JPH02221679A - Ignition timing control device for engine - Google Patents

Abstract

PURPOSE:To enable the maintenance of the speed at the time of trawling nearly constant regardless of fluctuation of load by providing a memory function storing the engine speed at the time of trawling corresponding to ignition timing as a standard rotating speed in the ignition time controller of an outboard engine. CONSTITUTION:Purser coils 5-8 for detecting the rotating speed of an outboard engine, a throttle sensor 33, and a rotating speed setting circuit 35 for setting the ignition timing at the time of trawling are provided, and based on their output signals, an optimum ignition time is determined by an ignition time controller 30. In this case, the controller 30 has a memory function storing, as a standard rotating speed, the rotating speed at the time of trawling corresponding to each ignition timing set by the rotating speed setting circuit 35, and a rotation error calculating function determining the deviation between a set standard rotating speed and the actual rotating speed. Based on the rotation error data, the ignition timing is advanced or retarded to control the engine speed at the time of trawling nearly constant.

Description

DETAILED DESCRIPTION OF THE INVENTION [Field of Industrial Application] The present invention relates to an ignition timing control device for an engine, and particularly to an ignition timing control device for an engine suitable for small marine engines such as outboard motors.

[Conventional technology]

For outboard engines, when trolling,
Due to the need to maintain smooth rotation at extremely low speeds, the ignition timing is generally set between 0 degrees and 1 minute after top dead center in terms of crank angle.
It is set near 0°. In this case, it is desirable that the engine rotational speed and boat speed during trolling be as slow and stable as possible. For this reason, the ignition timing is set and fixed to be as late as possible. Therefore, the throttle opening degree is kept as close as possible.

The ignition timing is generally advanced as the engine speed increases or the throttle opening increases.

[Problem to be solved by the invention]

As mentioned above, the ignition timing during trolling is generally fixed. When changing the engine speed during trolling, an adjustment method is adopted in which the ignition timing and throttle opening are changed.

However, in the conventional example described above, the load on the engine changes when the propeller size changes, the ship's cargo capacity changes, or even when the warm-up state of the engine or weather conditions change. This has caused problems such as the engine stalling or the trolling speed becoming too high due to excessive rotation.

[Object of the Invention] The object of the present invention is to improve the disadvantages of the conventional examples, and particularly to provide an engine for use in which trolling speed can be maintained almost constant even when the engine load fluctuates or external conditions change. An object of the present invention is to provide an ignition timing control device.

[Means to solve the problem]

The present invention includes a rotation speed sensor that detects the rotation speed of the engine, a throttle sensor that detects the opening degree of the engine throttle valve, an ignition timing setting means that adjusts and sets the ignition timing of the engine during trolling, and each of these parts. The engine has an ignition timing controller that determines the optimum ignition timing for the engine based on information sent from the engine. The ignition timing controller has a reference rotation speed storage function that stores the engine rotation speed during trolling as a reference rotation speed corresponding to each ignition timing set by the ignition timing setting means, and a 2X quasi-revolution speed and a rotation speed sensor. A rotation error calculation function that compares the input actual rotation speed and calculates the deviation, and advances or retards the ignition timing based on the data calculated by this rotation error calculation function to improve the accuracy during trolling. It has an engine speed control function that controls the engine speed almost constant.
It has this configuration. This aims to achieve the above-mentioned purpose.

[Embodiments of the invention]

An embodiment of the present invention will be described below with reference to FIGS. 1 to 7.

The embodiment shown in FIG. 1 includes pulser coils 5 to 8 as rotational speed sensors that detect the engine rotational speed, a throttle sensor 33 that detects the opening of the engine throttle valve, and an engine ignition sensor during trolling. It includes a rotation speed setting circuit 35 as an ignition timing setting means for setting timing, and an ignition timing controller 30 that determines the optimum ignition timing of the engine based on information sent from these parts.

Of these, the ignition timing controller 30 has various control functions to be described later, as well as a reference rotation speed storage function that stores the engine rotation speed during trolling corresponding to each ignition timing set by the rotation speed setting circuit 35 as a reference rotation speed. , a rotation error calculation function that compares the set reference rotation speed and the actual rotation speed input from the pulsar coils 5 to 8 and calculates the deviation, and based on the data calculated by this rotation error calculation function. It also has an engine speed control function that advances or retards the ignition timing to control the engine speed during trolling to a nearly constant level.

In this case, the throttle sensor 33 first detects that the throttle opening is almost fully closed, and sends this information to the ignition timing controller 30. On the other hand, the ignition timing controller 30 compares the engine speed and a set reference value. When the rotation is too high, the ignition timing controller 30 outputs a signal for setting the ignition timing retard by 0 degrees, for example, to the ignition coils 1 to 4. If the rotation is still high, the engine is further retarded and this operation is repeated. Then, when the set rotation is reached, the ignition timing becomes constant.

If the rotation is too low, the advance angle is controlled little by little. In this case, the change in ignition timing 1tA 11 is set to be small, for example, 1 degree or less.

This will be explained in more detail below.

In FIG. 1, four pulser coils 5.6, 7.8 are provided corresponding to ignition coils 1-4. Also,
It has two charging capacitors Ct and Cz that apply ignition pulse currents to the primary sides of the ignition coils 1 to 4 separately, and a capacitor charging coil 11 that charges the charging capacitors C+ and C7 with a predetermined power.

As shown in FIG. 2, the pulser coils 5 to 8 are disposed facing the magnetrotor 20 at predetermined intervals on its outer circumferential side. On the outer circumferential side of the magnetrotor 20, trigger poles 20A, 2OA, . . . are arranged at predetermined intervals.
is equipped with. Also, capacitor charge coil 1
1 is arranged and equipped to face a plurality of magnets 20B, 2OB, . . . installed inside the magnetrotor 20.

Each of the charging capacitors C, , Ct is separately charged by the "+j side output" and the "-" side output of the capacitor charging coil 11.

As shown in FIG. 1, the charging circuit for one of the charging capacitors C1 includes diodes D, D, connected to the ground circuit section 9.
diodes Dz and Dt are connected in series through the ground circuit section 9A and the capacitor charging coil 11 to the charging circuit of the other charging capacitor C2. Both ends of the capacitor charge coil 11 can be individually grounded as necessary via the diode DI or D+4 and the stop switch S7.

Each output of the pulser coils 5 to 8 is connected to a diode I) at
~D04. Noise filter 10 and diodes D, ~D
11 respectively, each corresponding thyristor SCR, ~S
It is applied to each gate of CR.

A switch circuit section 31 is provided on the anode side of each diode D, ~D, equipped on the output side of this noise filter 10.
An ignition timing controller 30 is connected via the ignition timing controller 30.

This ignition timing controller 30 actually uses a microcomputer (hereinafter simply referred to as "microcomputer 30").

Further, a trigger output buffer 32 is connected between the cathode side of each of the diodes D, -D and the ignition timing controller 30. Each of the trigger output buffer 32 and the switch circuit section 31 includes a throttle sensor 3.
The output signal from 3 is input. Furthermore, in the output stage of the trigger output buffer 32, a diode DI? ~Dzo are connected respectively.

The respective output ends of the thyristors SCR and -3CR are individually grounded via the primary sides of the ignition coils 1 to 4. On the primary side of these ignition coils 1 to 4, there are check diodes D, ~D.
+t are connected separately.

Further, among the thyristors SCR, to 5CR4, the anode sides of the thyristors SCR and 5CRI are connected to the output terminal of the charging capacitor C3 mentioned above, and the thyristors
The anodes of CR2 and SCR are connected to the output terminal of the capacitor C5 mentioned above. The ignition timing of each of these control elements and each control circuit is controlled by the ignition timing controller 30 described above, as will be described later.

This ignition timing controller 30 is supplied with timing signals ■, ~I, which determine the ignition timing via an A/D converter 34.
ヮ is now entered.

Reference numeral 35 indicates a rotation speed setting circuit, and reference numeral 35A indicates a timing switch.

The ignition timing controller 30 also has a neutral switch 51 . Temperature sensor 52. Oil level sensor 53, oil flow sensor 54. First water sensor 55. Sensor signals from the second water sensor 56 and the like are input.

Here, the neutral switch 51 detects when the engine is shifted from neutral to forward or reverse, and outputs a signal accordingly.

The ignition timing controller 30 includes an alarm output circuit 50.
is connected, and the alarm light emitting element (alarm LED) 57 is controlled to emit light as necessary. Further, a predetermined timing signal is inputted to the ignition timing controller 30 from the gear count coil 13. This gear count coil 13 is
The ring gear 14 is disposed so as to face the outer peripheral surface of the ring gear 14, which is coaxially and integrally equipped with the magnetrotor 20. The ignition timing controller 30 controls each part of the device as a whole, as will be described later.
The engine rotation speed is controlled at a constant speed while trolling.

Next, the operation of this embodiment will be explained.

First, when the magnetrotor 20 rotates, the way the magnetic flux of the magnet 20B mounted inside the magnetrotor 20 passes through the core of the capacitor charge coil 11, which is mounted so as to face the magnet 20B, changes. An electromotive force is generated. At the output on the "+" side, a current flows in the order of "capacitor charge coil 11 → diode D+ → capacitor C3 → ground 9B → diode Da" and charges the capacitor C2. When the rotor rotates further, a "-" side output is generated in the capacitor charge coil 11, and "capacitor charge coil 11 → diode D
Current flows through 2 → capacitor C2 → ground 9A → diodes D and J, charging capacitor C2. In this example, a four-cylinder example is shown, and the capacitor C1 is connected to cylinders Nα1 and N03, which are not shown. Capacitor C2 is cylinder Nα2
and N014. The output waveforms of the capacitor charge coil 11 are shown in FIGS. 5(1) and 5(2).

Next, the ignition signal will be explained.

After the capacitor CI is charged, as shown in FIG. 2 (1), when the core of the pulsar coil (coil with a built-in magnet) 5 faces the end surface A of the protrusion (trigger ball) 20A on the outside of the rotor, the pulsar coil 5, the output waveform PA shown in FIG. Since the thyristor SCR does not become conductive, it does not affect the gate of the equivalent thyristor SCR.

Therefore, when the magnetrotor 20 rotates further and now faces the other end B of the trigger ball 2OA and the core of the pulser coil 5, a waveform P3 shown in FIG. 5(3) is generated in the pulser coil 5. Since this output is directly applied to the gate of thyristor SCR, this thyristor SC
R, turns on, and capacitor C, which was previously charged,
1'Rh1T is "Capacitor C8 → Thyristor SCR
,→By rapidly discharging the primary coil of the ignition coil 1, a high voltage is generated in the secondary coil of the ignition coil l, causing sparks to fly to the spark plug IA. This becomes the starting advance ignition timing I. This is intended to improve starting performance. Thereafter, the spark plugs 2A, 3A, and 4A operate in the same manner to ignite one after another.

Then, when the starting advance angle setting period T1 seconds has elapsed, the microcomputer 3
0 outputs a conduction signal for the switch circuit 31, and the switch circuit 31 becomes conductive. For this reason, Figure 5 (3)
The pulser coil output P shown in is bypassed by the switch circuit 31. Therefore, thyristor S CR+ ~5CR
P at gate 4.

The influence of this is completely eliminated, and the thyristors SCR, .

This is done by the following operations. Pulsar coil 5
When the output PA of ~8 is input to the microcomputer 30 through the noise filter IO, the microcomputer 30 counts the output of the gear count coil 13 using that signal as a reference.

Then, at the ignition timing determined by the output ratio of the outputs V, V, of the throttle sensor 33 determined by the throttle opening at that time and the engine speed, the microcomputer 30 sends the gates of the thyristors SCR to 5CR4 via the trigger output buffer 32. , each thyristor is turned on in sequence, causing sparks to fly to the spark plugs IA to 4A. This operation is performed sequentially for thyristors SCR to SCR4. This is the advance starting ignition timing in Figure 4 ■3 - the most advanced ignition timing! The range is between 3 and 3.

In addition, in FIG. 4, the relationship between the throttle opening and the ignition timing is illustrated for ease of understanding, and the relationship with the engine speed is omitted.

Regarding the starting advance angle, in the previous explanation it was assumed that a certain period of time has elapsed, but as shown in FIG. It is also possible to adopt a system in which the setting time is turned off when the temperature is below, and turned on when the temperature is above the temperature, and the setting period is lengthened when the temperature is turned off and shortened when the temperature is turned on. This increases the start angle timing when the engine is cold, and shortens it when the engine is warmed up.

Furthermore, instead of setting the hour a1, the starting angle is advanced below the set temperature.

It can also be easily implemented as a system in which the starting angle is advanced for a very short period (2 to 3 seconds) above the set temperature, and then immediately returned to the trolling ignition timing.

Next, the ignition timing I in FIG. 4 and the trolling ignition timing I4 below will be explained. The basic operation on the circuit is the same as the ignition operation described above, but this is the part that performs the operation of the present proposal and will be explained in detail in FIGS. 6 and 7.

When the throttle opening degree is less than θ after the end of the starting advance angle, the trolling rotation speed is determined by the setting position of the rotation speed setting circuit 35 during trolling.

First, set the position of this trolling rotation speed setting circuit 35 to N.
, to N, the voltage change due to this change in resistance value is converted into a digital signal by the A/D converter 34, inputted to the microcomputer 30, and the set rotation speed is changed to N,
The information that the state has changed from "N" to "N" is input to the microcomputer 30. At this time, the microcomputer 30 controls the pulser coils 5 to 5.
The engine speed N1 at that time is detected from the signal from 8, and since rpJ<NzJ, the engine is advanced by II C degrees. Then, check the engine speed for 11 (seconds), and since rNE<N, l, advance the angle further by 11 degrees and check the engine speed after 1+ (seconds).

The above operation is repeated to approach the set rotation speed N, and conversely, if the rotation speed exceeds N2, the rotation speed is retarded in increments of 11 [degrees] to return to N2. If the rotation speed setting circuit 35 is switched from N2 to N1 during the process, the engine rotation speed approaches N1 in a similar manner.

Further, in detecting the engine rotation speed, even though the set rotation speed is called, it is necessary to have a width centered around the set rotation speed, and this width is "±Na". This is because if the width is not provided, the microcomputer 30 will always determine that the engine speed is fluctuating, which will cause hunting. Further, 1+ and t+ may be set to appropriate values depending on the engine. In this system,
N.

Although the trolling rotation speed is set in five stages from N to N, this is not limited to five stages and may be increased or decreased as necessary.

Furthermore, in a marine engine, the load applied to the engine is quite different between the forward or reverse gear-in state and the neutral state. For this reason, if the set rotation speed is too low in the neutral state, the load will increase when the gear is engaged, which may cause the engine to stall.

In this system, in order to solve this problem, the set value of the engine speed is set to N3 as shown in the flowchart in Figure 7.
If the setting is below, the setting is 4aN, which is slower only when in gear.
a, N@, and when in neutral state, N, so as not to operate at slower settings. Therefore, if the set rotation speed is set to N, if the gear is in the gear-in state, the engine speed will be set to N, but if it is in the neutral state, the engine speed will increase to the set value of N. Become.

In the fifth example, N is set in the neutral state, but there is no need to be particular about this, and an appropriate setting value may be selected.

More specifically, a neutral switch 51 is installed that is on when neutral and off when below neutral (or vice versa), and one side of this neutral switch 51 is connected to the circuit interface, and the on-off signal is It is connected to the microcomputer 30 via an interface.

Then, when it is on in neutral, it operates according to the program of the microcomputer 30 up to the set value N, and when it is off other than neutral, it operates up to the set value N.

This neutral switch 51 may be provided inside the engine or may be provided inside the microcomputer 30.

By performing the above operations, deviations in the trolling rotation speed caused by differences in the weight of the propeller or boat, differences in engine warm-up or cooling, weather conditions, etc. are automatically corrected, and the rotation required by the driver is automatically corrected. It is possible to obtain numbers.

Regarding engine speed regulation, in addition to the operation at the time of each warning mentioned above, if the engine attempts to rotate over the set speed to prevent overspeeding, the trigger output from the microcomputer will stop, and the thyristor SCR will not turn on and sparks will fly to the spark plug. It is also possible to easily incorporate a system in which the

〔Effect of the invention〕

As described above, according to the present invention, it is possible to always maintain a constant trolling rotation speed even when the cargo on the hull or the size of the propeller changes, or even when the weather conditions change. It is an object of the present invention to provide an unprecedented and superior ignition timing control device for an engine, which is capable of keeping the engine speed constant even when the engine condition changes, and can effectively prevent engine stalling and increases in trolling speed. can.

[Brief explanation of the drawing]

Figure 1 is a circuit diagram showing one embodiment of the present invention, Figure 2 (1)
(2) is an explanatory diagram showing the arrangement of the pulsar coil and gear count coil, Fig. 3 is an explanatory diagram showing the setting operation section of the rotation speed setting circuit in Fig. 1, and Fig. 4 is an explanatory diagram showing the arrangement of the pulser coil and gear count coil. A diagram showing the ignition timing characteristics in the circuit diagram of Figure 1, Figure 5 (1
) to (9) are diagrams showing the output waveforms of each part in FIG. 1, respectively;
FIG. 6 is an explanatory diagram showing the control operation of the ignition timing controller in FIG. 1, and FIG. 7 is a flowchart showing the control operation of the ignition timing controller. 1-4... Ignition coil, 5-8... Pulsar coil, 11... Capacitor charge coil, 30... Ignition timing controller, 33... Throttle sensor, 3
5... Rotation speed setting circuit as ignition timing setting means, 5
2...Temperature sensor. Figure 2 (on

Claims (1)

[Claims] (1) a rotation speed sensor that detects the engine rotation speed;
A throttle sensor that detects the opening of the engine throttle valve, an ignition timing setting device that adjusts and sets the engine's ignition timing during trolling, and an ignition timing that determines the optimal ignition timing of the engine based on information sent from these parts. An engine ignition timing control device comprising: a reference rotation speed in which the ignition timing controller stores engine rotation speeds during trolling corresponding to each ignition timing set by the ignition timing setting means as a reference rotation speed; A memory function, a rotation error calculation function that compares the reference rotation speed and the actual rotation speed input from the rotation speed sensor and calculates the deviation, and based on the data calculated by this rotation error calculation function. An ignition timing control device for an engine, characterized in that it has an engine speed control function that advances or retards the ignition timing to control the engine speed during trolling to a substantially constant value.