JP2000240543A - Stop control method of internal combustion engine and ignition device for internal combustion engine comprising stop control means - Google Patents

Abstract

PROBLEM TO BE SOLVED: To reduce the occurremce of the after burn in the restart of an engine. SOLUTION: This device comprises an ignition circuit 4 generating high voltage for ignition when an ignition signal is transmitted, a stop switch SW generating the stop instruction for instructing the stop of the internal combustion engine, and an ignition positon control part 9 transmitting an ignition signal Vi to the ignition circuit 4 at an ignition position for normal operation within an allowable fluctuation range of the ignition position to be kept for maintaining the rotation of an engine, when the rotation of the engine is to be kept, and transmitting the ignition signal Vi to the ignition circuit 4 at an ignition position for stop determined on a position over a limiting position at a lag side of the allowable fluctuation range, when the stop switch SW is closed and the stop instruction is given.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an internal combustion engine stop control method and an internal combustion engine ignition device provided with stop control means.

[0002]

2. Description of the Related Art An ignition device for an internal combustion engine includes an ignition coil having a primary coil and a secondary coil, and an ignition coil provided at an ignition position (a predetermined rotational angle position of a crankshaft) of the internal combustion engine. An ignition circuit comprising a primary current control circuit that controls the primary current so as to cause a sudden change in the primary current, and an ignition position control unit that controls a position at which an ignition signal is supplied to the ignition circuit. A high voltage for ignition induced in the secondary coil of the ignition coil by causing a sudden change in the primary current of the ignition coil is applied to a spark plug attached to a cylinder of the engine, and a spark is applied to the ignition plug. The engine is ignited by causing it to occur.

In order to generate an ignition signal at an ignition position of an engine, an ignition device for an internal combustion engine requires a reference signal having rotation angle information and rotation speed information of a crankshaft of the engine. Means for generating the reference signal may be any as long as it generates a signal at a specific rotational angle position of the engine.
A signal generator (pulsar) attached to a crankshaft or a camshaft of the internal combustion engine and generating a pulse signal at a set rotation angle position is used as a reference signal generating means. This signal generating device includes a rotor (inductor) having a reluctor composed of a protrusion or a concave portion on the outer or inner circumference of a rotating yoke, and a signal generator for generating a signal when the reluctor of the rotor detects an edge of the rotor. (Stator) are often used.

[0004] The rotor of the signal generator is, for example, an outer periphery of a flywheel attached to the crankshaft of the engine,
The flywheel is formed by forming a reluctor on the outer periphery of the boss portion or the like.

[0005] The ignition position control section has various configurations according to the method of controlling the ignition position. In an igniter used for a general-purpose agricultural or industrial internal combustion engine that does not perform complicated control of an ignition position, a reference signal generated by a signal generator is used as it is as an ignition signal, or the reference signal is shaped into a waveform. The obtained signal may be used as an ignition signal.

In an internal combustion engine for driving a vehicle such as a vehicle or an outboard motor, when the ignition position is controlled in accordance with various control conditions such as the engine speed [rpm] and the throttle valve opening, The ignition position is calculated using the rotation information obtained from the reference signal generated by the signal generator and the detection values of various control conditions, and the ignition is performed so as to generate an ignition signal when the calculated ignition position is detected. In many cases, a position control unit is configured.

As internal combustion engines, two-stroke engines and four-stroke engines are used.
Although there is a cycle engine, the basic configuration of the ignition circuit is the same.

When the internal combustion engine has a plurality of cylinders,
Since it is necessary to ignite each cylinder, a similar ignition circuit is provided for each cylinder. However, if it is important to simplify the ignition device, the secondary coil of the ignition coil has two cylinders. By adopting a so-called simultaneous ignition coil configuration in which spark plugs are connected to generate sparks in the spark plugs of the two cylinders at the same time, one ignition circuit may be commonly used for two cylinders. However, in the case of adopting the configuration of the simultaneous ignition coil, when one of the two cylinders is at the ignition timing, the other cylinder is in a stroke such as an exhaust stroke that does not cause a problem even if the reignition ignition is performed. It is necessary to be.

By the way, in an internal combustion engine for agriculture or industry, the engine is started immediately by operating a starting device such as a rope starter without using a key switch in order to simplify the configuration. It is often the case. In such a configuration, the engine continues to rotate as long as the ignition device continues to operate.Therefore, in order to stop the engine, the ignition device operates when the engine stop command is given. It is necessary to provide a separate stop control means for stopping the ignition in the ignition device.

In the conventional ignition device used in the internal combustion engine as described above, a stop switch such as a push button switch which is operated when a stop command is issued, and one of the ignition devices when the stop switch is operated. And a short-circuit for short-circuiting a portion of the ignition circuit (for example, a primary coil of the ignition coil or an ignition signal input terminal). When a stop command is given by operating a stop switch, a part of the ignition circuit is short-circuited. By stopping the ignition operation, the engine is set to a misfire state and stopped.

[0011]

In the case where the above-mentioned stop control means is provided in the ignition device for an internal combustion engine, and the engine is stopped by stopping the ignition operation when a stop command is given, the internal combustion engine is stopped. The engine does not stop immediately after stopping the ignition operation, but stops after continuing rotation for a certain period of inertia in a misfire state. Therefore, when the engine stops, a considerable amount of the unburned air-fuel mixture is discharged, which is not preferable in purifying exhaust gas.

When the engine is stopped by misfiring as described above, a considerable amount of unburned air-fuel mixture remains in a cylinder or an exhaust pipe when the engine is stopped. When the engine is restarted, an afterburn may occur to damage the engine, or a loud noise may be generated to make the driver uncomfortable.

Particularly, in an internal combustion engine using LP gas as a fuel, even if the air-fuel mixture is lean, combustion is easily performed when a spark is generated in the ignition plug. There was a problem.

In the above description, the case where the key switch is not provided is taken as an example. However, even when the key switch is provided, when the engine is stopped, the key switch is opened to operate the ignition device. Is stopped and the engine is set in a misfire state, so that the same problem as described above occurs.

It is an object of the present invention to provide an internal combustion engine stop control method and an internal combustion engine ignition device provided with stop control means capable of reducing the frequency of occurrence of afterburn when the engine is restarted. It is in.

[0016]

The stop control method according to the present invention relates to a method for stopping an internal combustion engine in response to a stop command. In the present invention, a stop command for commanding to stop the internal combustion engine is provided. At a given time, the ignition position of the internal combustion engine is retarded to a position beyond a limit position on the retard side of an allowable variation range that must not be exceeded in order to maintain the rotation of the engine, and the ignition position is mixed during the explosion stroke. The engine is stopped while maintaining the state in which the air is burned.

Further, an ignition device for an internal combustion engine according to the present invention has an ignition circuit for generating a high voltage for ignition when an ignition signal is given, and a stop for generating a stop command signal for instructing to stop the internal combustion engine. Instructing means, and when maintaining the rotation of the internal combustion engine, an ignition signal to the ignition circuit at an ignition position during steady operation within an allowable fluctuation range of the ignition position that must not be exceeded in order to maintain the rotation of the engine. An ignition position control unit that supplies an ignition signal to the ignition circuit at a stop ignition position set at a position beyond the limit position on the retard side of the allowable variation range when a stop command signal is generated. Be composed.

The stop command signal instructs to stop the engine, and may be given in any manner. For example, when a key switch for turning on / off the power of the ignition device is provided, a stop command signal can be given by opening the key switch. In an internal combustion engine that does not have a key switch for turning on and off the power, a stop switch may be provided, and a stop command signal may be given by operating the stop switch. Further, when remotely controlling the engine, a stop command signal can be given by an electric signal through a signal line.

As described above, when the stop command signal is given, the ignition position of the internal combustion engine is retarded to a position beyond the limit position on the retard side of the allowable fluctuation range, and the combustion of the air-fuel mixture during the explosion stroke is performed. When the engine is stopped while maintaining the state in which the combustion is performed, it is possible to prevent the unburned air-fuel mixture from being discharged when the engine is stopped.

With the above-described structure, when the engine is stopped, unburned air-fuel mixture that can be burned does not remain in the cylinder and the exhaust pipe. Can be prevented.

In the ignition device for an internal combustion engine according to the present invention, the ignition position at the time of steady operation when the rotation of the engine is maintained and the ignition position at the stop time when the engine is stopped are determined by a predetermined rotation angle of the crankshaft of the internal combustion engine. The determination can be made based on the signal generated by the signal generator that generates the signal at the position.

In this case, the ignition position control section sets the position itself where the signal generator generates a predetermined signal as each ignition position (for example, gives a signal generated by the signal generator as an ignition signal to the ignition circuit). Each ignition position may be calculated by using rotation information obtained from a signal generated by the signal generation device.

When each ignition position is obtained by calculation,
A signal generator generates a first reference signal at a first reference position set at a position sufficiently advanced from a top dead center of a compression stroke of an engine, and an ignition position at a low speed near the top dead center. The second signal is generated at a second reference position set at a position suitable for the second signal.

In this case, the ignition position control unit uses a microcomputer, for example, by means of rotation speed calculation means for calculating the rotation speed of the internal combustion engine from the generation interval of the signal generated by the signal generator, and rotation speed calculation means. Ignition position calculating means for calculating an ignition position in a steady operation at the calculated rotation speed; and a low-speed ignition for generating an ignition signal at a generation position of the second reference signal when the rotation speed of the internal combustion engine is equal to or lower than a set rotation speed. A signal generation means, a stop time ignition position storage means for storing an ignition position when the internal combustion engine is stopped as a stop time ignition position, and a signal generation device generates a first reference signal when a stop command is not generated. Measurement of the ignition position at the time of steady operation calculated at the time of start is started, and when the stop command is generated, the stop position stored in the stop time ignition position storage means when the first reference signal is generated is generated. Can be constructed by implementing the ignition position measuring means starts measuring time fire position, the ignition signal generation means for generating an ignition signal when the measurement of the ignition position by the ignition position measurement unit is completed.

When the ignition position is determined by calculation using a microcomputer, each ignition position is determined by the time required for the engine to rotate from the first reference position to the ignition position (the ignition timer in the microcomputer counts the time). The number of power pulses).

When the ignition position is determined using the microcomputer as described above, the ignition position can be accurately controlled according to various control conditions.

Also, a first reference signal is generated at a first reference position set at a position advanced from the top dead center of the compression stroke of the internal combustion engine, and the first reference signal is delayed from the top dead center of the explosion stroke. A signal generating device for generating a second reference signal at a second reference position set at the position, an ignition circuit for generating a high voltage for ignition when an ignition signal is given, and stopping the internal combustion engine. A stop command generating means for generating a stop command signal for instructing, and when maintaining the rotation of the internal combustion engine, providing an ignition signal to an ignition circuit when a first reference signal is detected at a first reference position, An ignition position control unit that supplies an ignition signal to an ignition circuit when a second reference signal is detected at a second reference position when a command signal is generated, thereby constituting an ignition device according to the present invention. You can also.

In this case, the first reference position is set to a normal ignition position in a steady operation suitable for maintaining the rotation of the internal combustion engine, and the second reference position is set to maintain the rotation of the internal combustion engine. Is set to a position beyond the limit position on the retard side within the allowable variation range of the ignition position that should not be exceeded.

In the case of such a configuration, it is not possible to perform complicated control of the ignition position at the time of steady operation of the engine, but since the ignition position can be determined by the signal itself generated by the signal generator, the ignition position can be determined. The configuration of the position control unit can be simplified.

The signal generator includes a rotor provided with a reluctor provided for a specific cylinder of the internal combustion engine and attached to a rotating shaft of the internal combustion engine, and a rotor provided for a specific cylinder of the internal combustion engine. And a signal generator that generates first and second reference signals for the specific cylinder when the front edge and the rear edge of the reluctor in the rotational direction are detected, respectively.

[0031]

Embodiments of the present invention will be described below with reference to the drawings.

Although the present invention can be applied to both a two-stroke internal combustion engine and a four-stroke internal combustion engine, in the following description, an example in which the present invention is applied to a four-stroke internal combustion engine will be described.

FIG. 1 shows an example of the configuration of an ignition device for an internal combustion engine provided with stop control means for implementing a stop control method according to the present invention. In FIG. 1, reference numeral 1 denotes a primary coil 1a and a secondary coil 1b. The ignition coil 2 has a primary current control circuit that controls the primary current of the ignition coil 1 to generate a sudden change when an ignition signal is given. One end of a primary coil 1a of the ignition coil is grounded, and one end of a secondary coil 1b is connected to the other end of the primary coil. The other end of the secondary coil 1b of the ignition coil is connected to a non-ground terminal of the ignition plug 3 attached to the cylinder of the engine. In this example, the ignition coil 1 and the primary current control circuit 2
Thus, when an ignition signal is given, a high voltage for ignition is generated and an ignition circuit 4 for applying the high voltage to the ignition plug 3
Is configured.

5 is a magnet generator driven by the crankshaft of the internal combustion engine, 6 is a signal generator (pulsar) for generating a signal at a predetermined rotation angle position of the crankshaft, and 7 is provided in the magnet generator 4. A boosting circuit 9 for boosting the output voltage of the exciter coil Le is provided, 9 is an ignition position control unit, and SW is a stop switch (key switch) which is operated and closed by a key when stopping the engine.

The magnet generator 5 includes a flywheel magnet rotor 5A having a permanent magnet 5b attached to the inner periphery of a peripheral wall of a cup-shaped flywheel 5a attached to the crankshaft of the engine, and a magnet rotor 5A. The stator is formed by winding an exciter coil Le around an armature core (not shown) having a magnetic pole portion facing the magnetic pole. The stator of the magnet generator 5 is fixed to a mounting portion provided in a case or the like of the engine.

The signal generator 6 includes a rotor 6A formed by forming a reluctor (inductor) 6a on the outer periphery of a peripheral wall of a flywheel 5a, and a reluctor 6 of the rotor 6A.
The signal generator 6B generates a pulse signal having a different polarity when detecting the leading edge and the trailing edge in the rotation direction a.

The signal generator 6B includes a signal coil Ls wound around an iron core having a magnetic pole portion facing the outer periphery of the rotor 6A and a permanent magnet magnetically coupled to the iron core. It is fixed to a mounting part provided in a case or the like.

In the signal coil Ls of the signal generator 6B, when the rotational angle position of the crankshaft reaches the first reference position, the front edge of the reluctor 6a in the rotational direction (hereinafter simply referred to as the front edge).
Is passed through the position of the magnetic pole portion of the iron core and when the rotational angle position of the crankshaft reaches the second reference position,
The first reference signal Vs1 and the pulse-like first reference signal Vs1 having different polarities due to changes in magnetic flux generated when the rear edge of the rotation direction (hereinafter, simply referred to as the rear edge) passes through the position of the magnetic pole portion of the iron core. A second reference signal Vs2 is generated.

In this example, as shown in FIG.
The first reference signal Vs1 generated by the signal emission 6B and the second
The reference signal Vs2 is composed of a positive pulse and a negative pulse, respectively. When the engine is in the compression stroke,
A first reference position θa which is a regular ignition position in a steady operation set at a position advanced from TDC (top rotational center position of the engine (rotational angle position of the crankshaft when the piston reaches the top dead center) TDC). Generates a first reference signal Vs1, and generates a second reference signal Vs2 at a second reference position θb set at a position delayed from the top dead center position TDC when the engine is in an explosion stroke. Thus, the polar arc angle of the reactor 7a and the signal emission 6B
Is set. The second reference position θb in the explosion stroke is set at a position beyond the limit position range on the retard side of the allowable fluctuation range of the ignition position which must not be exceeded in order to maintain the rotation of the engine.

2 represents the rotation angle of the crankshaft, and FIG. 2A shows four strokes of the four-cycle internal combustion engine.

Since the four-stroke engine performs four strokes in two revolutions, the first reference signal Vs1 and the second reference signal Vs1 are respectively provided at the first reference position θa of the compression stroke and the second reference position θb of the explosion stroke. When the crankshaft makes one rotation after the generation of Vs2, the first rotation is again performed at the position θa ′ advanced from the top dead center of the exhaust stroke and at the position θb ′ delayed from the top dead center of the suction stroke.
And signals Vs1 'and Vs2' having the same polarity as the second reference signal are generated.

The primary current control circuit 2 is provided on the primary side of the ignition coil 1 and is provided with an ignition capacitor C1 which is charged to one polarity through the diode D1 by an induced voltage of the exciter coil Le. And a thyristor Th1 as a discharge switch for discharging the electric charge of the capacitor C1 through the primary coil 1a of the ignition coil.
And a diode D2 connected in parallel with the primary coil 1a of the ignition coil with the cathode facing the ground side.

In the example shown, one end of the ignition capacitor C1 is connected to the non-ground terminal of the primary coil 1a of the ignition coil, and the other end of the capacitor C1 is connected to the non-ground terminal of the exciter coil Le. Diode D
1 connected to the cathode. The diode D2 is connected in parallel to the primary coil 1a with its cathode facing the ground, and the thyristor Th1 is connected between the other end of the capacitor C1 and ground with its cathode facing the ground.

The gates of the thyristor Th1 are commonly connected to the cathodes of diodes D3 and D4, and the anode of the diode D3 is connected to the non-ground terminal of the signal coil Ls. The anode of the diode D4 is connected to the output terminal of the fire signal supply circuit 9 at the time of stop, and when the signal coil Ls generates the first reference signal Vs1, or the fire signal supply circuit 9 at the time of stop generates the fire signal at the time of stop. Then, an ignition signal is supplied to the thyristor Th1.

The booster circuit 7 is a so-called chopper circuit.
An NPN transistor TR1 as a chopper switch having a collector connected to the non-ground side terminal of the exciter coil Le; a small current detecting resistor R2 connected between the emitter of the transistor TR1 and ground;
The base of the transistor TR1 is bypassed from the transistor TR1 when the cathode is connected to the ground side between the base and the ground and the transistor TR1 is turned on.
A thyristor Th2 as a shutoff control switch for turning off R1; a resistor R3 connected between the base and collector of the transistor TR1; and a resistor R2 when a short circuit current of the exciter coil Le flows between the collector and emitter of the transistor TR1. A trigger circuit 7a detects a short-circuit current from the voltage generated at both ends and supplies a trigger signal to the thyristor Th2 when the detected short-circuit current reaches a set value.

In the booster circuit 7, when the exciter coil Le generates a voltage of a positive half cycle in the direction of the arrow shown in the figure, the transistor TR1 is turned on to substantially short-circuit the exciter coil Le. As a result, a short-circuit current flows from the exciter coil Le between the collector and the emitter of the transistor TR1, and a current detection signal proportional to the short-circuit current is obtained at both ends of the resistor R2. The trigger circuit 7a receives the current detection signal as an input and supplies a trigger signal to the thyristor Th2 when the short-circuit current reaches a set value. As a result, the transistor TR1 is turned off, so that a high voltage is induced in the exciter coil Le in a direction in which the short-circuit current that has been flowing so far continues to flow. With this voltage, a charging current flows to the ignition capacitor C1 through the diode D1, the primary coil 1a of the ignition coil and the diode D2, and the capacitor C1 is charged to the polarity shown.

When the transistor TR1 is turned off, no current detection signal is input to the trigger circuit 7a.
The supply of the trigger signal to the thyristor Th2 is stopped. Accordingly, after the supply of the trigger signal is stopped, the polarity of the induced voltage of the exciter coil Le is inverted, and the thyristor Th2 is turned off when a reverse voltage is applied between the anode and the cathode of the thyristor Th2. When the thyristor Th2 is turned off, the transistor TR1 is turned on again to short-circuit the exciter coil Le. These operations are repeated so that the ignition capacitor C1 is intermittently charged, and the voltage V1 across the capacitor C1 is changed as shown in FIG.
As shown in (G), it gradually increases.

The ignition position controller 9 shown in FIG.
s diode D whose cathode is connected to the non-ground side terminal
5, a capacitor C2 having one end connected to the anode of the diode D5, a diode D6 having the anode facing the ground side between the other end of the capacitor C2 and the ground, and a series circuit of the capacitor C2 and the diode D6. A resistor R4 connected in parallel at both ends, an NPN transistor TR2 having an emitter grounded and a collector connected to the anode of a diode D4, between the collector of the transistor TR2 and a positive terminal of a DC power supply (not shown), and a transistor TR2. , A resistor R5 and R6 connected between a base of the DC power supply (not shown), an NPN transistor TR3 having an emitter grounded and a collector connected to the collector of the transistor TR2, and a signal coil L2.
s has an anode connected to the non-ground terminal, a cathode connected to the non-ground terminal of the stop switch SW, a cathode connected to the non-ground terminal of the stop switch SW, and an anode connected to the base of the transistor TR3. And a resistor R7 connected between the base of the transistor TR3 and the positive terminal of a DC power supply circuit (not shown).

In the illustrated ignition position controller 9, when the stop switch SW is open (when a stop command is not generated), a base current is supplied to the transistor TR3 from the DC power supply circuit (not shown) through the resistor R7. Therefore, the transistor TR3 is conducting. Further, since a base current is supplied from the DC power supply circuit to the transistor TR2 through the resistor R6, the transistor TR2 is conducting.

As described above, when the stop command switch SW is open, the transistor TR3 keeps the conductive state to prevent the potential of the anode of the diode D4 from becoming high. The ignition signal Vi is not supplied to the thyristor Th1 through the diode D4. In this state, when the signal coil Ls generates the first reference signal Vs1 of positive polarity at the first reference position θa advanced from the top dead center of the compression stroke of the engine, the diode D3
Through the thyristor Th1.

When an ignition signal is supplied to the thyristor Th1, the thyristor Th1 conducts and the ignition capacitor C1
Is discharged through the primary coil 1a of the ignition coil 1, a high voltage for ignition is induced in the secondary coil 1b of the ignition coil, and this high voltage is applied to the ignition plug 3. As a result, a spark is generated in the ignition plug 3 and the engine is ignited. Since the first reference position θa is set to a position suitable for rotating the engine, the operation of the engine is performed without any trouble.

When the rotor of the signal generator is mounted on the crankshaft as shown in the figure, the signal Vs1 having the same polarity as the first reference signal at the position θa 'advanced from the top dead center of the exhaust stroke of the engine. Is generated and an ignition signal is given to the ignition circuit 4 also by this signal Vs1 'to perform an ignition operation.
Since this ignition operation is performed in the exhaust stroke, it does not hinder the operation of the engine.

In order to stop the engine, a stop switch SW
Is closed, the first reference signal Vs1 generated in the compression stroke of the signal coil Ls is bypassed from the ignition circuit 4 through the diode D7, so that the ignition signal is supplied to the thyristor Th1 through the diode D3 by the first reference signal Vs1. It is forbidden to be given.

When the stop switch SW is closed, the base current of the transistor TR3 is bypassed from the transistor TR3 through the diode D8 and the stop switch SW, so that the transistor TR3 is turned off and the thyristor Th1 is ignited through the diode D4. Allow the signal Vi to be provided.

The second reference position θb set in the explosion stroke
When the signal coil Ls generates the second reference signal Vs2 of negative polarity, a current flows from the signal coil Ls through the diode D6, the capacitor C2 and the diode D5, and a forward voltage drop occurs between the anode and the cathode of the diode D6. This voltage drop causes a reverse bias between the base and the emitter of the transistor TR2, so that the transistor TR2 is cut off while the current flows through the diode D6, and the potential of the collector increases. Thus, the ignition signal Vi is given to the thyristor Th1 through the diode D4, and the ignition operation is performed.

The signal coil Ls sets the base potential Vb of the transistor TR2 when the second reference signal Vs2 is generated as shown in FIG.
FIG. 2D shows the potential Vc of the collector of the transistor TR2. FIG. 2F shows the ignition signal Vi applied to the gate of the thyristor Th1 of the ignition circuit, and FIG. 2C shows the operation of the stop switch SW.

As shown in the left half of FIG. 2C, when the stop switch SW is in the off state, as described above,
Normal ignition is performed when the signal coil Ls generates the first reference signal Vs1 at the first reference position θa.

As shown in the right half of FIG. 2C, when the stop switch SW is turned on, the retarded ignition is performed at the second reference position θb set in the explosion stroke.

The second reference position θb is a position beyond the limit position on the retard side of the allowable variation range of the ignition position allowed to maintain the rotation of the engine, and prevents the combustion of the air-fuel mixture during the explosion stroke. Even if the ignition operation is performed at the second reference position, the mixture is burned but the engine cannot generate enough torque to maintain the rotation even if the ignition operation is performed at the second reference position. The agency will shut down soon.

When the rotor of the signal generator is mounted on the crankshaft as shown in the figure, a signal Vs2 'having the same polarity as the second reference signal Vs2 is also generated during the suction stroke. The ignition signal is also given to the ignition circuit by the signal Vs2 '. Since the timing at which the ignition signal is given to the ignition circuit by the signal Vs2' is half of the suction stroke, the signal Vs2 '
Does not ignite the air-fuel mixture, and even if the air-fuel mixture is ignited in the intake stroke, the stopping operation of the engine is not hindered.

As described above, when the stop command is given, the ignition position is retarded to a position beyond the limit position on the retard side of the allowable variation range of the ignition position which must not be exceeded in order to maintain the rotation of the engine. If the engine is stopped while maintaining the state in which the air-fuel mixture burns during the explosion stroke, the engine can be stopped while the air-fuel mixture is being burned. The mixture can be prevented from being discharged.

When the engine is stopped by the above method, the amount of the unburned mixture remaining in the cylinder and the exhaust pipe of the engine when the engine is stopped can be reduced. In this case, it is possible to prevent the occurrence of afterburn.

In the present invention, instead of attaching the rotor of the signal generator to the crankshaft, the rotor of the crankshaft is
It may be attached to a cam shaft that rotates only once per rotation. When the rotor of the signal generator is attached to the camshaft, the problem that the ignition operation is performed in the exhaust stroke and the suction stroke as described above is solved.

FIG. 3 shows another example of the configuration of the ignition device for an internal combustion engine according to the present invention. In this example, the output of the signal coil Ls is a full-wave rectifier circuit comprising a bridge circuit of diodes Da to Dd. 10 has been entered. The output terminal on the positive side of the full-wave rectifier circuit 10 is connected to the anode of a diode D3 whose cathode is connected to the gate of the thyristor Th1 of the ignition circuit, and the output terminal on the negative side is grounded. An anode of a diode D10 is connected to one end of a signal coil Ls on the side from which a signal current flows when the first reference signal Vs1 is generated, and a cathode of the diode D10 is grounded through a stop switch SW. Further, an anode of a diode D11 is connected to the other end of the signal coil Ls,
The cathode of the diode D11 is connected to the collector of the transistor TR4 whose emitter is grounded. The cathode of a diode D12 is connected to the base of the transistor TR4, and the anode of the diode D12 is connected to the positive terminal of the DC power supply 11 whose negative terminal is grounded through a resistor R8 and a switch SW '. The anode of the diode D12 is also connected to the anode of the diode D13 whose cathode is grounded through the stop switch SW.
The switch SW 'is provided so as to be linked with the stop switch SW, so that the switch SW' is turned on and off when the stop switch SW is off and on, respectively. . The other configuration is the same as that of the example shown in FIG. 1, and the configuration of the booster circuit 7 that boosts the output voltage of the exciter coil Le is the same as that of the example shown in FIG.

In the example shown in FIG. 3, the ignition circuit 4 generates the first reference signal at the ignition position in the steady operation advanced from the top dead center in the compression stroke of the engine, and generates the top reference signal in the explosion stroke. The second fire position at the stop point set at a position delayed from the point
And a full-wave rectifier circuit 10 having an input terminal connected to an output terminal of the signal generator 6 and an output terminal connected to an ignition signal input terminal of the ignition circuit 4.
When the stop command signal is not given (when the stop switch SW is open), the first reference signal Vs1 is allowed to be input to the full-wave rectifier circuit 10, and the stop command signal is given. When the stop switch SW is closed (when the stop switch SW is closed), the first reference signal Vs1 is bypassed from the full-wave rectifier circuit 10 by a first reference signal input control circuit (in the illustrated example, configured by a diode D10 and a switch SW). When the stop command signal is not given, the second reference signal Vs2 is bypassed from the full-wave rectifier circuit 10, and when the stop command is given, the second reference signal Vs2 is full-wave rectified. A second reference signal input control circuit (transistor TR4, diodes D12 and D13, resistor R8 in the illustrated example) that allows input to the circuit 10.
And a switch SW '. ) Constitutes an ignition device for an internal combustion engine according to the present invention.

In the example shown in FIG.
s is a stop point at which a first reference signal Vs1 having a positive polarity is generated at a first reference position θa which is a normal ignition position during steady operation, and exceeds a limit position on a retard side of an allowable variation range of the ignition position. A second reference signal Vs2 of negative polarity is generated at a second reference position θb set at the fire position.

When the stop command switch SW is open (when no stop command is given), the switch S
Since W ′ is closed, the DC power supply 11
And a base current flows through the transistor TR4 through the resistor R8 and the transistor TR4 conducts. Therefore, the second reference signal Vs2 generated by the signal coil Ls at the second reference position is short-circuited through the diode D11 and the transistor TR4, and the rectifier circuit 1 is turned on by the second reference signal.
The ignition signal is prevented from being supplied to the thyristor Th1 through 0. In this state, when the signal coil Ls generates the first reference signal Vs1, the ignition signal Vi is given to the thyristor Th1 through the full-wave rectifier circuit 10 to perform the ignition operation.

When the stop command switch SW is closed to stop the engine, the switch SW 'is opened, so that the transistor TR4 is turned off and the thyristor Th1 is ignited by the second reference signal Vs2 generated by the signal coil Ls. Signals are allowed to be provided.

When the stop command switch SW is closed, the first reference signal Vs1 generated by the signal coil Ls is short-circuited through the diode D10 and the switch SW. An ignition signal is prevented from being applied at the ignition position. In this state, when the signal coil Ls generates the second reference signal Vs2, the ignition signal Vi is given to the thyristor Th1 through the full-wave rectifier circuit 10, and the ignition operation is performed.

In the example shown in FIG. 3, the full-wave rectifier circuit 10
, Diodes D10 to D13, and transistor TR4.
, A resistor R8, a switch SW ', and the battery 11 constitute an ignition position control unit 9.

The DC power supply 11 may be a battery, or may be a power supply circuit that generates a predetermined DC voltage with the output voltage of the battery as an input. The DC power supply 11 may be a capacitor charged by the rectified output of the exciter coil Le.

FIG. 4 shows still another example of the configuration of the ignition device for an internal combustion engine according to the present invention. In this example, first and second relays RY1 and RY2 are provided. The first relay RY1 contacts the exciting coil L1, the fixed contacts a1 and b1, and the fixed contact b1 when the exciting coil L1 is in the non-excited state, and contacts the fixed contact a1 when the exciting coil L1 is excited. And a movable contact c1.

The relay RY2 is connected to the exciting coil L2,
It has fixed contacts a2 and b2, and a movable contact c21 that contacts the fixed contact b2 when the exciting coil L2 is in a non-excited state and contacts the fixed contact a2 when the exciting coil L2 is excited.

The output voltage of the DC power supply 11 is applied to the exciting coils L1 and L2 through the stop switch SW. When the stop switch SW is closed, the relays RY1 and RY
2 are simultaneously excited. Flywheel diodes D14 and D15 are connected to both ends of the exciting coils L1 and L2, respectively.

The fixed contacts b1 and a1 of the relay RY1 are connected to the contacts a2 and b2 of the relay RY2, respectively, and one end and the other end of the signal coil Ls are respectively connected to the first relay R1.
It is connected to the contacts b1 and a1 of Y1. The movable contact c1 of the relay RY1 is grounded, and the movable contact c2 of the relay RY2 is connected to the gate of the thyristor Th1 of the ignition circuit through the diode D3. Other configurations are shown in FIG.
This is the same as the example shown in FIG.

In the example shown in FIG. 4, the ignition circuit 4 is configured to receive only a signal of one polarity as an ignition signal, and the relays RY1 and RY2 and the diode D
14 and D15, the first reference signal generated earlier among the first and second reference signals generated by the signal coil Ls when the stop command is not given is given to the ignition circuit 4 as an ignition signal. When a stop command is given, the signal coil outputs a second reference signal Vs2 generated later to the ignition circuit 4.
A polarity switching circuit configured to switch the direction of the signal coil in accordance with the stop command so as to provide the ignition signal as an ignition signal;
The polarity switching circuit, the signal generator 6, and the ignition circuit 4
Thus, the ignition device for an internal combustion engine according to the present invention is configured.

In the example shown in FIG. 4, when the stop command switch SW is open, one end of the signal coil Ls from which the signal current flows when the first reference signal Vs1 is generated is connected to the contact b2 of the relay RY2. And c2 and diode D3
And the other end of the signal coil Ls is connected to the gate of the thyristor Th1 of the ignition circuit through the relay RY1.
Are grounded through the contacts b1 and c1. In this state, the first reference signal Vs1 generated by the signal coil Ls is connected to the contacts b2 and c2 of the relay RY2 and the diode D2.
3 to the gate of the thyristor Th1. Therefore, at the time of steady operation of the engine, an ignition signal is given to the ignition circuit 4 by the first reference signal Vs1, and the ignition operation is performed at the ignition position at the time of steady operation.

On the other hand, when the stop command switch SW is closed, the other end of the signal coil Ls from which the signal current flows when the second reference signal Vs2 is generated is connected to the relay RY.
2 is connected to the gate of the thyristor Th1 of the ignition circuit through the contacts a2 and c2 and the diode D3, and one end of the signal coil Ls is grounded through the contacts a1 and c1 of the relay RY1. In this state,
The second reference signal Vs2 generated by the signal coil Ls is supplied to the gate of the thyristor Th1 through the contacts a2 and c2 of the relay RY2 and the diode D3. Therefore, when the stop command is given, the ignition signal is given to the ignition circuit 4 by the second reference signal Vs2, and the ignition operation is performed at the stop ignition position beyond the limit position on the retard side of the ignition position. .

When the configuration is as shown in FIG. 3 or FIG.
The configuration of the ignition position control unit 9 can be simplified as compared with the case of the configuration as described above.

In particular, when the ignition position is switched by switching the direction of the signal coil Ls using a relay as shown in FIG. 4, compared with the case where the ignition signal is supplied from the signal coil Ls to the ignition circuit through a diode or a transistor, the signal is increased. The resistance loss of the supply circuit can be reduced. Therefore, the ignition signal can be given to the ignition circuit 4 even when the rotation speed of the engine is low and the peak value of the signal output by the signal coil is low, so that the startability of the engine can be improved.

In each of the above examples, the signal generator generates the first and second reference signals at the ignition position during steady operation and the ignition position at the time of stop, respectively, and the ignition circuit is ignited by these reference signals. Although the ignition position control unit is configured to give a signal, the ignition position control unit calculates an ignition position for various control conditions, and provides an ignition signal to an ignition circuit when the calculated ignition position is measured. Can also be configured.

FIG. 5 shows a hardware configuration for calculating the ignition position by calculation. In FIG. 5, the ignition circuit 4 is shown in FIGS. 3 and 4 except that the diode D3 is omitted. The configuration is the same as that of the example, and the booster circuit 7 is configured similarly to the example shown in FIG.

In the example shown in FIG. 5, a microcomputer is provided in the ignition position control section 9 and the signal coil L
s generated by the first reference signal Vs1 and the second reference signal Vs1
s2 is input to the CPU 13 of the microcomputer through the waveform shaping circuits 11 and 12, respectively. In this example, a stop switch SW composed of a momentary switch such as a push button switch is provided, and a stop command signal obtained when the stop switch SW is closed is transmitted to the CPU.
13 is given.

The ignition signal output circuit 1 is connected to the output port of the CPU.
4 are connected so that an ignition command is given to the ignition signal output circuit 14 when the ignition position calculated by the CPU is measured. The output terminal of the ignition signal output circuit 14 is connected to the gate of the thyristor Th1 of the ignition circuit 4,
When U generates an ignition command, an ignition signal Vi is given from the ignition signal output circuit 14 to the thyristor Thi.

In the example shown in FIG. 5, the rotor of the signal generator is mounted on the camshaft of the engine, and as shown in FIG. 6A, the signal coil Ls is located at a position higher than the top dead center TDC of the engine. First reference position θ1 set at a sufficiently advanced position
Generates a first reference signal Vs1, retards the first reference position θ1 and advances the second reference signal Vs2 at a position advanced from the top dead center TDC. Is generated in the signal generator. The second reference position θ2 is set to an appropriate position as an ignition position at the time of starting the engine and at the time of low speed, where it is difficult to accurately calculate the rotational speed and the ignition position.

In the example shown in FIG. 6, the first reference signal Vs1 is a negative pulse signal, and the second reference signal
Although s2 is composed of positive polarity pulse signals, the polarities of these signals may be reversed.

The waveform shaping circuits 11 and 12 each have a first
Is a circuit that converts the reference signal Vs1 and the second reference signal Vs2 into a signal having a waveform suitable for input to the CPU. In this example, the waveform shaping circuits 11 and 12 respectively include the first reference signal Vs1 and the second reference signal Vs2. The reference signal VS2 of FIG.
Are converted into pulse signals Vp1 and Vp2 as shown in FIG.
Enter U. The output of a sensor for detecting various control conditions such as the temperature of the engine is input to the CPU as needed.

The CPU 13 is, for example, shown in FIGS.
By executing the program shown in the flowchart of, the ignition position calculating means for calculating the normal ignition position during steady operation with respect to the rotational speed information and various control conditions obtained from the signal generated by the signal generator, The engine speed is low,
A low-speed ignition signal generating means for generating an ignition signal at a generation position of the second reference signal at a low speed where it is difficult to determine a proper ignition position by calculation, and a stop ignition position storing an ignition position when stopping the engine When the stop command is not generated, the signal generator starts measuring the calculated ignition position when the first reference signal is generated, and when the stop command is generated, the first reference signal is generated when the stop command is generated. Ignition position measurement means for starting the measurement of the ignition position stored in the ignition point storage means at the time of the stop when generated, and ignition signal generation means for generating an ignition signal when the measurement of the ignition position by the ignition position measurement means is completed And realize.

FIG. 7 shows a main routine of a program executed by the CPU. In this main routine, first, after the power supply of the microcomputer is established, each section is initialized in step 1 and then an interrupt is issued in step 2. To give permission. Next, at step 3, the rotation speed N of the engine is calculated, and at step 4, the ignition position θi at the time of steady operation at the rotation speed N is calculated. Thereafter, Steps 3 and 4 are repeated, and the calculation of the rotational speed and the calculation of the ignition position during steady operation (the rotation angle position of the crankshaft when the ignition operation is performed) are alternately performed. The engine speed is the first
8 and 9, which are executed when the reference signal Vs1 is generated and when the second reference signal Vs2 is generated, respectively. The calculation of the ignition position in the steady state is performed by performing an interpolation operation on the numerical value read from the ignition position calculation map that gives the relationship between the rotation speed and the ignition position.

When the rotation angle position of the crankshaft reaches the first reference position θ1 and the signal coil Ls generates the first reference signal Vs1 and the pulse signal Vp1 is input to the CPU 13,
The main routine is interrupted and the interrupt routine shown in FIG. 8 is executed. In this interrupt routine, first, in step 1, the count value of the free-run counter provided in the microcomputer is fetched as rotation speed information (information used for calculating the rotation speed). It is determined whether or not the switch SW has been closed. As a result, when the stop command has not been given (at the time of steady operation), the routine proceeds to step 3 where the engine speed N calculated in the main routine is changed to the unstable rotation range at the start and immediately after the start and after the start is completed. It is determined whether or not the set rotation speed No which gives a boundary with the stable rotation region is exceeded. As a result, when it is determined that the rotation speed N is equal to or lower than the set rotation speed NO (when the rotation speed is in the unstable rotation region), the process returns to the main routine without doing anything. When it is determined in step 3 that the rotational speed N exceeds the set rotational speed No, the microcomputer calculates a measured value (ignition position measured value) for measuring the ignition position during steady-state operation calculated in the main routine. Is set in the ignition timer provided in the routine, and the process returns to the main routine. The ignition position measurement value is a count value of a clock pulse to be counted by the ignition timer while the engine rotates from the first reference position θ1 to the ignition position at the rotation speed at that time.

In the interrupt routine shown in FIG.
When it is determined that the stop command has been given in step (5), the process proceeds to step 5 where the ROM of the microcomputer is
The ignition position measurement value at the time of stop is calculated from the ignition position at the time of stop and the rotational speed at that time stored in the storage device, and the calculated value is set in the ignition timer and the process returns to the main routine. The stop ignition position measurement value is a count value of a clock pulse to be counted by the ignition timer while the engine rotates from the first reference position θ1 to the ignition position at the stop. The ignition position at the time of stop is beyond the limit position on the retard side of the allowable fluctuation range of the ignition position that must not be exceeded in order to maintain the rotation of the engine, and does not hinder the combustion of the mixture during the explosion stroke Set to position.

When the rotation angle position of the crankshaft reaches the second reference position θ2 and the second reference signal Vs2 is generated, the interruption routine shown in FIG. 9 is executed. In this interrupt routine, first, in step 1, rotation speed information (count value of a free-run counter) is fetched. This rotation speed information is used together with the rotation speed information fetched in step 1 in FIG. 8 to calculate the rotation speed in the main routine.
That is, the count value (the generation time of the first reference signal Vs1) captured in the interrupt routine of FIG. 8 (the generation time of the first reference signal Vs1) is calculated from the count value of the free-run counter (the generation time of the second reference signal Vs2) captured in the interrupt routine of FIG. ) (The time required for the crankshaft to rotate from the first reference position θ1 to the second reference position θ2) and the angle from the first reference position θ1 to the second reference position θ2 ( The rotational speed [rpm] of the engine is calculated from the polar arc angle of the reluctor of the signal generator.

After the rotation speed information is fetched in step 1 of the interrupt routine of FIG. 9, it is determined in step 2 whether or not the rotation speed N of the engine is equal to or less than the set rotation speed No. As a result, when the rotation speed N is equal to or less than the set rotation speed No,
Immediately, an ignition command signal is given to the ignition signal output circuit 14, and when the rotation speed N is higher than the set rotation speed No, the process returns to the main routine without doing anything. The ignition signal output circuit 14 supplies an ignition signal to the ignition circuit 4 when an ignition command signal is supplied, and performs an ignition operation. Therefore, the second reference position θ
At 2, ignition operation is performed.

When the ignition timer provided in the microcomputer completes the measurement of the ignition position measurement value set in the interruption routine of FIG. 8, the interruption routine of FIG. 10 is executed, and the CPU outputs an ignition signal output circuit 14. Is supplied with an ignition command signal. Therefore, in the steady operation region where the engine speed exceeds the set speed, the ignition operation is performed at the ignition position calculated by the CPU.

In the examples shown in FIGS. 7 to 10, the output of the signal generator is obtained by step 3 of the main routine of FIG. 7, step 1 of the interrupt routine of FIG. 8, and step 1 of the interrupt routine of FIG. A rotation speed calculating means for calculating the rotation speed of the engine using the obtained rotation speed information is realized. In step 4 of the main routine of FIG. 7, the rotation speed information and various controls obtained from the signal generated by the signal generator are realized. An ignition position calculating means for calculating a normal ignition position in a steady operation with respect to a condition is realized.

Further, according to Steps 2 and 3 in FIG. 9, the ignition signal is generated at the low-speed ignition point at which the ignition signal is generated at the generation position θ2 of the second reference signal at a low speed where the engine speed is low and it is difficult to determine the normal ignition position by calculation. Signal generation means is realized,
The ROM provided in the microcomputer implements a stop-time ignition position storage unit that stores the ignition position when the engine is stopped. Further, according to steps 2, 3, 4, 5 of the interrupt routine of FIG. 8, steps 2 and 3 of the interrupt routine of FIG. 9, and the interrupt routine of FIG. Measurement of the ignition position in a steady state calculated when the first reference signal Vs1 is generated is started. When the stop command is generated, the ignition position is stored in the ignition position storage means when the first reference signal Vs1 is generated. An ignition position measuring means for starting the measurement of the ignition position at the time of stop is realized. Further, the interrupt routine of FIG. 10 realizes an ignition signal generating means for generating an ignition signal when the measurement of the ignition position by the ignition position measuring means is completed.

In the above example, the ignition position at the time of stop is stored in the ROM.
In the case where the ignition position is controlled by using a microcomputer, the ignition position at the time of stopping is also provided to the rotor of the signal generating device in addition to the reluctor for obtaining the first and second reference signals. The signal generator of the present invention may be further provided with a reluctor for obtaining a signal at a time, and the signal generation device gives an ignition signal to the ignition circuit when the signal is generated at the stop ignition position.

In the above example, the configuration of the ignition device for igniting one cylinder of the internal combustion engine has been described. However, when the internal combustion engine has a plurality of cylinders, an ignition circuit for the number of cylinders is provided. Thus, an ignition device can be configured. Further, when one of the cylinders is at the ignition timing, such as a four-cycle two-cylinder internal combustion engine or a four-cycle four-cylinder internal combustion engine, the other cylinder does not cause any trouble even if the reciprocating ignition is performed. If two cylinders having a relationship as described in (stroke) can be set as one set to form a combination of cylinders that can simultaneously ignite, one ignition circuit is commonly used for each set of cylinders. Is provided, and the ignition operation is performed simultaneously in each set of cylinders, so that the ignition device can be configured only by providing an ignition circuit of half the number of cylinders.

In the above example, the ignition capacitor is charged with the voltage boosted by the booster circuit 7 using the chopper switch, the output voltage of the exciter coil Le. The present invention can also be applied to a case where the ignition capacitor is directly charged with the output voltage of the exciter coil using a capacitor having a high value.

Further, the present invention can be applied to a case where a capacitor discharge type ignition circuit in which an ignition capacitor is charged with a voltage obtained by boosting an output voltage of a battery by a DC-DC converter is used. it can.

In the above example, a capacitor-discharge type circuit is used as the ignition circuit. However, the ignition circuit causes a sudden change in the primary current of the ignition coil when an ignition signal is given, thereby causing the ignition coil to change its current. Any circuit may be used as long as it induces a high voltage for ignition in the secondary coil. The current flowing in the primary coil of the ignition coil is cut off when an ignition signal is given, so that the secondary coil of the ignition coil is ignited. It is also possible to use a known current interruption type ignition circuit for inducing a high voltage for use.

[0102]

As described above, according to the present invention, when a stop command is given, the ignition position of the internal combustion engine is retarded to a position beyond the limit position on the retard side of the allowable fluctuation range, and the explosion Since the engine is stopped while maintaining the state in which the air-fuel mixture is burned during the stroke, there is an advantage that the unburned air-fuel mixture can be prevented from being discharged when the engine is stopped.

Further, according to the present invention, when the engine is stopped, unburned air-fuel mixture that can be burned does not remain in the cylinder and the exhaust pipe, so that afterburning occurs when the engine is restarted. Can be prevented.

[Brief description of the drawings]

FIG. 1 is a circuit diagram showing a configuration example of an ignition device for an internal combustion engine according to the present invention.

FIG. 2 is a waveform diagram showing a signal waveform of each part of FIG. 1 together with a stroke diagram of a four-cycle engine.

FIG. 3 is a circuit diagram showing another example of the configuration of the ignition device for an internal combustion engine according to the present invention.

FIG. 4 is a circuit diagram showing still another example of the configuration of the ignition device for an internal combustion engine according to the present invention.

FIG. 5 is a circuit diagram showing still another example of the configuration of the ignition device for an internal combustion engine according to the present invention.

FIG. 6 is a waveform chart showing signal waveforms at various parts of the ignition device of FIG. 5;

7 is a flowchart illustrating an example of an algorithm of a main routine of a program executed by a microcomputer in the ignition device of FIG. 5;

8 is a flowchart illustrating an example of an algorithm of an interrupt routine of a program executed by a microcomputer in the ignition device of FIG. 5;

9 is a flowchart illustrating an example of an algorithm of another interrupt routine of a program executed by the microcomputer in the ignition device of FIG. 5;

10 is a flowchart showing an example of an algorithm of still another interrupt routine of a program executed by the microcomputer in the ignition device of FIG. 5;

[Explanation of symbols]

DESCRIPTION OF SYMBOLS 1 ... Ignition coil, 2 ... Primary current control circuit, 3 ... Ignition plug, 4 ... Ignition circuit, 5 ... Magnet generator, 6 ... Signal generator, 7 ... Boost circuit, 9 ... Ignition position control unit, 10 ... Full wave Rectifier circuit.

──────────────────────────────────────────────────続 き Continued on the front page (51) Int.Cl. ⁷ Identification symbol FI Theme coat ゛ (Reference) F02P 5/15 B (72) Inventor Shigeru Takagi 3744 Ooka, Numazu-shi, Shizuoka Prefecture Kokusan Denki Co., Ltd. (72) Inventor Hitoshi Wada 3744 Ooka, Numazu-shi, Shizuoka Pref. 3G092 AA01 AA03 AA13 BA09 BA10 CA01 DF05 EA04 EA09 EA17 EC05 FA15 GA01 GA17 HC09X HC09Z HE01Z HE04Z HF20Z

Claims (5)

[Claims] When a stop command is issued to stop the internal combustion engine, the ignition position of the internal combustion engine must not exceed the ignition position in order to maintain the rotation of the engine. To the position beyond the limit position of
An internal combustion engine stop control method, wherein the engine is stopped while maintaining a state in which an air-fuel mixture is burned during an explosion stroke. 2. An ignition circuit for generating a high voltage for ignition when an ignition signal is given, a stop command generating means for generating a stop command signal for commanding to stop the internal combustion engine,
When maintaining the rotation of the internal combustion engine, an ignition signal is given to the ignition circuit at an ignition position in a steady operation within an allowable fluctuation range of the ignition position which must not be exceeded in order to maintain the rotation of the engine, and And an ignition position control unit that supplies an ignition signal to the ignition circuit at a stop ignition position set at a position beyond a limit position on the retard side of the allowable variation range when a stop command signal is generated. Engine ignition device. 3. A first reference signal is generated at a first reference position set at a position advanced from a top dead center of a compression stroke of the internal combustion engine, and the first reference signal is generated from a top dead center of an explosion stroke of the internal combustion engine. A signal generating device for generating a second reference signal at a second reference position set at a retarded position, an ignition circuit for generating a high voltage for ignition when an ignition signal is given, and an internal combustion engine. A stop command generating means for generating a stop command signal for commanding to stop, and when maintaining the rotation of the internal combustion engine, the ignition is performed when the first reference signal is detected at the first reference position. An ignition position control unit for supplying an ignition signal to the circuit, and when the stop command signal is generated, supplying an ignition signal to the ignition circuit when the second reference signal is detected at the second reference position. The first reference position controls the rotation of the internal combustion engine. The second reference position is set to a normal ignition position in a steady operation suitable for holding the ignition timing, and the second reference position is retarded within an allowable variation range of the ignition position that must not be exceeded in order to maintain the rotation of the internal combustion engine. The ignition device for the internal combustion engine is set at a position beyond the limit position on the side. 4. A first reference signal is generated at a first reference position set at a position advanced from a top dead center of a compression stroke of an internal combustion engine, and an ignition position at a low speed near the top dead center is provided. A signal generating device for generating a second reference signal at a second reference position set to a position suitable as a control signal, an ignition circuit for generating a high voltage for ignition when an ignition signal is given, and stopping the internal combustion engine A stop command generating means for generating a stop command signal for instructing the rotation of the internal combustion engine, a rotation speed calculating means for calculating a rotation speed of the internal combustion engine from a generation interval of a signal generated by the signal generating device, and a calculation by the rotation speed calculating means. An ignition position calculating means for calculating an ignition position in a steady operation at the set rotation speed; and the second control device when the rotation speed of the internal combustion engine is equal to or less than a set rotation speed.
A low-speed ignition signal generating means for generating an ignition signal at the generation position of the reference signal, a stop time ignition position storage means for storing an ignition position when the internal combustion engine is stopped as a stop time ignition position, and the stop command signal Does not occur, the signal generator starts measuring the ignition position during the steady operation calculated when the first reference signal is generated, and when the stop command signal is generated, the first An ignition position measuring means for starting measurement of a stop time ignition position stored in the stop time ignition position storage means when a reference signal is generated, and an ignition signal when the ignition position measurement by the ignition position measurement means is completed. Ignition signal generating means for generating the ignition signal, wherein the ignition position at the time of the stop is a limit on the retard side within an allowable fluctuation range of the ignition position which must not be exceeded in order to maintain the rotation of the internal combustion engine. An ignition device for an internal combustion engine set at a position beyond the boundary position. 5. The signal generator according to claim 1, further comprising a reluctor provided for a specific cylinder of the internal combustion engine, a rotor mounted on a rotating shaft of the internal combustion engine, and a signal generator for the specific cylinder of the internal combustion engine. And a signal generator for generating the first and second reference signals for the specific cylinder when detecting a front edge and a rear edge in the rotational direction of the rotor of the rotor, respectively. Claim 3
Or the ignition device for an internal combustion engine according to 4.