Published As
| Publication number | Publication date |
|---|---|
| JPS538438A (en) | 1978-01-25 |
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| JPH0437276B2 (en) | ||
| JPS60256564A (en) | Ignitor for internal-combustion engine |