JPS6128761A - Ignition device of single-cylinder internal-combustion engine - Google Patents
Ignition device of single-cylinder internal-combustion engineInfo
- Publication number
- JPS6128761A JPS6128761A JP14916784A JP14916784A JPS6128761A JP S6128761 A JPS6128761 A JP S6128761A JP 14916784 A JP14916784 A JP 14916784A JP 14916784 A JP14916784 A JP 14916784A JP S6128761 A JPS6128761 A JP S6128761A
- Authority
- JP
- Japan
- Prior art keywords
- circuit
- engine
- output
- speed
- predetermined
- 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.)
- Pending
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
- F02P9/00—Electric spark ignition control, not otherwise provided for
- F02P9/002—Control of spark intensity, intensifying, lengthening, suppression
- F02P9/005—Control of spark intensity, intensifying, lengthening, suppression by weakening or suppression of sparks to limit the engine speed
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B75/00—Other engines
- F02B75/16—Engines characterised by number of cylinders, e.g. single-cylinder engines
Landscapes
- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Ignition Installations For Internal Combustion Engines (AREA)
Abstract
Description
【発明の詳細な説明】
本発明は単気筒内燃エンジン点火装置に関し、特に過回
転防止機能を備えた単気筒内燃エンジン点火装置に関す
る。DETAILED DESCRIPTION OF THE INVENTION The present invention relates to a single cylinder internal combustion engine ignition system, and more particularly to a single cylinder internal combustion engine ignition system having an overspeed prevention function.
過回転防止機能を備えた内燃エンジン点火装置としては
、エンジン回転数が所定回転数以上になると点火を停止
してエンジン回転数を制御する方式の点火装置が既に知
られている。しかしながら、単気筒内燃エンジンではク
ランクシャフトが２回転する間の点火数が１回又は２回
の如く少なく、過回転防止のための点火停止によって急
激な出力低下を生じるので自動２輪車等の車両に搭載し
た場合にドライバビリティの著しい悪化を招くという問
題点があった。As an internal combustion engine ignition device having an overspeed prevention function, an ignition device of a type that controls the engine speed by stopping ignition when the engine speed exceeds a predetermined speed is already known. However, in a single-cylinder internal combustion engine, the number of ignitions during two rotations of the crankshaft is small, such as once or twice, and when the ignition is stopped to prevent overspeeding, a sudden drop in output occurs, so it is used in vehicles such as motorcycles. There was a problem in that when installed in a vehicle, drivability deteriorated significantly.
そこで１本発明の目的は単気筒内燃エンジンの急激な出
力トルク変動を抑制しつつ円滑な過回転防止作用をなし
得る点火装置を提供することにある０
本発明の単気筒内燃エンジン点火装置はエンジンの回転
に同期してパルス信号を発生し、エンジン回転数が第１
所定回転数以下のときパルス信号発生毎に点火し、エン
ジン回転数が第１所定回転数以上でかつ第１所定回転数
よシ大なる第２所定回転数以下のとき少なくとも２回の
パルス信号発生毎に点火し、エンジン回転数が第２所定
回転数以上のとき点火を停止することを特徴としている
０以下、本発明の実施例を図面を参照しつつ詳細に説明
する。Accordingly, an object of the present invention is to provide an ignition device that can suppress sudden fluctuations in output torque of a single-cylinder internal combustion engine while smoothly preventing overspeed. A pulse signal is generated in synchronization with the rotation of the engine, and when the engine rotation speed is the first
Ignition occurs every time a pulse signal is generated when the engine speed is below a predetermined speed, and the pulse signal is generated at least twice when the engine speed is above a first predetermined speed and below a second predetermined speed that is greater than the first predetermined speed. Embodiments of the present invention will be described in detail with reference to the drawings.
第１図は自動二輪車に搭載された単気筒エンジンに適用
した本発明による点火装置の配置を示している。本図に
おいて、エンジン１の気筒には点火プラグ２が装着され
てお凱その点火プラグ２はハイテンションコード３を介
してイグニッションコイル４に接続されている。５はパ
ルスジェネレータであシ、後述のパルサーコイルヲ有し
クランクシャフトの回転に応じてパルス信号を発生して
電気回路ユニット６に供給する。！た。バッテリ７の出
力端子はメインスイッチ８．キルスイッチ９を介してイ
グニッションコイル４に接続されている。FIG. 1 shows the arrangement of an ignition device according to the present invention applied to a single-cylinder engine mounted on a motorcycle. In this figure, a spark plug 2 is attached to a cylinder of an engine 1, and the spark plug 2 is connected to an ignition coil 4 via a high tension cord 3. Reference numeral 5 denotes a pulse generator, which has a pulser coil to be described later, and generates a pulse signal according to the rotation of the crankshaft and supplies it to the electric circuit unit 6. ! Ta. The output terminal of the battery 7 is connected to the main switch 8. It is connected to the ignition coil 4 via a kill switch 9.
第２図は電気回路ユニット・６内に形成された回。FIG. 2 shows circuits formed in the electric circuit unit 6.
路を示している。本図において、パルスジェネレータ５
のパルサーコイル１１はクランクシャフト等のエンジン
作動に応じて回転する回転体と同期して回転する回転磁
石（図示せず）の近傍に所定の回転角度位置に配設され
、該回転磁石の回転に同期したパルス信号を発生する。It shows the path. In this figure, the pulse generator 5
The pulsar coil 11 is disposed at a predetermined rotational angle position near a rotating magnet (not shown) that rotates in synchronization with a rotating body such as a crankshaft that rotates in response to engine operation, and Generates synchronized pulse signals.
パルサーコイル１１から得られるパルス信号は波形成形
回路１２によって矩形波パルスに変換される。波形成形
回路１２にはトリガ回路１３及び充放電回路１４が接続
されている。トリガ回路１３は矩形波パルスに応じてト
リガパルスを発生しかつＡＮＤ回路１５の一方の入力端
及び分周回路１６に供給する。分周回路１６はトリガパ
ルスの発生周波数を所定分ＡＮＤ回路１７の一方の入力
端に供給する。一方、充放電口ｊｌｉ５１４はコンデン
サを有し該コンデンサを矩形波パルスに応じて充放電せ
しめることによフェンジン回転数に対応する出力電圧を
発生する。A pulse signal obtained from the pulser coil 11 is converted into a rectangular wave pulse by a waveform shaping circuit 12. A trigger circuit 13 and a charging/discharging circuit 14 are connected to the waveform shaping circuit 12 . Trigger circuit 13 generates a trigger pulse in response to the rectangular wave pulse and supplies it to one input terminal of AND circuit 15 and frequency divider circuit 16 . The frequency dividing circuit 16 supplies a predetermined portion of the trigger pulse generation frequency to one input terminal of the AND circuit 17 . On the other hand, the charge/discharge port jli 514 has a capacitor and generates an output voltage corresponding to the engine rotation speed by charging and discharging the capacitor in accordance with the rectangular wave pulse.
充放電回路１４の出力端には比較器１８．１９が接続さ
れている。比較器１８は充放電回路１４の出力電圧が第
１所定回転数Ｎよ（例えば、 １００００ ｒ、ｐ、ｍ
）Ｋ５ｔＨ５ｆ、６Ｆｌ’ｉゝ１１“ａｖｏ、＝ｔｏ〜
Ｌ／ ＜ ／ｌ／ （７） 。Comparators 18 and 19 are connected to the output terminal of the charging and discharging circuit 14. The comparator 18 determines whether the output voltage of the charge/discharge circuit 14 is equal to the first predetermined rotation speed N (for example, 10000 r, p, m
) K5tH5f, 6Fl'iゝ11"avo, =to~
L/ < /l/ (7).
出力を得る。比較器１９は充放電回路１４の出力電圧が
第１所定回転数Ｎ□よ多大なる第２所定回転数Ｎ２（例
えば、 １２０００ ｒ、 ｐｏｍ ）に対応する所定
電圧ｖ２以下のときのみ高レベルの出力を得る。get the output. The comparator 19 outputs a high level only when the output voltage of the charging/discharging circuit 14 is equal to or lower than a predetermined voltage v2 corresponding to a second predetermined rotation speed N2 (for example, 12000 r, pom) which is greater than the first predetermined rotation speed N□. get.
波形成形回路１２及び比較器１８の各出力レベルの論理
和がＯＲ回路２ｏによって採られてＡＮＤ回路１５の他
方の入力端に供給される。また波形成形回路１２及び比
較器１９の各出力レベルの論理和かＯＲ回路２１によっ
て採られてＡＮＤ回路１７の他方の入力端に供給されΣ
。更にＡＮＤ回路１５．１７の各出力レベルの論理和が
ＯＲ回路２２によって採られてパワートランジスタ２３
のペースに供給される。トランジスタ２３はＯＲ回路２
２の出力レベルに応じてオン又はオフとなシ、トランジ
スタ２３のオン・オフにょシイグニノションコイル４の
１次コイルに電流が断続的に流れて２次コイルに高電圧
が発生し点火プラグ２に火花を生ぜしめるのである。The logical sum of the respective output levels of the waveform shaping circuit 12 and the comparator 18 is taken by the OR circuit 2o and supplied to the other input terminal of the AND circuit 15. Also, the logical sum of the output levels of the waveform shaping circuit 12 and the comparator 19 is taken by the OR circuit 21 and is supplied to the other input terminal of the AND circuit 17.
. Further, the OR circuit 22 takes the logical sum of the output levels of the AND circuits 15 and 17, and outputs the power transistor 23.
supplied at the pace of. Transistor 23 is OR circuit 2
The transistor 23 turns on or off depending on the output level of the ignition coil 4. Current flows intermittently to the primary coil of the ignition coil 4, and a high voltage is generated in the secondary coil, causing the spark plug to turn on or off. It creates a spark in 2.
かかる本発明による点火装置においては、パルサーコイ
ル１１から得られるパルス信号（α）は第３図（α）に
示すように正及び負パルスの対が連続して形成された信
号である。このパルス信号＜ａ）は波形成形回路１２に
よって第３図（，６）に示すように正パルスの前縁位置
において立ち上がシ、かつ負パルスの前縁位置にて立ち
下がる矩形波パルス（Ａ）に変換される。第３図の如く
時間と共にエンジン回転数が上昇している場合、矩形波
パルス（Ａ）の発生間隔が短くなる。矩形波パルスＣｂ
）の発生と同時に充放電回路１４のコンデンサが充電さ
れて所定電圧ｖ、（Ｖ８〉■、〉■エンが充放電回路１
４の出力電圧（Ｃ）とな凱その後、そのコンデンサを所
定電流で放電せしめることによシ出カ電圧ＣＣ）は徐々
に低下する。矩形波パルスＣｈ）の消滅時に出力電圧（
ｃ）の低下は停止し１次の矩形波パルスの発生までその
出力電圧レベルが保持される。よって、充放電回路１４
の出力波形は第３図ＣＣ）の如く三角波となシ。In the ignition device according to the present invention, the pulse signal (α) obtained from the pulser coil 11 is a signal in which a pair of positive and negative pulses are successively formed as shown in FIG. 3 (α). This pulse signal < a) is generated by the waveform shaping circuit 12 into a rectangular wave pulse ( A). When the engine speed increases with time as shown in FIG. 3, the interval between the occurrences of the rectangular wave pulses (A) becomes shorter. Square wave pulse Cb
) is generated, the capacitor of the charging/discharging circuit 14 is charged, and the predetermined voltage v, (V8〉■,〉■) is applied to the charging/discharging circuit 1.
Thereafter, by discharging the capacitor with a predetermined current, the output voltage CC) gradually decreases. When the square wave pulse Ch) disappears, the output voltage (
The drop in c) is stopped and the output voltage level is maintained until the generation of the first-order rectangular wave pulse. Therefore, the charging/discharging circuit 14
The output waveform is a triangular wave as shown in Figure 3 (CC).
その保持期間の出力電圧（ｃ）はエンジン回転数に応じ
たレベルとなる。比較器１８の出力レベル（ｄ）は第３
図（ｄ）に示すように充放電回路１４の出力電圧（Ｃ）
が第１所定電圧ｖ０以下のとき高レベルに、第１所定電
圧■、よ多大のとき低レベルになる。矩形波パルス（ｄ
）と比較器１８の出力信号Ｃｄ）との論理和をＯＲ回路
２０によって採ると第３図（−）に示すように充放電回
路１４の保持期間の出力電圧（Ｃ）が第１所定電圧ｖ□
以下となる範囲、すなわちエンジン回転数が第１所定回
転数Ｎ工以下となる範囲では高レベル状態が継続し、保
持期間の出力電圧（Ｃ）が第１所定電圧ｖ０よシ太とな
る範囲、すなわちエンジン回転数が第１所定回転数Ｎ□
よ多大となる範囲では矩形波パルスのレベル変化に等し
くなる。また比較器１９の出力レベルσフは第３図（イ
）に示すように充放電回路１４の出力電圧（Ｃ）が第２
所定電圧■、以下のとき高レベルに、第２所定電圧■２
よ多大のとき低レベルになる。矩形波パルス（ｄ）と比
較器１９の出力信号（ｄ）との論理和をＯＦＬ回路２１
によって採ると第３図（ｇ）に示すように充放電回路１
４の保持期間の出力電圧ＣＣ）が第２所定電圧■２以下
となる範囲、すなわちエンジン回転数が第２所定回転数
Ｎ２以下となる範囲では矩形波パルスのレベル変化に等
しくなる。The output voltage (c) during the holding period has a level corresponding to the engine speed. The output level (d) of the comparator 18 is the third
As shown in figure (d), the output voltage (C) of the charging/discharging circuit 14
When the voltage is less than the first predetermined voltage v0, it becomes a high level, and when the first predetermined voltage (2) is higher than the first predetermined voltage, it becomes a low level. Square wave pulse (d
) and the output signal Cd) of the comparator 18 using the OR circuit 20, the output voltage (C) during the holding period of the charging/discharging circuit 14 becomes the first predetermined voltage v, as shown in FIG. □
In the following range, that is, in the range where the engine speed is equal to or less than the first predetermined rotation speed N, the high level state continues, and the output voltage (C) during the holding period is greater than the first predetermined voltage v0, That is, the engine rotation speed is the first predetermined rotation speed N□
In a larger range, it becomes equal to the level change of a rectangular wave pulse. Furthermore, the output level σ of the comparator 19 is as shown in FIG.
Predetermined voltage ■, high level when below, second predetermined voltage ■2
When the amount is large, the level becomes low. The OFL circuit 21 calculates the logical sum of the rectangular wave pulse (d) and the output signal (d) of the comparator 19.
As shown in Figure 3(g), the charging/discharging circuit 1
In the range where the output voltage CC) during the holding period of 4 is below the second predetermined voltage (2), that is, within the range where the engine speed is below the second predetermined speed N2, it becomes equal to the level change of the rectangular wave pulse.
一方、トリガ回路１３から出力されるトリガノくルス（
勾は点火タイミングを表わし第３図（Ａ）に示すよ２に
矩形波パルス（Ａ）よフ若干遅れ発生しかつエンジン回
転数が上昇し高くとも第１所定回転数Ｎ工以上では矩形
波パルス（ｂ）の非存在時に発生する。On the other hand, the trigger pulse output from the trigger circuit 13 (
The slope represents the ignition timing, and as shown in Fig. 3 (A), the square wave pulse (A) occurs slightly later than the rectangular wave pulse (A), and as the engine speed rises and exceeds the first predetermined speed N at most, the rectangular wave pulse occurs. Occurs in the absence of (b).
このトリガパルス（ん）とＯＥＩ、回路２０の出力信号
（りとの論理積を採るＡＮＤ回路１５の出力信号（乙）
は第３図＜ｉ）に示すようにＯＲ回路２０の出力レベル
が高レベルを継続する期間、すなわちエンジン回転数か
第１所定回転数Ｎ０以下の範囲においてトリガパルスＣ
ｈ）と等しくなシそれ以外の範囲では低レベルとなる。The output signal (B) of the AND circuit 15 which takes the logical product of this trigger pulse (N), OEI, and the output signal of the circuit 20 (B)
As shown in FIG. 3 <i), the trigger pulse C is generated during a period in which the output level of the OR circuit 20 continues to be at a high level, that is, in a range where the engine rotational speed is equal to or lower than the first predetermined rotational speed N0.
In other ranges, the level is low.
またトリガパルスＣｈ）は分周回路１６によって分周さ
れる。ここで、分周回路１６の分局比を１７′２とする
と分周回路１６の出力信号（ｊ）は第３図Ｃｊ）に示す
ようにトリガパルスＣｈ）を１つ置きにした信号として
得られる。分局口ｗ５１６の出力信号（ｊ）とＯＲ回路
２１の出力信号（ｇ）との論理積を採るＡＮＤ回路１７
の出力信号Ｃｋ）は第３図（＆）に示すようにＯＲ回路
２１の出力レベルが高レベルを継続する期間、すなわち
エンジン回転数が第２所定回転数Ｎ、以下の範囲におい
て分周回路１６の出力信号０）に等しくなシそれ以外の
範囲では低レベルとなる。ＡＮＤ回路１５．１７の各出
力信号＜ｉン、 （ｋ）の論理和がＯＲ回路２２によっ
て採られるので、ＯＲ回路２２の出力信号（ｅ）は第３
図Ｖ）に示すようにエンジン回転数が第１所定回転数Ｎ
□以下ではトリガパルス（Ａ）に等しく、第１所定回転
数Ｎｌよシ太でかつ第２所定回転数Ｎ２以下では分周回
路１６の出力信号（ｊ）に等しく、第２所定回転数ＮＩ
ｉよ多大では低レベル状態となる。よって、トランジス
タ２３はＯＲ，回路２２の出力信号に応じてオン・オフ
してイグニッションコイル４に断続的に電流を供給する
ことによシ点火プ２グ２に火花を生せしめるので、２サ
イクルエンジンの場合、エンジン回転数が第１所定回転
数Ｎ０以下のときクランクシャフトが１回転する毎に１
回点火する通常点火が行なわれる。またエンジン回転数
が第１所定回転数Ｎｌよシ太でかつ第２所定回転数Ｎ、
以下のときクランクシャフトが２回転する毎に１回点火
する間引き点火が行なわれ、エンジン回転数が第２所定
回転数よシ犬のとき点火が停止される。Further, the frequency of the trigger pulse Ch) is divided by a frequency dividing circuit 16. Here, if the division ratio of the frequency divider circuit 16 is 17'2, the output signal (j) of the frequency divider circuit 16 is obtained as a signal with every other trigger pulse Ch) as shown in Figure 3 Cj). . AND circuit 17 that takes the logical product of the output signal (j) of the branch port w516 and the output signal (g) of the OR circuit 21
As shown in FIG. 3 (&), the output signal Ck) of the frequency dividing circuit 16 is output during a period in which the output level of the OR circuit 21 continues to be at a high level, that is, in a range where the engine rotational speed is equal to or less than the second predetermined rotational speed N. The output signal 0) is equal to the output signal 0), and the level is low in other ranges. Since the OR circuit 22 takes the logical sum of each output signal <in, (k) of the AND circuits 15 and 17, the output signal (e) of the OR circuit 22 is
As shown in Figure V), the engine rotation speed is the first predetermined rotation speed N.
□ Below, it is equal to the trigger pulse (A), and when it is greater than the first predetermined rotation speed Nl and below the second predetermined rotation speed N2, it is equal to the output signal (j) of the frequency dividing circuit 16, and the second predetermined rotation speed NI
If it is larger than i, it will be in a low level state. Therefore, the transistor 23 turns on and off according to the output signal of the OR circuit 22 and intermittently supplies current to the ignition coil 4, thereby producing a spark in the spark plug 2. In the case of
Normal ignition is performed with multiple ignitions. Further, the engine rotation speed is greater than the first predetermined rotation speed Nl and the second predetermined rotation speed N,
In the following cases, skipped ignition is performed in which ignition occurs once every two rotations of the crankshaft, and ignition is stopped when the engine speed is equal to or higher than a second predetermined speed.
次に、トリガ回路１３の構成及び動作を第４図及び第５
図に従って説明する。Next, the configuration and operation of the trigger circuit 13 are shown in FIGS. 4 and 5.
This will be explained according to the diagram.
第４図に示した回路において、入力端子ＩＮＫは波形成
形回路１２から上記矩形波パルス（Ａ）に等しい矩形波
パルス（８）が供給される０この矩形波パルス囚はトラ
ンジスタＱ、、Ｑ、をオン・オフせしめる。トランジス
タＱ０がオンとなるとトランジスタＱ８もオンとなシ抵
抗Ｒ０を経てキャパシタＣ０が充電され、トランジスタ
Ｑ工、Ｑ、がオフとなるとキャパシタＣ０が抵抗Ｒ１，
Ｒ，、を経て放電される。従って、第５図■に示す如き
信号波形が比較器３１の一方の端子に供給される。比較
器３１の他方の端子には抵抗Ｒ８，Ｒ，、からなる分圧
器によって基準電圧ｖＲ□が供給されておシ、比較器３
１は第５図（ｑに示される如き矩形波信号（Ｑを発生す
る。一方、トランジスタＱ２のオフの際キャパシタＣ３
が抵抗Ｒ５゜Ｒ６を経て充電されトランジスタＱ２のオ
ンの際は抵抗Ｒ６及びトランジスタＱ、を経て放電され
る故、トランジスタＱ、のコレクタ電圧は第５図０に示
す如く変化して矩形波信号０となり、矩形波信号０は比
較器３２の一方の端子に供給される。比較器３２の他方
の端子には抵抗）Ｌ９．Ｒ，８からなる分圧器によって
基準電圧ｖＲ２が供給されておシ、比較器３２は第５図
＠に示す如き矩形波信号を出力する。矩形波信号（Ｑ
、［Ｆ］はフリップフロップ３３０セツト端子Ｓ及びリ
セット端子Ｒに各々供給され、フリップフロップ３３は
、矩形波信号（Ｑ 、 ＣＤ）の立ち下少エツジにてセ
ット及びリセットされる。従って、フリップフロップ３
３のＱ端子には第５図叩に示す如き矩形波信号［Ｆ］が
第３図Ｃｈ）に示したトリガパルス＜Ａ）として得られ
るのである。In the circuit shown in FIG. 4, the input terminal INK is supplied with a rectangular wave pulse (8) equal to the above rectangular wave pulse (A) from the waveform shaping circuit 12. This rectangular wave pulse is connected to transistors Q, , Q, turn on and off. When the transistor Q0 is turned on, the transistor Q8 is also turned on, and the capacitor C0 is charged through the resistor R0. When the transistor Q0 is turned off, the capacitor C0 is charged through the resistor R1.
It is discharged via R, . Therefore, a signal waveform as shown in FIG. 5 is supplied to one terminal of the comparator 31. A reference voltage vR□ is supplied to the other terminal of the comparator 31 by a voltage divider consisting of resistors R8, R, .
1 generates a rectangular wave signal (Q) as shown in FIG.
is charged through the resistor R5゜R6 and discharged through the resistor R6 and the transistor Q when the transistor Q2 is turned on. Therefore, the collector voltage of the transistor Q changes as shown in FIG. Therefore, the square wave signal 0 is supplied to one terminal of the comparator 32. The other terminal of the comparator 32 is connected to a resistor L9. A reference voltage vR2 is supplied by the voltage divider R, 8, and the comparator 32 outputs a rectangular wave signal as shown in FIG. Square wave signal (Q
, [F] are respectively supplied to the set terminal S and reset terminal R of the flip-flop 330, and the flip-flop 33 is set and reset at the falling edge of the rectangular wave signal (Q, CD). Therefore, flip-flop 3
At the Q terminal of 3, a rectangular wave signal [F] as shown in Fig. 5 is obtained as a trigger pulse <A) shown in Fig. 3 Ch).
第６図は２サイクルエンジンを用いてトリガ回路１３の
出力信号の周波数を１／２分周する場合の分周回路１６
の具体的構成を示している０本図に示した回路において
はＪ、に−フリップフロップ３５及びＡＮＤ回路３６が
用いられている。入力端子ＩＮに供給される第７図Ｃ（
Ｌ）に示すトリガ・ぐルス（ａ）の立ち下がシに応じて
フリップフロップ３５はセットされてその出力端Ｑが高
レベルになシ、次のトリガパルス（α）の立ち下がシに
応じてフリップフロップ３５はリセットされて出力端Ｑ
は低しべ？しとなる。この動作を繰シ返すことにょシ第
７図Ｃｂ）に示すようなデユーティ比が５０％の矩形波
信号Ｃｂ）が得られ、この矩形波信号（ｂ）とトリガパ
ルス（α）との論理積をＡＮＤ回路３６によって採ると
第７図（Ｃ）に示すようにトリガパルス（α）を１つ置
きにした１／２分周出力ＣＣ）が出力端子ＯＵＴから得
られるのである。なお、フリップフロップ３５の端子Ｊ
、に、ＣＬＲは高レベル■にされている。FIG. 6 shows a frequency dividing circuit 16 when dividing the frequency of the output signal of the trigger circuit 13 by 1/2 using a two-cycle engine.
In the circuit shown in this figure, which shows the specific structure of J, a flip-flop 35 and an AND circuit 36 are used. 7C (
In response to the falling edge of the trigger pulse (a) shown in L), the flip-flop 35 is set so that its output terminal Q becomes a high level, and the falling edge of the next trigger pulse (α) becomes si. Accordingly, the flip-flop 35 is reset and the output terminal Q
Is it a low stamen? It becomes cold. By repeating this operation, a rectangular wave signal Cb) with a duty ratio of 50% as shown in FIG. When this is taken by the AND circuit 36, a 1/2 frequency divided output CC) with every other trigger pulse (α) is obtained from the output terminal OUT, as shown in FIG. 7(C). Note that the terminal J of the flip-flop 35
, the CLR is set to a high level ■.
第８図は４サイクルエンジンを用いてトリガ回路１３の
出力信号の周波数を１／４分周する場合の分周回路１６
の具体的構成を示している○本図に示した分周回路は２
つのＪＫ−フリップフロップ３７．３８とＡＮＤ回路３
９とからなる。入力端子ＩＮに供給される第９図（α）
に示すトリガパルス（α）に応じてフリップフロップ３
７の出力端Ｑから第９図Ｃｂ）に示すように矩形波パル
ス（句が得られ、その矩形波パルス（句は更にフリップ
フロップ３８に供給されフリップ７０ツブ３８の出力端
Ｑからは第９図（Ｃ）に示すようにトリガパルス（α）
の発生周波数を１／４分周した矩形波パルス（Ｃ）が得
られる〇この矩形波パルス（Ｃ）とトリガパルス（α）
との論理積をＡＮＤ回路３９によって採ると第９図（ｄ
）に示すようにトリガパルス（α）を２パルス置きに２
パルスカツトした出力（ｄ）が出力端子ＯＵＴから得ら
れるのである。FIG. 8 shows the frequency dividing circuit 16 when dividing the frequency of the output signal of the trigger circuit 13 by 1/4 using a 4-cycle engine.
○The frequency dividing circuit shown in this figure is 2
3 JK flip-flops and 3 AND circuits
It consists of 9. Figure 9 (α) supplied to input terminal IN
Flip-flop 3 is activated in response to the trigger pulse (α) shown in
From the output Q of the flip-flop 70, a square wave pulse is obtained as shown in FIG. Trigger pulse (α) as shown in figure (C)
A square wave pulse (C) is obtained by dividing the generation frequency by 1/4.〇This square wave pulse (C) and the trigger pulse (α)
When the AND circuit 39 calculates the logical product with
), the trigger pulse (α) is set every two pulses.
The pulse-cut output (d) is obtained from the output terminal OUT.
第１０図は本発明の他の実施例を示している。FIG. 10 shows another embodiment of the invention.
本図においては、充放電回路１４の出力端には第３図（
ｂ）に示した矩形波パルスの立ち下がシに応じて充放電
回路１４の出力電圧を保持する保持回路４０が接続され
、保持回路４０の出力電圧が比較器１８．１９に供給さ
れる。また比較器１８の出力端はＡＮＤ回路１５の他方
の入力端に、比較器１９の出力端はＡ、 Ｎ Ｄ回路１
７の他方の入力端に接続されている。本発明による点火
装置のその他の構成はＡＮＤ回路２０．２１が設けら詐
ていない他は第２図と同様である。よって、比較器１８
の出力レベルはエンジン回転数が第１所定回転数Ｎ１以
下のとき高レベルに、第１所定回転数Ｎ１より大のとき
低レベルになる。また比較器１９の出力レベルはエンジ
ン回転数が第２所定回転数Ｎ２以下のとき高レベルに、
第２所定回転数によシ太のとき低レベルになる。故に、
第２図に示した本発明による点火装置と同様の結果が得
られるのである。In this figure, the output terminal of the charging/discharging circuit 14 is shown in FIG.
A holding circuit 40 that holds the output voltage of the charging/discharging circuit 14 according to the falling edge of the rectangular wave pulse shown in b) is connected, and the output voltage of the holding circuit 40 is supplied to the comparators 18 and 19. Further, the output terminal of the comparator 18 is connected to the other input terminal of the AND circuit 15, and the output terminal of the comparator 19 is connected to the A, N D circuit 1.
is connected to the other input terminal of 7. The rest of the structure of the ignition device according to the invention is the same as that in FIG. 2, except that AND circuits 20 and 21 are not provided. Therefore, comparator 18
The output level becomes a high level when the engine speed is below the first predetermined speed N1, and becomes a low level when the engine speed is higher than the first predetermined speed N1. Further, the output level of the comparator 19 is set to a high level when the engine speed is below the second predetermined speed N2;
When the second predetermined rotation speed is reached, the level becomes low. Therefore,
Similar results are obtained with the ignition system according to the invention shown in FIG.
このように、本発明の単気筒内燃エンジン点火装置によ
れば、エンジン回転数が第１所定回転数以下のとき通常
点火をなし、エンジン回転数が第１所定回転数よυ大で
かつ第２所定回転数以下のとき間引き点火をなし、そし
てエンジン回転数が第２所定回転数によ９大のとき点火
を停止するので、エンジン出力の急激な低下を生ずるこ
となく過回転を防止し得るのであシ、車載用の場合にド
ライバビリティの悪化を防止することができるのである
。As described above, according to the single-cylinder internal combustion engine ignition device of the present invention, normal ignition is performed when the engine speed is less than or equal to the first predetermined speed, and when the engine speed is υ greater than the first predetermined speed and the second Since the ignition is skipped when the engine speed is below a predetermined speed, and the ignition is stopped when the engine speed is 9 times higher than the second predetermined speed, overspeed can be prevented without causing a sudden drop in engine output. In addition, it is possible to prevent deterioration of drivability when used in vehicles.
第１図は本発明による点火装置の自動二輪車における配
置を示す斜視図、第２図は本発明の実施例を示すブロッ
ク図、第３図は第２図の装置の動作を示す波形図、第４
図は第２図の装置中のトリガ回路の具体的構成を示す回
路図、第５図は第４図の回路の動作を示す波形図、第６
図及び第８図は第２図の装置中の分周回路の具体的構成
を示す回路図、第７図は第６図の回路の動作を示す波形
図、第９図は第８図の回路の動作を示す波形図。
第１０図は本発明の他の実施例を示すブロック図である
。
主要部分の符号の説明FIG. 1 is a perspective view showing the arrangement of an ignition device according to the present invention in a motorcycle, FIG. 2 is a block diagram showing an embodiment of the invention, FIG. 3 is a waveform diagram showing the operation of the device shown in FIG. 4
The figure is a circuit diagram showing the specific configuration of the trigger circuit in the device shown in Figure 2, Figure 5 is a waveform diagram showing the operation of the circuit in Figure 4, and Figure 6 is a waveform diagram showing the operation of the circuit in Figure 4.
8 and 8 are circuit diagrams showing the specific configuration of the frequency dividing circuit in the device shown in FIG. 2, FIG. 7 is a waveform diagram showing the operation of the circuit shown in FIG. 6, and FIG. 9 is the circuit shown in FIG. 8. FIG. 3 is a waveform diagram showing the operation of FIG. FIG. 10 is a block diagram showing another embodiment of the present invention. Explanation of symbols of main parts
Claims (1)
ン回転数が第１所定回転数以下のとき前記パルス信号発
生毎に点火し、エンジン回転数が前記第１所定回転数よ
り大でかつ該第１所定回転数より大なる第２所定回転数
以下のとき少なくとも２回の前記パルス信号発生毎に点
火し、エンジン回転数が前記第２所定回転数より大なる
とき点火を停止することを特徴とする単気筒内燃エンジ
ン点火装置。A pulse signal is generated in synchronization with the rotation of the engine, and when the engine rotation speed is below a first predetermined rotation speed, ignition is performed each time the pulse signal is generated, and when the engine rotation speed is higher than the first predetermined rotation speed and the first The engine is characterized in that the engine is ignited every time the pulse signal is generated at least twice when the engine speed is less than or equal to a second predetermined rotation speed that is greater than the first predetermined rotation speed, and the ignition is stopped when the engine rotation speed is greater than the second predetermined rotation speed. single-cylinder internal combustion engine ignition system.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP14916784A JPS6128761A (en) | 1984-07-18 | 1984-07-18 | Ignition device of single-cylinder internal-combustion engine |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP14916784A JPS6128761A (en) | 1984-07-18 | 1984-07-18 | Ignition device of single-cylinder internal-combustion engine |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| JPS6128761A true JPS6128761A (en) | 1986-02-08 |
Family
ID=15469256
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP14916784A Pending JPS6128761A (en) | 1984-07-18 | 1984-07-18 | Ignition device of single-cylinder internal-combustion engine |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPS6128761A (en) |
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPH02191872A (en) * | 1989-01-20 | 1990-07-27 | Suzuki Motor Co Ltd | Car speed control device |
| JP2011026978A (en) * | 2009-07-22 | 2011-02-10 | Keihin Corp | Control device of internal combustion engine |
Citations (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS57122142A (en) * | 1981-01-21 | 1982-07-29 | Nippon Denso Co Ltd | Control method for internal combustion engine having supercharger |
-
1984
- 1984-07-18 JP JP14916784A patent/JPS6128761A/en active Pending
Patent Citations (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS57122142A (en) * | 1981-01-21 | 1982-07-29 | Nippon Denso Co Ltd | Control method for internal combustion engine having supercharger |
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPH02191872A (en) * | 1989-01-20 | 1990-07-27 | Suzuki Motor Co Ltd | Car speed control device |
| JP2011026978A (en) * | 2009-07-22 | 2011-02-10 | Keihin Corp | Control device of internal combustion engine |
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