JPS5847156A - Ignition circuit for internal combustion engine - Google Patents

Abstract

PURPOSE:To decrease the number of parts of an ignition circuit and lower its cost, by connecting a by-pass thyristor in parallel with the primary winding of an ignition coil and turning on the thyristor by a voltage corresponding to that induced across the primary winding. CONSTITUTION:A series circuit consisting of a resistor R1 and a thyristor 6 is connected between the terminals A, C of the primary winding 11 of an ignition coil 1 so that the anode of the thyristor is located at the side of the terminal A. The electrode of the N-base layer NB of the thyristor 6 is connected to the base of a transistor Tr2. A parallel circuit consisting of a resistor R4 and a capacitor C1 is connected between the anode of the thyristor 6 and the electrode of the N-base layer NB. When the potential on the terminal A is higher than that on the terminal C, a current flows to the base of the transistor Tr2 through the resistors R1, R4 and the capacitor C1 so that the emitter current of the transistor increases. When the thyristor 6 is turned on as a result of the increase in the current flowing from the layer PE of the thyristor to its other layer PB, the transistor Tr2 is turned off so that sparks are produced on a spark plug 5.

Description

【発明の詳細な説明】 一゛本発明はイグニションフィルの一次巻線の短絡電流
を通電するトランジスタをし中断してコイｌしの二次１
１Ｋｍ電圧を発生させる内燃機関点火回路に関する・ この種の１路として、一般に第１８に示す回路が知られ
ている。イダニシ、ンコイ／Ｉ／　ｌの一次巻１１１１
内に、図示しない内燃機関のクランク軸のフライ小イー
ルに取付けられた永久磁石の回転連動により交番電圧が
誘起される・−次巻線１１の端子・　人が端子ＣＫ対し
て正になると、抵抗−を通じてＮＰＮ　）ランジスタ冨
にベース電流が供給されるの１、トランジスタ冨が先ず
導通する・端子Ａ、Ｃ間の電圧は、抵抗ＩＬ嵩ｍ　ａｓ
　Ｋより分圧され、ダイオー−を介してサイリスク４の
ダート、カソード間に履バイアスとして加えられズいる
ので、端子ム°の゛電位が所定の値まフ上昇するとすイ
リスタ４が導通する・すると３点の電位が低下してトラ
ンジ、スタ２がし中断され、イグニションコイルｌの二
次巻線１２に大きな電圧が誘起されて“点火プラグ８に
火花が飛び、内燃機関が点火さ−れる・なお１ダイオー
ド３はサイリスタ４のゲート、カソード間の逆電圧に対
する保護の役をする。DETAILED DESCRIPTION OF THE INVENTION: (1) The present invention provides a transistor for carrying short-circuit current in the primary winding of the ignition fill, interrupting the short-circuit current in the primary winding of the ignition fill, and
Concerning an internal combustion engine ignition circuit that generates a voltage of 1 Km. As one circuit of this kind, the circuit shown in No. 18 is generally known. Idanishi, Nkoi/I/l primary volume 1111
An alternating voltage is induced in the internal combustion engine by the rotation of a permanent magnet attached to the small flywheel of the crankshaft of an internal combustion engine (not shown). -The base current is supplied to the transistor (NPN) through the resistor IL.1, the transistor conducts first.The voltage between terminals A and C is the resistance IL volume as
Since the voltage is divided from K and applied as a bias between the dirt and cathode of the iris 4 through the diode, when the potential of the terminal 4 rises to a predetermined value, the iris 4 becomes conductive. The potential at three points drops, the transistor and star 2 are interrupted, and a large voltage is induced in the secondary winding 12 of the ignition coil L, causing a spark to fly to the spark plug 8 and igniting the internal combustion engine. Note that the diode 3 serves as a protection against reverse voltage between the gate and cathode of the thyristor 4.

しかしこのような回路においては、端子Ａが端子Ｃに対
して負になった場合、分圧抵抗Ｒ，およびＲ，を通じて
逆もれ電流が流れること、また端子Ａ。However, in such a circuit, when terminal A becomes negative with respect to terminal C, a reverse leakage current flows through the voltage dividing resistors R and R, and terminal A.

Ｃ１１４ＩＣ）ランジスタ２、直列４東−の抵抗Ｒ，と
サイリスタ４ならびに直売ＩＩ胱″め抵抗、Ｒ１と石の
３回路が並列接続されるため部−品点数が多くなる欠点
があった。C114IC) Since the three circuits of transistor 2, series 4 resistor R, thyristor 4, direct-sold II bladder resistor, R1, and stone are connected in parallel, there is a drawback that the number of parts increases.

本発明はこのような分圧抵抗回路を必要としない内燃機
関点火回路を提供することを目的とする・この１的はイ
グニションコイルの一次巻線の両端子間Ｋｍ続されるト
ランジスタと並列にサイリスタが接続され、トランジス
タのペースがサイリスタの陽極を設えた第一層に隣接す
る第二層に設けた電Ｉｌｋ接続され、陽極と第二層に設
置すられた電極間に第一層と第二層の間に印加される原
バイアスの大傘さの制御手段が接続されるととｋよって
達せられる。この制御手段は抵抗でも、コンデンサでも
よく、あるいはクランク軸の回転方向に対しイグニショ
ンコイルの一次巻線の背静：側に設けられた発電フィル
であ。てもよい０ 以下図面を引用して本発明の実施例について説明する。An object of the present invention is to provide an internal combustion engine ignition circuit that does not require such a voltage dividing resistor circuit.One purpose of this invention is to provide a thyristor in parallel with a transistor connected between both terminals of the primary winding of the ignition coil. is connected, and the electrode of the transistor is connected to the electrode provided in the second layer adjacent to the first layer provided with the anode of the thyristor, and the electrode provided in the first layer and the second layer is connected between the anode and the electrode provided in the second layer. This is achieved by connecting means for controlling the magnitude of the original bias applied between the layers. This control means may be a resistor, a capacitor, or a power generation filter provided on the reverse side of the primary winding of the ignition coil with respect to the direction of rotation of the crankshaft. 0 Examples of the present invention will be described below with reference to the drawings.

以下の各図において第１図を含めて共通の部分には同一
の符号が付されている。第２図に示すように一次巻線１
１の端子Ａ、Ｃ間には抵抗Ｒ１とサイリスタ６の直列回
路がサイリスタの陽極をＡＩＩＩＫして接続されている
。サイリスタ６ＯＮペース層（Ｎｍ　）の電極とトラン
ジスタ２０ベースが接続されており、サイリスタ６の降
接とＮペース層（Ｎ＋）の電極との間には抵抗Ｒ４と＝
ンデンサＣ１の並列回路が接続されてい互。この回路に
おいて、端子Ａの電位が端子ＣＫ対して正である値以上
になると、抵抗Ｒ１から抵抗Ｒ４およびコンデンサＣ１
を通じてトランジスタ２のペース忙電流が流れ、トラン
ジスタ２のコレクタ、エミッタ間は導通する。この場合
サイリスタ６のｐ　ｚ　！ツタ層（ＰｔｊからＮペース
層（Ｎｍ）Ｋｆｉれる電流は小さく、サイリスタ６は導
通しない・端子人の電圧が上昇するｋつれてトランジス
タ２のエミッタ電流が増大するとともにサイリスタ６の
落一層の２１層と第二層のＰ一層の間に印加される電圧
が上昇してＰｍ層からＰ１層−に流れる電流も増大し、
つ−−にはサイリスタ６が導通するに至る。サイリスタ
６が導通ずるとＦランレスタ２０ペース電位は下がり、
トランジスタはし中断する。これＫよって点火プラグの
抵抗値およびコンデンサＣ１の客車にようズ調整される
６：ＩンデンサＣＩは必ずしも必要でなく抵抗Ｒ４のみ
でもよいが、端子人の電圧が異常に急上昇した場合にＰ
ｍ　ｍ　Ｎｙｓ間の順ノ（イアスの上昇をおくらせ、導
通時期が早すぎることのなｔように’ｆる働ぎがある・
逆Ｋ　１４を省略し＝ンデンサＣ工のみにし【もよい。In each of the following figures, including FIG. 1, common parts are given the same reference numerals. Primary winding 1 as shown in Figure 2
A series circuit of a resistor R1 and a thyristor 6 is connected between terminals A and C of the thyristor 1, with the anode of the thyristor AIIIK connected. The electrode of the thyristor 6ON pace layer (Nm) and the base of the transistor 20 are connected, and a resistor R4 and =
The parallel circuits of capacitor C1 are connected to each other. In this circuit, when the potential of terminal A exceeds a positive value with respect to terminal CK, resistor R1 to resistor R4 and capacitor C1
The pace current of transistor 2 flows through the transistor 2, and conduction occurs between the collector and emitter of transistor 2. In this case p z ! of thyristor 6! The current flowing from the vine layer (Ptj to the N pace layer (Nm) Kfi is small, and the thyristor 6 does not conduct. As the terminal voltage rises, the emitter current of the transistor 2 increases and the 21st layer of the falling layer of the thyristor 6 increases. The voltage applied between the P layer and the second P layer increases, and the current flowing from the Pm layer to the P1 layer also increases.
First, the thyristor 6 becomes conductive. When thyristor 6 becomes conductive, the F run restor 20 pace potential decreases,
Transistor interrupts. This K adjusts the resistance value of the spark plug and the passenger car of the capacitor C1.6:I The capacitor CI is not necessarily necessary and only the resistor R4 may be used, but if the terminal voltage suddenly rises abnormally, the P
There is a function to delay the rise of m m Nys and prevent the conduction timing from being too early.
It is also possible to omit the inverse K 14 and use only the densa C process.

第３図においては第２図の抵抗Ｒ，Ｋ並列に発電コイル
フが接続されている。発電コイル７は第４図に示すよ５
にイグニシ、ンフイルの一次巻＠　１１と同様にクラン
ク軸４の円周上に配置されて〜・る。In FIG. 3, a power generating coil is connected in parallel to the resistors R and K shown in FIG. The generator coil 7 is shown in Fig. 4.
The primary winding of the ignition filter is arranged on the circumference of the crankshaft 4 in the same way as 11.

今、クランク軸が正規の方向に矢印Ｘのように回転して
いると４！には、永久磁石ｎの磁界により巻線１１には
第６１１１の１線３１のような交番電圧波屏を生ずる。Now, if the crankshaft is rotating in the normal direction as shown by arrow X, it will be 4! In this case, an alternating voltage waveform like that shown in the 6111th line 31 is generated in the winding 11 due to the magnetic field of the permanent magnet n.

期間ｌの間はトランジスタ２は導通せず、期間ｎＫ入つ
て端子人の電位が端子Ｃよ、り高くなるど上述のよ５Ｋ
）ランジスタ２は導通する。トランジスタ２の導通によ
り端子Ａ、Ｃ閾の電圧をま下がり−１１３２をたどる。During the period l, the transistor 2 is not conductive, and after the period nK, the potential of the terminal becomes higher than that of the terminal C, and as mentioned above, the voltage at the terminal becomes 5K.
) Transistor 2 becomes conductive. Due to the conduction of transistor 2, the voltage at the terminals A and C threshold drops to -1132.

端子Ａ、Ｃ間の電圧の上昇によりすイリスタロが導通し
て期間■に入り、ここでトランジスタ２力予し中断さｔ
ｊ、ｌｌｌ１１１に逆起電−圧が発生し、ム、Ｃ間の電
圧は曲纏おのよう４に急上昇する。これｋよって二次巻
線１２に大町な電圧が誘起される・Ａ、Ｃ間゛の電圧が
零となるとサイリス・り６はオフ状態となり再びＩの期
間に入る。別置の発電コイル７には主コイル１１４９お
くルて曲曽３４に示す起電圧が発生する。しかし逆起電
圧あ・１サイリスタ６がオフしないＩｌｌ！の電圧であ
？、発電コイル１の発電起電圧はサイリスタ６ある−１
“番１トランジスタ２０オン、オフには無関係である。Due to the rise in voltage between terminals A and C, Iristaro becomes conductive and enters period ■, where the transistor 2 power is interrupted.
A back electromotive voltage is generated at J and Ill111, and the voltage between M and C suddenly rises to 4. As a result, a large voltage is induced in the secondary winding 12. When the voltage between A and C becomes zero, the thyristor 6 becomes OFF and enters the period I again. In the separately placed power generating coil 7, an electromotive voltage shown by the curve 34 is generated across the main coil 1149. However, the back electromotive voltage A-1 thyristor 6 does not turn off! At that voltage? , the generated electromotive voltage of the generating coil 1 is −1
“Whether the No. 1 transistor 20 is on or off is irrelevant.

次に二輪車の逆行のようにクランク軸４２１が矢印ｒ方
向に逆回転する場合には発電コイル７０発電は主コイル
１１の発電より先行し、第６図に示すよ５な一係になる
・主コイル１１の発電により人、０間の電圧が正になる
までの期間１′ではトランジスタ２およびサイリスタ６
はオフ状態にある。次に期間１１’に入り端子Ａ、Ｃ間
の電圧が正になつた時には、発電フィル７による電圧―
曽菖が示す電圧がサイリスタ６の陽極とＮベース層の間
に印加されてい５ｓ）でサイリスタ６は導通し、トラン
ジスタ２はＡプリまま゛である。発電＝イルフによる起
電圧が負となっても逆起電圧あはサイリスタ６がオフし
ないＳ［であり、端子Ａ、Ｃ間の電圧が零になった時サ
イリスタ６ははじめてオフ状態となり、ｌＩの状態Ｋｊ
ｌる。これから明らかなように、軸２１の逆回転の際に
はトランジスタ２は導通せず、従って点火プラグ５の放
電も発ｉしないのでエンジンが点火される危険がない。Next, when the crankshaft 421 rotates in the reverse direction in the direction of arrow r, such as when a two-wheeled vehicle is traveling backwards, the power generation from the power generation coil 70 precedes the power generation from the main coil 11, resulting in the main During the period 1' until the voltage between 0 and 0 becomes positive due to the power generation of the coil 11, the transistor 2 and the thyristor 6
is in the off state. Next, when period 11' begins and the voltage between terminals A and C becomes positive, the voltage generated by the power generation filter 7 -
When the voltage indicated by the iris is applied between the anode of the thyristor 6 and the N base layer (5s), the thyristor 6 becomes conductive and the transistor 2 remains in the A-type state. Power generation = Even if the electromotive force due to ILF becomes negative, the back electromotive force does not turn off the thyristor 6. When the voltage between terminals A and C becomes zero, the thyristor 6 turns off for the first time, and the lI Condition Kj
lru. As is clear from this, when the shaft 21 rotates in the reverse direction, the transistor 2 is not conductive and therefore the spark plug 5 is not discharged, so there is no danger of the engine being ignited.

発電フィル７を第７図に示すようにサイリｙ％り６の陰
極と２１層の間に挿入して、もよ、い。この場合も軸２
１の逆回転時にはトランジスタ２を導通させることなく
サイリスタ６が導通ずる・ さらに正回転時のサイリスタ６の導通を０端子Ａ。As shown in FIG. 7, the power generating film 7 is inserted between the cathode of the cylindrical layer 6 and the layer 21. In this case as well, axis 2
When 1 rotates in reverse, thyristor 6 becomes conductive without making transistor 2 conductive. Furthermore, when thyristor 6 rotates forward, 0 terminal A conducts thyristor 6.

０間の電圧の上昇によらないで、発電コイルフの起電圧
の上昇時期を早めてそれにより導通させる　−よ５Ｋし
てもよい・発電コイを７の起電圧がサイリスタ６の点弧
に十分になる時期をクランク軸の最適点火角度に適合さ
せて選定することが望ましい拳 本発明は上忙説明したよ５にイグニションコイルの一次
巻線に並列接続されるバイパス用サイリスタの点弧をそ
の陽極と隣接する第二層との間ｒ−一次巻線起電ＥＫ対
応する電圧あるいは別魯電ツィルの起電圧によって行う
ものであり、これによって並列分圧回路が省略でき部品
点数の少ない内燃機関点火回路を得る。また別置発電コ
イルの起電圧の利用によりクランク軸逆回転時の蔗火を
阻止すること本でｅ　％−ｌｌ＃に二輪車の危険防止に
きわめて有効である。It is possible to advance the rising timing of the electromotive voltage of the generator coil and make it conductive without depending on the voltage rise between 0 and 0. -5K may also be used. It is desirable to select the timing that matches the optimum ignition angle of the crankshaft.As described above, the present invention is based on the ignition of the bypass thyristor connected in parallel to the primary winding of the ignition coil. This is done by using the voltage corresponding to the r-primary winding electromotive force EK between the adjacent second layer or the electromotive voltage of a separate electric wire.This allows the parallel voltage divider circuit to be omitted, creating an internal combustion engine ignition circuit with a small number of parts. get. In addition, by utilizing the electromotive force of the separately placed generator coil, it is extremely effective to prevent danger to motorcycles by preventing a fire when the crankshaft rotates in reverse.

【図面の簡単な説明】[Brief explanation of the drawing]

第１図は内燃機関点火回路の従来例の回路図、第２図は
本発明の一実施例の回路図、第３図は異なる実施例の回
路図、第４図は第３図におけるフィルの位置を示す説明
図、第５図、第６図は第３図の回路においてイグニショ
ンコイルの一次巻線および発電フィルの起電圧波形のそ
れぞれクランク軸の正回転時および逆回転時の時間的関
係を示す波形図、第７図はさらに別の実施例を示す回路
図である。 １・・・イグニション；イル、１１・・・−次１１１１
　。 ２・・・トランジスタ、６・・・サイリスタ、７・・・
別置発電］イル、Ｒ４・・・抵抗、ＣＩ・・・１ンデン
サ・才１図 ム ｔ　２［！１ Δ ２３図 ム オ７図 オ６図Fig. 1 is a circuit diagram of a conventional example of an internal combustion engine ignition circuit, Fig. 2 is a circuit diagram of an embodiment of the present invention, Fig. 3 is a circuit diagram of a different embodiment, and Fig. 4 is a circuit diagram of the fill in Fig. 3. The explanatory diagrams showing the positions, Figures 5 and 6, show the temporal relationship of the electromotive force waveforms of the primary winding of the ignition coil and the power generation filter when the crankshaft rotates forward and backward, respectively, in the circuit of Figure 3. The waveform diagram shown in FIG. 7 is a circuit diagram showing yet another embodiment. 1...ignition;il, 11...-next 1111
. 2...Transistor, 6...Thyristor, 7...
[! 1 Δ Figure 23 Muo Figure 7 O Figure 6

Claims (1)

【特許請求の範囲】 ｌ）イグニションコイルの一次巻線の両端子間にＩＩ続
されるトランジスタに並列にサイリスクが接続され、前
記トランジスタのペースが前記サイリスタの陽極を設け
た第一層Ｋｍｌｌｉする第二層に設置すた電極忙接続さ
れ、前記降板と峡菖二層に設けられた電極との間（、前
記露一層と第二層の間に印加される履パイナースり大会
さの制御手段がＩＩ続されたことをＩＩ＃徴°どする内
燃機関点火回路・り４１許請求の範１１ｍ１項記載の回
路において、制御手段が抵抗）あることを特徴とする内
燃機関点火１１ ３）轡許錆求の範−＄ＩＥ１項記載の回路において、制
御手段ｔ／Ｌクンデン−？１あることを特徴とする内燃
機関点火■路拳 ４）４Ｉ許錆求の範ｓｍｉ項記載の１路において、制御
手段が内燃機関のクランク軸の一転方向に対しイグニシ
ョンコイル、の一次巻線の臂螢儒Ｋ　ＩＩ！１すられた
発電コイルであることを特徴とする内燃機関点火回路。[Claims] l) A thyristor is connected in parallel to a transistor connected between both terminals of the primary winding of the ignition coil, and the pace of the transistor is the first layer Kmli provided with the anode of the thyristor. The electrodes installed in the two layers are connected between the lower plate and the electrode installed in the second layer (and the control means for controlling the height of the pinners applied between the first layer and the second layer). An internal combustion engine ignition circuit for indicating that II# is connected.41 In the circuit according to claim 1, the control means is a resistance. Range-$IE In the circuit described in item 1, the control means t/L Kunden-? 1) Internal combustion engine ignition system 4) 4I In the 1st road described in 4), the control means is configured to control the ignition coil and the primary winding of the internal combustion engine with respect to one direction of rotation of the crankshaft of the internal combustion engine. Confucian II! 1. An internal combustion engine ignition circuit characterized by having a smooth generating coil.