JPH01315672A - Ignition timing control device - Google Patents

Abstract

PURPOSE:To obtain a stabilized ignition timing by performing control such that a reference signal from a pick-up coil is used as an ignition timing signal during starting operation while by changing over an ignition timing signal from a gear pulse count circuit into an ignition timing signal in accordance with the reference signal upon abnormal operation. CONSTITUTION:There are provided a gear pulse count circuit 51 for producing a steady-state ignition timing signal and a start control device 56 for producing an ignition timing signal in accordance with reference signals from pick-up coils 42a through 42d. In this phase, even in a steady-state condition, upon abnormal operation such that, for example, a throttle sensor 52 comes off, a detecting circuit 55 delivers a detection signal to a start ignition timing signal switch circuit 57 in the start control device 56. Further, the switch circuit 57 is energized by a second timer 56 after a predetermined time elapses so as to change over reference signals from the pick-up coils 42a through 42d into ignition timing signals for engine cylinders.

Description

DETAILED DESCRIPTION OF THE INVENTION [Field of Industrial Application] The present invention relates to an ignition timing control device, particularly to an ignition timing control device for a marine engine that controls to obtain stable engine ignition timing when starting the marine engine. It is something.

[Prior Art] Fig. 3 is a diagram showing a configuration circuit of a conventional ignition timing control device disclosed in, for example, Japanese Patent Publication No. 61-33992. In Fig. 1, (■) is an ignition device, This conventional example takes a well-known CD ignition device as an example, and is configured as follows. That is, (1) is a generating coil of a magnet generator (not shown), which generates positive and negative alternating current outputs in synchronization with the rotations of the two engines. (
2>, (3) is a diode that rectifies the output of this generator coil (1), (4) is a capacitor that is charged by the rectified output of this diode (2), and (5) is a discharge circuit for this capacitor (4). The ignition coil is connected to the ignition coil and consists of a primary coil (5a) connected in series with the capacitor (4) and a secondary coil (5b) connected to the spark plug (6).
(7) is Cyrisk, which is a semiconductor switching element connected to the discharge circuit of capacitor (4).

When the cyrisk (7) is conductive, the charge in the capacitor (4) is discharged to the primary coil (5a). (■) is the ignition timing control circuit, which is configured as shown below.

That is, <8) is a signal coil which is an angular position detection device,
The signal coil (8) is attached to the above-mentioned magnet generator together with the generator coil (1), and generates positive and negative AC outputs in synchronization with the rotation of the engine.
0), of which an output in direction b, ie, an angle signal, is generated corresponding to a predetermined crank position 1 of the engine, for example, the maximum advance angle position T1 required by the engine. This signal coil (8) is connected to a set end (S) of a flip-flop circuit (hereinafter referred to as FF circuit) (11) via a diode (10). (12) is the resistance, (
13) is a capacitor, (14) is an operational amplifier (hereinafter referred to as an operational amplifier), which is connected to a resistor (12) and a capacitor (14).
3) constitute an integrator. (15), (16
) is a voltage comparator (hereinafter referred to as a comparator), (1
7) is a capacitor, and (18) is a diode. This capacitor (17) and diode (18) constitute a pulse rise detection circuit (III). FF circuit (1
The output terminal (Q) of 1) is connected to the inverting input terminal (hereinafter referred to as the (-) terminal) of the operational amplifier (14) via the resistor (12). The output end of the operational amplifier (14) is connected to the (-) end of the comparator (15) and also connected to the (-) end of the operational amplifier (14) via the capacitor (13). In addition, the non-inverting input terminal (hereinafter referred to as the (+) terminal) of the operational amplifier (14) is biased to the reference voltage ■1, and the (+) terminal of the comparator (15) is biased to the ground potential, which is the first reference value. be done. Also.

The output terminal of the comparator (15) is connected to the reset terminal of the FF circuit (11). Comparator (16)
The end is connected to the output end of the operational amplifier (14).

The (10) end is biased to a reference voltage 2 which is a second reference value.

(III) is a pulse rising detection circuit, which is connected from the output terminal of the comparator (16) to the gate of the thyristor (7) via the capacitor (]T7, and the diode (18
) has its cathode side connected to the gate of the thyristor (7), and its anode side grounded. In addition, a diode (1
0) and the set end (S) of the FF circuit (11) at the connection point (
B) is connected to the output terminal (E) of the comparator (16) through a resistor (21) and a diode (20>e), and is connected to the pulse rise detection circuit (II[) through a resistor (21) and a diode (19). The output terminal (G) of the output terminal (G) is connected to the gate of the thyristor (7).

FIG. 4 is a diagram showing the operating waveforms of FIG. 3.

In the figure, (A) is the engine crank position.

TDC indicates the top dead center of the engine, and T1 indicates the maximum advance angle position 2M of the engine at which the angle signal is generated indicates the required ignition position. (B)
-(G) are voltage waveforms at various parts shown in FIG.

It is a pulse waveform.

FIG. 5 is a diagram showing the ignition timing characteristics of the conventional example shown in FIG. It is assumed that once the rotational speed increases to N, ignition timing characteristics are required that remain constant at the maximum advance angle T even if the rotational speed increases further.

The conventional ignition timing control device is configured as described above, and first, when one engine is rotating at a rotation speed lower than the rotation speed N shown in Fig. 5 (N≦Nl), the operation is as follows. It is. Once per revolution of the engine, the signal coil (8) generates an angle signal whose angle width is narrow and changes sharply at the maximum advance angle position WT. The angle signal Suga diode (10)
When input to the set terminal (S) of the FF circuit (11) through Discharge at a current of T2.

12 = (high level voltage of FF circuit (11) - reference voltage V,) / resistance value of resistor (12) When capacitor (13) is discharged with discharge current I2, the output voltage of operational amplifier (14) is As shown in figure (D), it descends linearly with a constant slope.

When the (+) end of the comparator (15) reaches the ground potential, a positive pulse voltage is generated at the output end of the comparator (15), and the FF circuit (11) receives this positive pulse voltage at the reset end (R). When entered, it is reversed.

Its output terminal (Q) becomes low level.

When the output terminal (Q) of this FF circuit (11) becomes a low level, the capacitor (13) is charged to the illustrated polarity with a current I shown in the following formula 6! +=Reference voltage V, /resistance value of resistor (12) As shown in the above formula, this charging/discharging current II, I2 is the high level voltage of the FF circuit (11), the resistance value of resistor (12), and the reference voltage ■1 If is constant, it will be a constant value even if the rotation speed of one engine changes. Therefore, the charging/discharging voltage of the capacitor (13), that is, the output voltage of the operational amplifier (14), decreases linearly with a constant slope regardless of the rotation speed, as shown in Figure 4 (D). Or it will rise. In this way, the output voltage of the operational amplifier (14) decreases at a constant slope based on the discharge current I2 from the maximum advance angle position T1 where the angle signal is generated, and this output voltage decreases at a constant slope from the maximum advance angle position T1 where the angle signal is generated.
When the ground potential of the (+) end of 15) is reached, the charging current resumes ■
, resulting in a triangular wave output voltage that rises with a constant slope. This output voltage is input to the negative end of the comparator (16) and compared with the reference voltage V2 at the negative end of the comparator (16).

This comparator (16) generates a high level output voltage E during a period when the output voltage of the operational amplifier (14) is lower than the reference voltage V2. The output voltage E of the comparator (16) is differentiated by a pulse rise detection circuit (Ill) to generate a trigger voltage (A) shown in FIG. 4(G).

That is, the capacitor (17) is charged with the rising output voltage E of the comparator (16) to the polarity shown, and this charging current is applied to the trigger voltage of the thyristor (7) (Fig. 4 (G) at position M shown in Fig. 4). ) Generates the trigger voltage (a)) shown in ). Further, the electric charge of the charged capacitor (17) is transferred to the diode (1) by the low level of the comparator (16).
8) to prepare for the next operation. Note that the angle signal of the signal coil (8) is connected to the gate of the thyristor (7) via a resistor (21) and a diode (19).

When the engine speed is N or less, the angle signal from the signal coil (8) corresponds to the low level of the output from the comparator (16).
0) to the low level of the output of the comparator (16) and is not applied to the gate of the thyristor (7).

A comparator (
16) is applied.

Cyrisk (7) conducts at position M(i) and transfers the charge in the capacitor (4) to the negative coil (of the ignition coil (5)).
5a), a high voltage is induced in the secondary coil (5b) of the first ignition coil (5), causing the spark plug (6) to spark. In the rotation range lower than N shown in the figure, the discharge output of the output voltage of the operational amplifier (14) is
16) The time when the reference voltage v2 is reached is the ignition timing,
It will be understood that the ignition of the fi valve takes place.

Next, the engine speed rose to over N3 as shown in Figure 5 (
The operation in the case of N2H, ) will be explained.

As the v4 function rotation speed increases, the crank angle α becomes relatively small. That is, the generation timing of the trigger voltage (a) advances toward the maximum advance angle position T1, but as the rotational speed further increases, the crank angle α becomes zero. The rotational speed at this time is essentially the advance end rotational speed N1, but if the rotational speed further increases to N2 or higher, the output voltage of the operational amplifier (14) will always be below the reference voltage ■2 (the Figure 4 ( for N≧Nl)
D) Waveform) The output voltage E of the comparator (16) is always at a high level, so the pulse rising detection circuit (I
Trigger voltage (a) is no longer generated at [[).

On the other hand, the signal coil (8) generated at the maximum advance angle position T.
is input to the output terminal of the comparator (16) via a resistor (21) and a diode (20).

If the rotation speed rises above N1, the comparator (16)
This is because the output voltage E of is always at a high level.

The angle signal is sent to the thyristor (
7) is applied to the gate and becomes the trigger voltage (b) shown in Fig. 4 (G), that is, when the rotation speed of one engine is N1 or more, the angle signal generated at the maximum advance angle position T is the ignition timing. This is the trigger signal (b) that determines the

Therefore, the ignition timing becomes a constant maximum advance angle regardless of the increase in the engine speed.

[Problem to be solved by the invention]

In the conventional ignition timing control device as described above.

At startup, sufficient power supply voltage is not available for electrical control circuits such as gear pulse count circuits.

There was a problem in that the ignition timing control using the gear count caused malfunctions. Furthermore, there is a problem in that malfunctions occur in ignition timing control when a failure occurs such as a throttle sensor coming off or a wire breaking. Furthermore, there is a problem in that if high-speed operation is continued in the event of an abnormality such as overheating, the engine will be damaged.

This invention was made in order to solve these problems, and it is possible to obtain stable ignition timing even when the engine starts or breaks down, and in the event of an abnormality, by controlling the ignition timing to the same retard side as when starting. An object of the present invention is to obtain an ignition timing ignition timing control device that can reduce operating speed.

[Means for Solving the Problems] An ignition timing control device according to the present invention includes a pickup coil provided for each cylinder.

1. An ignition device that ignites the spark plug of each cylinder, a gear pulse count circuit that forms an ignition timing signal during steady state, and a starting control device that generates an ignition timing signal based on a reference signal from each pickup coil at the time of starting. It is equipped with an abnormality detection sensor that detects a failure or abnormality of the ignition timing control device or the internal combustion engine.

[Function] In this invention, at the time of starting, the reference signal from each pickup coil is controlled by the starting control device so as to become the ignition timing signal, and also when the abnormality detection sensor is outputting, the starting control device is operated to control the gear. The ignition timing signal from the pulse count circuit is switched to an ignition timing signal based on the reference signal.

[Embodiment] Fig. 1 is a block diagram showing the configuration of an ignition timing control device for a four-cylinder marine engine according to an embodiment of the present invention. In Fig. 6, (30) is a stop switch for stopping the engine. , (31) is the coil source of the magnet generator (not shown), and (32a) is the cathode of the stop switch (
30) and the anode is connected to the coil source (31
), and (32b) is a diode whose cathode is connected to the stop switch (30) and whose anode is connected to the other end of the coil source (31).

(33a) is a diode whose cathode is connected to the negative end of the coil source (31) and whose anode is grounded.

(33b) is a diode whose cathode is connected to the other end of the coil source (31) and whose anode is grounded;
) is a diode whose cathode is connected to the anodes of thyristor 5CRI (36a) and thyristor 5CR3 (36c), and whose anode is connected to one end of the coil source (31), and (34b) is a diode whose cathode is connected to the anode of thyristor 5CR2 (36b). and thyristor 5CR3 (36d
), and the anode is connected to the other end of the coil source (31), (35a>
The capacitor C1, (35b) has one end connected to the cathode of the diode (34a) and the other end grounded, and the capacitor C2, (35b) has one end connected to the cathode of the diode (34b) and the other end grounded. 37a) is a diode whose cathode is connected to the cathode of 5CRI (36a) and whose anode is grounded; (37b) is a diode whose cathode is connected to the cathode of 5CRI (36a);
Connected to the cathode of CR2 (36b).

A diode (37c) whose anode is grounded.

The cathode is connected to the cathode of 5CR3 (36c),
A diode whose anode is grounded (37d) is a diode whose cathode is connected to the cathode of 5CR4 (36d) and whose anode is grounded. (38a) is the ignition coil of the first cylinder, and its second winding. One end is S
It is connected to the cathode of CR1 (36a) and the other end of its primary winding is grounded, and one end of its secondary winding is connected to the cathode of CR1 (36a).
It is connected to the cathode of I (36a), and the other end of its secondary winding is grounded via a spark plug (39a). (3sb) is the ignition coil for the second cylinder.

One end of its secondary winding is connected to the cathode of 5CR2 (36b) and the other end of its primary winding is grounded, and one end of its secondary winding is connected to the cathode of 5CR2 (36b) and its The other end of the secondary winding is the spark plug (39b
) is grounded through.

(38c) is the ignition coil of the third cylinder, one end of its primary winding is connected to the cathode of 5CR3 (36c), the other end of its primary winding is grounded, and its secondary winding is connected to the cathode of 5CR3 (36c). One end is connected to the cathode of 5CR3 (36c), and the other end of the secondary winding is the spark plug (39c).
c) is grounded through.

(38d) is the ignition coil of the fourth cylinder, one end of its secondary winding is connected to the cathode of 5CR4 (36d), and the other end of its primary coil is grounded.
One end of the secondary winding is connected to the cathode of 5CR4 (36d), and the other end of the secondary winding is connected to the cathode of the 5CR4 (36d).
9d). (40) is a power supply coil, one end of which is connected to the power supply circuit (41), the other end of which is grounded, and its output is supplied to the circuit of the device as power. (42a) is a pickup coil that generates a reference signal for identifying the first cylinder.

One end thereof is connected to a noise filter (46) via a noise filter (43) and a diode (45a), and the other end is grounded. (42b) is a pickup coil that generates a reference signal for identifying the second cylinder, one end of which is connected to a noise filter (43).
and a noise filter (46) via a diode (45b), and the other end is grounded. (42c) is a pickup coil that generates a reference signal for identifying the third cylinder, one end of which is connected to a noise filter (46) via a noise filter (43) and a diode (45c), respectively; The other end is grounded. (42d) is a pickup coil that generates a reference signal for identifying the fourth cylinder, one end of which is connected to a noise filter (46) via a noise filter (43) and a diode (45d), and the other The end is grounded. (44a),
(44b), (44c), (44d) are.

Each anode thereof is a noise filter (43), and each cathode thereof is 5CRI (36a), 5CR2 (36b), 5
Diodes (47) are connected to the gates of CR3 (36c) and 5CR4 (36d), respectively, and the waveform shaping circuit (47) has a noise filter (46) at the 5-input end, and a signal distribution circuit (48) to be described later on the output side. are respectively connected to supply one distribution signal to the signal distribution circuit (48). The output side of the signal distribution circuit (48) is 5CR1 (36a), 5CR2
(36b), 5CR3 (36c), 5CR4 (36d)
connected to each gate. (49) is a gear count coil that generates a signal according to the number of gear teeth of a ring gear (not shown), and (50) is a quadrupling circuit connected to the gear count coil (49).

(51) is a gear pulse count circuit, the input side of which is connected to the waveform shaping circuit (47), the quadrupling circuit (50), and the count control circuit (54), and the output side of the circuit connected to the signal distribution circuit (48). and supplies one ignition timing signal to this signal distribution circuit (48).

(52) is a throttle sensor that generates a voltage according to the opening degree of the throttle, one end of which is connected to the count control circuit (54), and the other end grounded.

(53) is a timing switch which can be arbitrarily set manually to control the ignition timing, one end of which is connected to the count control circuit (54) and the other end grounded. (55) is a throttle sensor disconnection detection circuit that is connected to the throttle sensor (52) and detects disconnection or disconnection of the throttle sensor (52), (56) is a starting control device, and a starting ignition timing signal switch circuit (57) and 1
The first timer (58) has a relatively short time limit, for example 3 seconds, and 2 has a relatively long time limit, for example 11 seconds.
c second timers (5). The starting ignition timing signal switch circuit (57) is connected at its input side to a throttle sensor disconnection detection circuit (55) and a heat sensor (61) for detecting engine overheating, and also has a first timer (58) and a second timer. Connected to timer (59).

Its output side is a diode (60a), (60b), (
Noise filter (43) via (60c), (60d)
connected to.

FIG. 2 is a diagram showing operating waveforms of each part in FIG. 1. In FIG. 1, θ1<θ2.

In the ignition timing control system configured as described above, when the crankshafts of the two engines rotate once, the coil source (3
1) produces an output waveform as shown in FIG. 2(a).

・This voltage waveform is connected to the diode (33a) in its positive period.
) and a diode (34a) to charge the capacitor C1 (35a). This voltage waveform is the second
The result is as shown in Figure (b). Also, in the negative period of the voltage waveform in Fig. 2(a), this voltage waveform is connected to the diode (3
3b) and rectified by a diode (34b),
Charge capacitor C2 (35b). This voltage waveform becomes as shown in FIG. 2(c). On the other hand, pickup coil #1 (42a) and pickup coil #2 (42a)
2b), pickup coil #3 (42c), and pickup coil #4 (42d) are shown in FIG. 2(d), FIG. 2(e), FIG. 2(f), and FIG. 2(g), respectively. Generate pairs of positive and negative reference signal pulses as shown. Each positive reference signal pulse is transmitted through a noise filter (43) and a diode (44a >, (44b), (44c), (44
d) via 5CRI (36a), 5CR2 (36b)
, 5CR3 (36c), and 5CR4 (36d). In addition, these reference signal pulses are applied to diodes (45a), (45b), (45c), (45
d) to the noise filter (46). Noise is removed from this negative reference signal by a noise filter (46), and the signal is sent to a waveform shaping circuit (47).

Form a distribution signal. This distribution signal is transmitted to the signal distribution circuit (4
8) to the gate of the 5CR (36) of each cylinder and the second winding of the ignition coil (38) of each cylinder. This waveform shaping circuit (47) sends a reference signal for each cylinder to a gear pulse counting circuit (51). On the other hand,
Output waveform generated from gear count coil (49) (
(see FIG. 2(h)) is multiplied by 4 by passing through a 4-multiplying circuit (50), and sent to a gear pulse counting circuit (51) to count gear pulses. Also, the throttle sensor (52).

Throttle opening (the more the throttle opens, the faster it accelerates,
The closer it is closed, the slower the speed is. ), which is supplied to one input of the count control circuit (54) and is generated by a timing switch (53) that is set by the driver to control the ignition timing when trolling at low speeds, etc. The voltage is supplied to the other input of the count control circuit (54).

Both voltages generate a predetermined function voltage in the count control circuit (54), and the gear pulse count circuit (54) generates a predetermined function voltage.
1), the output voltage of the count control circuit (54) and the output voltage of the quadrupling circuit (50) are compared in the gear pulse count circuit (51), and the output voltage as shown in FIG. 2(i) is compared. A waveform is obtained, and an output voltage as shown in FIG. 2(j) is generated. Therefore.

An ignition timing signal corresponding to the output voltage of the count control circuit (54) is generated and applied to the gate of the 5CR (36) of each cylinder via the signal distribution circuit (48).

Capacitor C1 (35a) and capacitor C2 (35a)
b) Discharge the electric charge stored in the ignition coil (38) of each cylinder to generate a high voltage on the secondary side of the ignition coil (38) to ignite each spark plug.For example, the 5CRI (36a) of the first cylinder
The trigger waveform of the gate is as shown in FIG. 2 (1) in steady state. At the time of starting, sufficient power supply voltage is not available for the electrical control circuits such as the gear pulse counting circuit, so the first timer (58) activates the starting ignition timing signal switch circuit (57) after a predetermined time limit to control each cylinder. The positive reference signal of the pickup coil (42) is supplied to the gate of the 5CR (36) of each cylinder as the ignition timing signal of each cylinder.

In addition, even in steady state, one throat torque sensor (52)
In the event of a failure such as disconnection or disconnection, when the detection signal from the throttle sensor disconnection detection circuit (55) is applied to the starting ignition timing signal switch circuit (57), this starting ignition timing signal switch circuit (57) Timer (5)
It is activated after a predetermined time period and switches the reference signal from the pickup coil (42) of each cylinder to be the ignition timing signal of each cylinder. This ignition timing signal of each cylinder is supplied to the gate of 5CR (36) of each cylinder. moreover,
An abnormality such as overheating is detected by the heat sensor (61), and the same operation as in the case of a failure as described above is performed to control the ignition timing.

[Effects of the Invention] As explained above, the present invention includes an ignition device that has a pickup coil provided for each cylinder and ignites the spark plug of each cylinder, and a gear pulse that forms an ignition timing signal in a steady state. The engine is equipped with a counting circuit, a starting control device that generates an ignition timing signal based on a reference signal from each pickup coil during starting, and an abnormality detection sensor that detects a failure or abnormality in the ignition timing control device or internal combustion engine. Therefore, stable ignition timing can be obtained during startup and in the event of a failure, and in the event of an abnormality, the operating speed can be reduced by controlling the ignition timing to the same retarded side as at startup, and the above functions can be integrated into a single circuit. Since it is used for both purposes, it has the effect of allowing a simple and inexpensive circuit configuration.

[Brief explanation of the drawing]

FIG. 1 is a configuration block diagram of an ignition timing control device according to an embodiment of the present invention, FIG. 2 is an operation waveform diagram of each part of FIG. 1,
FIG. 3 is a configuration circuit diagram of a conventional ignition timing control device, FIG. 4 is an operation waveform diagram of each part of FIG. 3, and FIG. 5 is an ignition timing characteristic diagram of the conventional example. In the figure, (36)...SCR, (38)...ignition coil, (39)...spark plug. (42)...Pickup coil, (43), (4
0)...Noise filter, (47)...Waveform shaping circuit, (48)...Signal distribution circuit, (49)...Gear count coil, (50)...4 multiplication circuit, (51 )
... Gear pulse count circuit, (52) ... Throttle sensor, (53) ... Timing switch. (54)...Count number control circuit, (55)...Throttle sensor disconnection detection circuit, (56)...Start control device, (57)...Start ignition timing signal switch circuit,
(58)...first timer, (59)...second timer, (61)...heat switch. Eraser 2 Figure N-N1111 Yang 8 Number 1 for N≧N1 Indication of case Patent application No. 1983-145801 2 Name of the invention Ignition timing control device 3 Relationship with the person making the amendment Patent applicant address Chiyoda, Tokyo 2-2-3 Marunouchi, Ward Name (601) Mitsubishi Electric Corporation Representative Moriya Shiki 4 Agent address 4th floor 5, Marunouchi Building, 2-4-1 Marunouchi, Chiyoda-ku, Tokyo Target of amendment 6, Amendment Contents (1) Page 11 of the specification, lines 3 to 6: ``When starting...
...There was a problem. '' was corrected to ``During startup, the output of the magnet generator was low and sufficient power supply voltage for the electric control circuit could not be obtained, so there was a problem in that ignition timing control malfunctioned.'' (2) Delete lines 6 to 8 of the same page of the same book: ``There was also a problem with the throttle sensor.'' (3) On page 21 of the same book, lines 19 and 20, ``The first timer (58) causes the ignition to start after a predetermined time limit.''"time" is corrected. (4) Amend Figure 3 of the drawing as shown in the attached sheet.

Claims (1)

[Claims] It has a pickup coil provided for each cylinder,
An ignition device that ignites the spark plug of each cylinder, a gear pulse count circuit that forms an ignition timing signal during steady state, and a starting control device that generates an ignition timing signal based on a reference signal from each pickup coil at the time of starting; An ignition timing control device or an abnormality detection sensor for detecting a failure or abnormality of the internal combustion engine is provided, and at the time of starting, the starting control device controls a reference signal from each pickup coil to become an ignition timing signal. , the ignition timing is characterized in that the start control device is operated even when the abnormality detection sensor outputs, and the ignition timing signal from the gear pulse count circuit is switched to an ignition timing signal based on the reference signal. Control device.