JP2001349270A - Engine ignition device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide an ignition device for supplying an output voltage of an AC generator to an ignition coil, permitting ignition even when a battery is exhausted. SOLUTION: A magnet 4 is provided on a flywheel 3 fixed to a crankshaft 2 and a stator coil 5 is provided on a stator core 6 provided coaxially with the crankshaft in a peripherally displaceable manner and screwed to an engine. A pulser 8 fixed to the engine side and a reluctor 7 provided on the flywheel are used for detecting an ignition timing and controlling ignition. The stator core or the magnet is set to be located based on an ignition timing sensor so that an ignition timing reference signal is generated where the waveform of a current flowing in a primary coil is over that of a current required for ignition. Ignition can be carried out by AC generation even when the battery for a small motor bicycle is exhausted. Ignition can be carried out up to a high rotating speed in consideration of, particularly, a difference in phase lag due to a difference between high and low rotating speeds.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

The present invention relates to an alternating current generator (AC).
The present invention relates to an engine ignition device adapted to supply the generated current G) to an ignition coil.

[0002]

2. Description of the Related Art Conventionally, a so-called full-transistor ignition device has been known as an ignition device used for a gasoline engine of an automobile, and is used for passenger cars and large / medium-sized motorcycles. FIG. 8 shows an example of the full transistor ignition device. In the figure, an alternating current generator (ACG) 1 that rotates in conjunction with an engine (not shown) generates electric power, and normally a half-wave rectifier is performed by a regulator 15 using a generated voltage to charge a battery 16. It is supplied to the ignition control circuit 12. The ignition control circuit 12 includes:
A control circuit power supply section 12a is provided for supplying a constant voltage in the circuit.

In the illustrated ignition device, as shown in the figure, the generated voltage of the AC generator 1 is applied to the primary coil L1 of the ignition coil 13, and the energization is controlled on / off by the transistor Q1. be able to. A pulsar signal from a pulsar (magnetic detection coil) 8 provided to detect the rotational position of the crankshaft is passed through a pulsar waveform input unit 12b and an ignition coil primary current control unit 12c, and the pulsar signal is supplied according to the pulsar signal. On / off control of the transistor Q1 is performed.

When the transistor Q1 is turned on, a current is applied to the primary coil L1 of the ignition coil 13 in advance, and when the energy of the primary coil L1 increases, the transistor Q1 is turned off. The flowing current is suddenly cut off. When the current is cut off, the primary coil L1 of the ignition coil 13 is turned off.
Back electromotive force is generated, and the high voltage generated in the secondary coil L2 of the ignition coil 13 at that time can be discharged by the spark plug 14 to ignite the air-fuel mixture in the engine.

[0005]

In recent years, electronic fuel injection devices have been used in small motorcycles in order to improve fuel efficiency due to environmental problems and the like. Since the above-described full-transistor igniter has a characteristic that the spark time is long, a full-transistor igniter that is advantageous for igniting a lean mixture due to a long spark time is provided by the electronic fuel injection device as described above. It can be used for small motorcycles equipped with.

However, small motorcycles such as mopeds are generally equipped with a small-capacity battery, and there is an increase in battery load due to the mounting of the electronic fuel injection device described above, and a lack of awareness of battery maintenance. For example, it is necessary to consider a dead battery or a disconnected battery.

On the other hand, in the full-transistor ignition device, it is necessary that a current flows through the primary coil L1 of the ignition coil 13 when the current is cut off as described above. Passenger cars and large / medium-sized motorcycles are equipped with a relatively large-capacity battery, so there is no need to consider the running out of the battery.However, for small motorcycles such as mopeds, In such a case, it is necessary to take the current into the primary coil L1 into use as the generated current of the generator.

[0008] In the case where the above-mentioned battery is dead, for example, as shown in the upper part of FIG.
G) The AC half-wave voltage of 1 is output to the ignition coil 13. The current waveform flowing through the primary coil L1 of the ignition coil 13 has a phase lag φ with respect to the output voltage waveform of the AC generator 1 as shown in the lower part of FIG.
1 (φ2).

For example, when the ignition timing T1 is set to a point where the current value of the primary coil L1 reaches a peak in accordance with the phase delay φ1 at the time of a low rotation speed, a strong spark can be obtained. By doing so, it is possible to start even when the battery is dead. The ignition timing T1 can be adjusted by, for example, attaching a reluctor to a rotating body (such as a flywheel) that rotates integrally with the crankshaft and changing the position of a magnetic sensor that detects the passage of the reluctor. It is.

However, for example, when the AC generator 1 having eight magnets is used, the generated voltage output waveform is output four waves per rotation of the crankshaft.
When the position of the magnetic sensor is changed, a position changeable range of up to 90 degrees is secured, and there is a problem that the layout must be made so that there is no other component that may interfere with the range. .

Further, since the magnitude of the phase lag changes with a change in the rotation speed, a large phase lag φ2 occurs at a high rotation speed, resulting in a current waveform as shown by an imaginary line in the figure. There is also a problem that no ignitable current flows in T1. In that case, ignition cannot be performed, and when the battery runs down, high-speed traveling cannot be performed.

[0012]

In order to solve the above-mentioned problems, it is possible to start even if the battery is dead or the battery is disconnected, and to realize ignition regardless of the rotational speed. An AC generator having a magnet provided on a rotating body interlocked with a crankshaft of the engine and a stator coil provided corresponding to the magnet, and an ignition timing reference for determining an ignition timing of the engine. An ignition timing sensor for detecting a signal; and an ignition control circuit for controlling so as to cut off energization to a primary coil of an ignition coil at the ignition timing, and energizing the primary coil at the ignition timing. A waveform obtained by matching a waveform of a current supplied to the primary coil by the AC generator to the ignition timing so that a current flows more than a required ignition current. It was.

[0013] According to this, the current waveform by the AC generator is set in accordance with the ignition timing, and the current waveform to the primary coil is set to flow at the ignition timing more than the current required for ignition. Even if there is, ignition can be performed only by power generation by the AC generator. In the phase adjustment of the waveform of the current supplied to the primary coil by the AC generator with respect to the ignition timing, for example, when the positions of the magnet and the stator coil of the AC generator at the ignition timing are set under the above conditions, they are rotated. Since the position is set by displacing in the direction, there is no need to consider interference between them and other components.

The stator coil is displaceably mounted in the rotating direction of the rotating body so that the phase of the voltage waveform generated by the AC generator with respect to the ignition timing reference signal can be adjusted. According to what
The generation time of the current flowing to the primary coil by the AC generator can be matched with the ignition timing, and there is no need to prepare an AC generator having different characteristics for each vehicle type.

[0015] Further, according to the provision of the capacitor connected in parallel to the primary side coil, the capacitor can be charged with a waveform not used for ignition, for example, by using a multi-pole stator coil and a magnet. When the current is deviated from the waveform of the current supplied to the primary side coil by the AC generator, the current generated by discharging the capacitor can flow, and ignition can be performed by the discharge current. Control becomes possible.

Alternatively, an AC generator having a magnet provided on a rotating body linked to a crankshaft of the engine and a stator coil provided corresponding to the magnet, and an ignition timing for determining an ignition timing of the engine An ignition timing sensor for detecting a reference signal; and an ignition control circuit for controlling the ignition timing so as to cut off energization to a primary coil of an ignition coil. The alternator is provided at the ignition timing so that the current flowing through the primary coil, which is generated by causing a phase shift in accordance with the level of the rotational speed with respect to the primary coil, flows more than the required ignition current between the levels of the rotational speed. , The waveform of the current flowing through the primary side coil can be adjusted.

According to this, even if the phase of the waveform of the current flowing through the primary coil with respect to the voltage generated by the generator changes according to the level of the rotation speed, the waveform of the primary coil current due to the change also changes. Since the ignition is performed within the overlapping range and at the ignition necessary current or more, the ignition can be performed from a low rotation speed to a high rotation speed even when the battery runs out.

Further, in the position set in accordance with the phase shift, a phase difference of a voltage waveform generated by the AC generator with respect to the ignition timing can be adjusted.
Since the stator coil is mounted so as to be displaceable with respect to the rotation direction of the rotating body, it is possible to match the generation timing of the current flowing to the primary coil by the AC generator with respect to the ignition timing. In addition, there is no need to prepare an AC generator having different characteristics for each vehicle type.

In particular, according to the provision of the capacitor connected in parallel with the primary side coil, the capacitor can be charged with a waveform not used for ignition, for example, by using a multi-pole stator coil and a magnet. Can be ignited by the charge / discharge waveform, and the advance angle control at the time of high rotation is possible.

[0020]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS Embodiments of the present invention will be described below in detail with reference to specific examples shown in the accompanying drawings.

FIG. 1 is a schematic side sectional view showing an AC generator 1 as a power source of an automobile ignition device to which the present invention is applied, and FIG. 2 is an enlarged front view of a main part thereof. As shown in the figure, a flywheel 3 as a rotating body is coaxially fixed to the crankshaft 2 of the engine E, and extends from the outer peripheral portion of the flywheel 3 toward the engine E. A predetermined number of arc-shaped magnets 4 are fixed to the inner peripheral surface of the formed peripheral wall by alternately disposing N and S poles in the circumferential direction.

The stator coil 5, which constitutes the AC generator 1 together with the magnet 4, has the same number of the magnets 4 and the crankshaft 2 inside the peripheral wall of the flywheel 3 so as to face the magnetic poles of the magnet 4. Are provided radially with respect to. An annular stator core 6 surrounding the crankshaft 2 is fixed to an end surface of the engine E by screwing with a fixing bolt 10.
A plurality of yokes are fixed on the outer peripheral surface of the stator core 6 in a radially upright state, and a stator coil 5 is wound around each yoke. The stator coil 5 is electrically connected to a regulator 15 of the ignition control circuit 12.

On the outer peripheral surface of the peripheral wall portion of the flywheel 3, a reluctor 7 made of a magnetic material is fixed to constitute an ignition timing sensor. A pulsar 8, which may be the same as the conventional example constituting an ignition timing sensor together with the reluctor 7, faces the outer peripheral surface of the peripheral wall of the flywheel 3 in order to detect a magnetic change due to the passage of the reluctor 7.
The engine E is supported by a bracket 9 screwed to the end face.

In the ignition control circuit applied to the present invention, the ignition control circuit 12 shown in the conventional example can be used. The circuit shown in FIG. 8 is a first example,
The detailed description is omitted.

FIG. 3 shows a generated voltage output waveform of the AC generator 1 thus configured. In the present embodiment, the number of magnetic poles of the magnet 4 is eight, and in this case, the output voltage waveform of the AC generator 1 is output as four waves per rotation of the crankshaft 2 as shown in FIG. (1
When two poles are used, six waves are output.) Note that the generator output voltage waveform shown in the upper part of FIG. 3 is a waveform after passing through the regulator 15 when a dead battery or the like occurs, and shows a positive half wave of a sine wave.

The current waveform flowing in the primary coil L1 of the ignition coil after the start of energization (turning on of the transistor Q1) has a phase lag of φ1 (φ2 ). The solid line in FIG. 3 indicates a low rotational speed (for example, 500 rpm) state of the engine E, and the imaginary line indicates a high rotational speed (for example, 10,000 rpm) state of the engine E. That is, as the engine E rotates at a high rotation speed, the peak value of the voltage (current) increases, and the phase delay increases (φ1 <φ2).
It is sufficient to secure only one peak of the current flowing through the primary side coil L1 at the timing of the energization, and to turn off the transistor Q1 for the other peaks (the remaining three peaks in the figure), turning off the unnecessary current. Not to shed. This can promote power saving.

The ignition timing T1 is set based on the pulser signal (ignition timing reference signal) generated in the pulser 8 as described above. In the case of the illustrated example, the positive and negative pulse waves are generated once per rotation of the crankshaft 2 as shown in the lower part of FIG. The time when the rising of the waveform is detected (for example, when the threshold value is exceeded) is defined as the ignition timing T1. A strong spark is obtained when the peak value of the primary-side coil current is approximately located at the ignition timing T1, but the minimum current value required for ignition in the primary-side coil L1 (ignition required current value Ad) If the ignition timing is set in a portion beyond the range, ignition is possible.

In the case of a dead battery or the like, only the voltage generated by the AC generator 1 is supplied to the primary coil L1. In this case, the portions of the current waveform at the low rotation speed (solid line in FIG. 3) and the current waveform at the high rotation speed (imaginary line in FIG. 3) in the engine operating range that are equal to or greater than the ignition necessary current value Ad The overlapping portion becomes the ignitable range α. The ignition timing T falls within the ignitable range α.
By locating 1, even if the battery is dead, the ignition can be performed only by the power generation of the AC generator 1 regardless of the rotational speed.

In assembling the alternator 1 according to the present invention, the position (ignition timing) of the ignition timing sensor (reactor 7 and pulsar 8) is determined so as to satisfy the above-mentioned ignition possible condition between the high and low rotation speeds. Then, the positions of the magnet 4 and the stator coil 5 are set, and the flywheel 3 (magnet 4) and the stator coil 5 are assembled to the engine E. At this time, each magnet 4 is fixed to the flywheel 3 at an equal angular pitch. On the other hand, the stator core 6
The (stator coil 5) is provided with a screw hole at a position corresponding to the above setting on the end face of the engine E, for example, and the fixing bolt 10
May be fixed.

The transistor Q1 is turned off at the ignition timing T1 to cut off the current supply to the primary coil L1, and the ignition timing T1 is determined according to the ignition timing reference signal. Therefore, the positions of the magnet 4 and the stator coil 5 can be mechanically set based on the positions of the timing sensors (reactor 7 and pulser 8).

FIG. 4 shows the positional relationship among the magnet 4, stator coil 5, and reluctor 7 at the ignition timing T1. In the illustrated example, the flywheel 3 rotates in the direction shown by the arrow A, and the end of the
3 shows the moment of the ignition timing T1 immediately after passing through the position directly opposite to the ignition timing T1. In this state, the stator coil 5 is located at a substantially middle position in the rotation direction of the magnet 4.

The peak position of the generated voltage is when the stator coil 5 is located between the N and S magnets 4, and FIG.
FIG. 3 shows that the signal of the ignition timing T1 is generated with a phase difference δ from the peak of the generated voltage as shown in FIG. If the relative positional relationship between the magnet 4 and the stator coil 5 is determined in this way, there is no problem even if the reluctor 7 and the pulsar 8 are displaced in the circumferential direction while maintaining the relative positional relationship shown in the figure. Each positional relationship in the illustrated example is an example.

In the ignition device according to the present invention thus constituted, for example, a low rotational speed of 500 r
When the phase difference δ is set to 14.5 degrees using the 8-pole AC generator in the illustrated example in an engine having a usage range from 10000 rpm to 10,000 rpm as a high rotation speed, when the rotation speed is low and 1.5 to 3.0, which is sufficient for the primary coil L1 to ignite in the range of the used rotation speed at the time of the high rotation speed.
A current was able to flow.

In the above embodiment, the fixing position of the stator coil 5 is set. However, the stator coil 5 is fixed at an arbitrary position, and the relative position of the magnet 4 with respect to the stator coil 5 is set. You may do it. For example, the circumferential position of the reluctor 7 with respect to the magnet 4 may be changed. In this case, the reluctor 7 can be screwed to the outer peripheral wall of the flywheel 3 through a circumferential long hole. Action
It can be effective.

Next, the second embodiment of the AC generator 1 according to the present invention will be described.
Is shown below with reference to FIG. 5 corresponding to FIG. In FIG. 5, the same parts as those in the above-described example are denoted by the same reference numerals, and detailed description thereof will be omitted.

In the alternator 1 shown in FIG.
A stator core 6 for supporting the stator coil 5 is formed in an annular shape, and the stator core 6 is provided with an arc-shaped slot 6a concentrically as shown in the figure, and a fixing bolt 10 inserted into the arc-shaped slot 6a is provided. Engine E
The stator core 6 is positioned in the engine E by screwing into a screw hole provided on the side. Therefore, slot 6
The fixing position of the stator core 6 can be changed in accordance with the length of the circular arc a in the circumferential direction (the rotation direction of the crankshaft 2). For example, by displacing the stator core 6 in the circumferential direction as shown by the arrow B in FIG. 5, the stator coil 5 can be fixed at a position shown by the imaginary line. Also,
Adjustment is also possible in the direction opposite to arrow B.

In this manner, the deviation (φ1 · φ) between the rotational speeds of the phase delay with respect to the ignition timing T1 between high and low rotational speeds.
Positioning in consideration of 2) can be performed. Further, since the position of the stator coil 5 can be adjusted with respect to the pulser 8, the AC generator 1 having the same design can be used for different types of vehicles. That is, the generation time of the energizing current to the primary coil that enables ignition only by the generator when the battery is dead or the like can be arbitrarily adjusted on the AC generator 1 side, and an AC generator having different characteristics for each vehicle type is prepared. There is no need to increase the cost.

Next, an example of an ignition control circuit in a third example according to the present invention will be described below with reference to FIG. 6 corresponding to FIG. In FIG. 6, the same components as those in the above-described illustrated example are denoted by the same reference numerals, and detailed description thereof will be omitted.

In the ignition control circuit 12 shown in FIG. 6, a regulator 15, a pulser waveform input section 12b, an ignition coil primary current control section 12c, as in the conventional example.
have. Further, there is provided an advance control circuit 12d for controlling the ignition coil primary current control section 12c in accordance with the pulsar signal from the pulsar waveform input section 12b to perform ignition advance control. Further, a capacitor C1 provided in parallel with the primary coil L1 is connected to a node between the regulator 15 and the primary coil L1.

The ignition control circuit 1 constructed as described above
7, the energization is started (the transistor Q1 is turned on) as shown in the middle part of FIG. The current waveform flowing through the primary coil L1 according to the generated voltage waveform has a phase lag φ with respect to the voltage waveform as in the first example.
1 (φ2), and as shown in the figure, when the power supply is started in the disappearance section of the current waveform, the discharge current flows according to the charge amount of the capacitor C1 at the start of the power supply. Also in this example, when the battery has run down or the like, a current equal to or greater than the ignition necessary current value Ad can be passed to the primary coil L1 at the ignition timing T1, and starting is possible.

Further, it is preferable to advance the ignition timing as shown by the arrow C in FIG. 7 according to the increase in the rotation speed. According to this third example, a high rotation speed (for example, 10,000 rpm
m), the ignition can be performed at the ignition timing T2 advanced from the ignition timing T1 at the low rotation speed (for example, 500 rpm) as shown in the middle part of FIG. That is, since the generated voltage increases and the charging voltage of the capacitor C1 increases in accordance with the increase in the rotation speed, the primary coil current is imaginary even at the ignition timing T2 at a position deviated from the generated current waveform by advancing the angle. As shown in (1), it is possible to flow more than the ignition necessary current value Ad, and it is possible to perform the advance angle control at the time of the high rotation speed.

As described above, according to the increase in the rotation speed, a current equal to or more than the ignition necessary current value Ad can be caused to flow only by the discharge current of the capacitor C1. Therefore, it is possible to use a small-capacitance type capacitor having a required ignition current value Ad or less (solid line in the figure) in the discharging process at the low rotation speed,
This can reduce component costs.

The output voltage of the alternator 1 is
Since the current flowing through the secondary coil L1 is affected by the inductance of the coil, the rise of the current becomes slower at a high rotational speed, and the time from generation to disappearance of the voltage waveform is shortened. Therefore, in an ignition circuit without a capacitor, even when the primary coil L1 is started to be energized at the time of startup, the primary coil current starting to increase from 0 is completely increased to a value required for ignition. It is not possible. Even in such a case, in the third example in which the capacitor is provided, the energization can be started before the rise of the current waveform by the AC generator 1, so that the energization can be started earlier, The current value can be increased from a certain value when the current waveform rises by the generator 1, and a high primary current required for ignition can be obtained. Even in this case, the energy required for the primary coil current to flow to some extent may be stored in the capacitor C1, so that the capacitor C1 may be a small-capacity type.

According to the third example, the ignition can be performed even when the battery is dead, etc., and the advance angle control at a high rotational speed can be performed only by providing a power storage element such as an electrolytic capacitor capable of storing electric power. Can be performed without any problem, so that a small full-transistor ignition device that operates without a battery can be realized.

It is to be noted that the capacity of the capacitor can be reduced to about 1/6 to 1/7 of the case where it is intended to secure a sufficient current to be applied at the time of high rotation speed only by the storage capacity of the capacitor. In the case where the battery is used as a substitute only for the storage capacity, even if it is impractical due to the increase in size and cost of the device, it can be sufficiently put into practical use.

[0046]

As described above, according to the present invention, the current waveform by the AC generator is set in accordance with the ignition timing so that the current supplied to the primary coil at the ignition timing becomes equal to or more than the required ignition value. Alternatively, the ignition timing is set so that the respective primary coil current waveforms, which are generated by changing the magnitude of the phase shift depending on the rotation speed of the generator voltage of the AC generator, are overlapped. As a result, the ignition timing can be set in consideration of the difference between the high and low rotation speeds of the phase lag of the primary coil current waveform with respect to the generated voltage waveform, and the battery running out, which often occurs in small motorcycles such as mopeds, occurs. Even in this case, ignition can be performed only by power generation by the AC generator, and for example, a full transistor ignition device can be applied to a small motorcycle such as a moped.

Further, by assembling at least one of the stator coil and the magnet with an adjustment allowance displaceable in the rotation direction of the crankshaft, the generation timing of the generated current with respect to the ignition timing can be arbitrarily changed. This eliminates the need to prepare an AC generator having different characteristics for each vehicle type, so that the cost does not increase.

Also, in the case where the capacitor is provided in parallel with the ignition coil, the discharge current of the capacitor can be caused to flow in the section where the current waveform disappears due to the AC generator in the case of a dead battery or the like. Since the current can be started to flow to the secondary coil, it enables advanced angle control at high rotation speeds, enables suitable ignition from low rotation speeds to high rotation speeds, and has a phase shift with respect to the generated voltage. Since the ignition timing is set in the overlapping range from the low rotation speed to the high rotation speed of the current waveform generated by the occurrence of the occurrence, it is not necessary to secure the primary side coil current only by the discharge current of the capacitor. This eliminates the need for a large-capacity capacitor and can improve cost reduction.

[Brief description of the drawings]

FIG. 1 is a schematic side sectional view showing an AC generator of an automobile ignition device to which the present invention is applied.

FIG. 2 is an enlarged front view of a main part as viewed along the arrow II-II line in FIG. 1;

FIG. 3 is an explanatory diagram showing an ignition timing corresponding to a phase delay of a primary side coil current with respect to a generator output voltage according to the present invention.

FIG. 4 is a diagram corresponding to FIG. 2 at an ignition timing.

FIG. 5 is a diagram corresponding to FIG. 4, showing a second example based on the present invention.

FIG. 6 is a circuit block diagram showing an ignition control circuit according to a third example based on the present invention.

FIG. 7 is an explanatory diagram showing a flowing current waveform and an ignition timing in a third example based on the present invention.

FIG. 8 is a circuit block diagram showing an ignition control circuit of the full transistor type ignition device.

FIG. 9 is a diagram showing a phase delay and ignition timing of a primary side coil current with respect to a conventional generator output voltage.

[Explanation of symbols]

DESCRIPTION OF SYMBOLS 1 Generator 2 Crankshaft 3 Flywheel 4 Magnet 5 Stator coil 6 Stator core 7 Reluctor 8 Pulsar 9 Bracket 10.11 Fixing bolt 12 Ignition control circuit 12a Control circuit power supply part, 12b Pulser waveform input part 12c Ignition coil primary current control Part, 12d
Lead angle control circuit 13 Ignition coil 14 Spark plug 15 Regulator 16 Battery

 ──────────────────────────────────────────────────の Continuing on the front page (72) Inventor Hiroshi Nozue 1-2681, Hirosawa-cho, Kiryu-shi, Gunma Co., Ltd. (72) Inventor Makoto Arai 1-2681-1, Hirosawa-cho, Kiryu-shi, Gunma, Japan Mitsuba Co., Ltd. 72) Inventor Kazuaki Tanaka 1-2681 Hirosawa-cho, Kiryu-shi, Gunma F-term in Mitsuba Co., Ltd. 3G019 AB01 BA01 BA05 BA09 EA17 FA02 KC12 KC15 KC17 KC18 KC20 3G022 BA01 BA03 BA06 FB11

Claims (6)

[Claims] 1. An alternator having a magnet provided on a rotating body linked to a crankshaft of an engine and a stator coil provided corresponding to the magnet, and an ignition timing for determining an ignition timing of the engine. An ignition timing sensor for detecting a reference signal; and an ignition control circuit for controlling the ignition timing so as to cut off energization to a primary coil of an ignition coil. An engine ignition device characterized in that a waveform of a current supplied to the primary coil by the AC generator is adjusted to the ignition timing so that the supplied current flows more than the required ignition current. 2. A method for adjusting a phase difference of a voltage waveform generated by the AC generator with respect to the ignition timing.
The said stator coil is assembled | attached displaceably with respect to the rotation direction of the said rotating body, The Claim 1 characterized by the above-mentioned.
The engine ignition device according to claim 1. 3. The engine ignition device according to claim 1, further comprising a capacitor connected in parallel to the primary coil. 4. An alternator having a magnet provided on a rotating body linked to a crankshaft of an engine and a stator coil provided corresponding to the magnet, and an ignition timing for determining an ignition timing of the engine An ignition timing sensor for detecting a reference signal; and an ignition control circuit for controlling the ignition timing to cut off the power supply to a primary coil of an ignition coil. The alternator is provided at the ignition timing so that the current flowing through the primary coil, which is generated by causing a phase shift in accordance with the level of the rotational speed with respect to the primary coil, flows more than the required ignition current between the levels of the rotational speed. An engine ignition device characterized in that a waveform of a current supplied to the primary side coil according to (1) is adjusted. 5. A method for adjusting a phase difference of a voltage waveform generated by the AC generator with respect to the ignition timing.
5. The stator coil according to claim 4, wherein the stator coil is displaceable in a rotation direction of the rotating body.
The engine ignition device according to claim 1. 6. The engine ignition device according to claim 4, further comprising a capacitor connected in parallel to the primary coil.