JPH0347435B2 - - Google Patents
Info
- Publication number
- JPH0347435B2 JPH0347435B2 JP59145324A JP14532484A JPH0347435B2 JP H0347435 B2 JPH0347435 B2 JP H0347435B2 JP 59145324 A JP59145324 A JP 59145324A JP 14532484 A JP14532484 A JP 14532484A JP H0347435 B2 JPH0347435 B2 JP H0347435B2
- Authority
- JP
- Japan
- Prior art keywords
- voltage
- ignition
- signal
- coil
- circuit
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Expired - Lifetime
Links
- 239000003990 capacitor Substances 0.000 claims description 28
- 238000006243 chemical reaction Methods 0.000 claims description 8
- 238000007599 discharging Methods 0.000 claims description 7
- 230000010355 oscillation Effects 0.000 claims description 4
- 238000010586 diagram Methods 0.000 description 6
- 238000013459 approach Methods 0.000 description 4
- 238000005452 bending Methods 0.000 description 3
- 230000007423 decrease Effects 0.000 description 3
- 230000003111 delayed effect Effects 0.000 description 2
- 230000003247 decreasing effect Effects 0.000 description 1
- 230000000694 effects Effects 0.000 description 1
- 230000010356 wave oscillation Effects 0.000 description 1
Description
【発明の詳細な説明】
〔発明の技術分野〕
本発明は磁石発電機を電源とするCDI点火装置
の点火時期を電子回路演算で行い、機関の必要と
する点火進角特性を精度良く得るようにしたもの
において、一定回転数を境に演算の条件を変える
ことにより進角特性を変化せしめ、機関の要求に
より良く合致した特性を得るようにした点火時期
制御装置に関するものである。[Detailed Description of the Invention] [Technical Field of the Invention] The present invention uses an electronic circuit to calculate the ignition timing of a CDI ignition system using a magnet generator as a power source, so as to accurately obtain the ignition advance characteristics required by the engine. This invention relates to an ignition timing control device that changes the advance angle characteristics by changing the calculation conditions after a certain rotation speed, thereby obtaining characteristics that better match the engine requirements.
機関の点火時期制御装置において、機関のノツ
キングゾーンを回避するために、または機関の中
速域の出力特性を向上させるために、進角特性を
２段折れ、３段折れ特性にすることは一般に行わ
れている。点火時期制御を電子回路の演算で行う
ものについても、例えば特開昭56−64156号公報
に見られるように三角波発振回路を複数個用いて
上記特性を得ることが述べられている。又、通常
電子演算による進角装置は、特開昭56−75964号
公報に見られるように、積分回路のコンデンサを
充放電することにより得られる三角波を機関の回
転と同期させ、結果として得られる定角度発振に
対しコンデンサ電圧を基準電圧と比較することに
より点火信号を得るものであり、コンデンサの充
放電々流を機関の回転速度をパラメータとする電
圧でコントロールすることにより進角特性を得て
いる。しかるに、この装置において、進角特性を
一定回転を境にして変化させようとすれば、特開
昭56−151266号公報に示されるように機関の回転
をパラメータとする電圧特性を変更する必要があ
り、前記した２例のものでは所期の特性を得るた
めに極めて複雑な回路を必要とする。又、特開昭
57−51956号公報には、積分器と２個の比較器を
用い、積分器のコンデンサの充放電を一定電流で
行つて一定の進角特性を得る装置が提案されてお
り、この装置では単純な回路で一定の進角特性が
得られるが、回転数により進角特性そのものを変
化させることはできない。
In an engine's ignition timing control system, in order to avoid the engine's knocking zone or to improve the engine's output characteristics in the mid-speed range, it is not possible to change the advance angle characteristic to a two-step or three-step bending characteristic. This is commonly done. In the case where ignition timing control is performed by calculation of an electronic circuit, for example, as seen in Japanese Patent Application Laid-Open No. 56-64156, it is described that the above-mentioned characteristics can be obtained by using a plurality of triangular wave oscillation circuits. Further, advance angle devices that are usually based on electronic calculations synchronize the triangular wave obtained by charging and discharging the capacitor of the integral circuit with the rotation of the engine, as shown in Japanese Patent Application Laid-Open No. 75964/1983. The ignition signal is obtained by comparing the capacitor voltage with the reference voltage for constant angle oscillation, and the advance angle characteristic is obtained by controlling the charging and discharging current of the capacitor with a voltage that uses the engine rotational speed as a parameter. There is. However, in this device, if the advance angle characteristic is to be changed after a certain rotation, it is necessary to change the voltage characteristic using the engine rotation as a parameter, as shown in Japanese Patent Laid-Open No. 56-151266. However, the two examples described above require extremely complicated circuits to obtain the desired characteristics. Also, Tokukai Akira
No. 57-51956 proposes a device that uses an integrator and two comparators to charge and discharge the integrator's capacitor with a constant current to obtain a constant advance angle characteristic. Although a constant lead angle characteristic can be obtained with a similar circuit, the lead angle characteristic itself cannot be changed depending on the rotation speed.
本発明は上記したような問題点を考慮して成さ
れたものであり、積分回路と２つの比較器を持つ
進角制御回路に回転数−電圧変換回路を組合わ
せ、該変換回路の出力がある一定値を越えたとき
に該出力により進角制御回路の制御条件を連続的
に変えるようにすることにより、２段折れ進角特
性を簡単な回路で実現できる点火時期制御装置を
提供することを目的とする。
The present invention was made in consideration of the above-mentioned problems, and combines a rotational speed-voltage conversion circuit with an advance angle control circuit having an integrating circuit and two comparators, and the output of the conversion circuit is To provide an ignition timing control device capable of realizing a two-stage bending advance characteristic with a simple circuit by continuously changing control conditions of an advance angle control circuit according to the output when a certain fixed value is exceeded. With the goal.
以下、本発明の実施例を図面とともに説明す
る。第１図において、１は磁石発電機の点火電源
コイル、２は電源コイル１の出力を整流するダイ
オード、３か電源コイル１の出力で充電される点
火用コンデンサ、４はサイリスタで、サイリスタ
４はそのゲートに信号を受けてコンデンサ３の電
荷を点火コイル５の１次コイル６に放出し、２次
コイル７に高電圧を誘起せしめて点火プラグ８に
放電させ、機関を点火させるようにしている。９
はダイオード１０、抵抗１１、定電圧ダイオード
１２、コンデンサ１３よりなる定電圧電源回路で
あり、その出力は後述の点火時期演算回路２０や
周波数−電圧変換回路（以下、Ｆ−Ｖ回路とい
う。）３４に供給される。１４は磁石発電機に設
けられ機関の回転と同期して点火信号を発生する
信号コイルで、その出力はダイオード１５、抵抗
１６を介してサイリスタ４のゲートに加えられる
とともに、ダイオード１７を介してＦ−Ｖ回路３
４に加えられる。又、信号コイル１４が発生する
負波はダイオード１８、抵抗１９を介して点火時
期演算回路２０に加えられる。点火時期演算回路
２０はRSフリツプフロツプ（以下ｆ−ｆと略
す。）２１、オぺアンプ２２〜２４、トランジス
タ２５、ダイオード２６、コンデンサ２７、抵抗
２８〜３３より構成される。又、Ｆ−Ｖ回路３４
はトランジスタ３５，３６、ダイオード３７、コ
ンデンサ３８，３９および抵抗４０〜４４から構
成される。
Embodiments of the present invention will be described below with reference to the drawings. In Fig. 1, 1 is the ignition power supply coil of the magnet generator, 2 is the diode that rectifies the output of the power supply coil 1, 3 is the ignition capacitor that is charged by the output of the power supply coil 1, and 4 is the thyristor. Upon receiving a signal at the gate, the electric charge of the capacitor 3 is discharged to the primary coil 6 of the ignition coil 5, which induces a high voltage in the secondary coil 7 and discharges it to the ignition plug 8, thereby igniting the engine. . 9
is a constant voltage power supply circuit consisting of a diode 10, a resistor 11, a constant voltage diode 12, and a capacitor 13, and its output is connected to an ignition timing calculation circuit 20 and a frequency-voltage conversion circuit (hereinafter referred to as F-V circuit) 34, which will be described later. is supplied to A signal coil 14 is installed in the magnet generator and generates an ignition signal in synchronization with the rotation of the engine.The output thereof is applied to the gate of the thyristor 4 via a diode 15 and a resistor 16, and is also applied to the gate of the thyristor 4 via a diode 17. -V circuit 3
Added to 4. Further, the negative wave generated by the signal coil 14 is applied to the ignition timing calculation circuit 20 via a diode 18 and a resistor 19. The ignition timing calculation circuit 20 includes an RS flip-flop (hereinafter abbreviated as ff) 21, operational amplifiers 22-24, a transistor 25, a diode 26, a capacitor 27, and resistors 28-33. Also, the F-V circuit 34
is composed of transistors 35, 36, diodes 37, capacitors 38, 39, and resistors 40-44.
次に、上記装置の動作を点火時期演算回路２０
およびＦ−Ｖ回路３４の相互動作を中心にして第
２図および第３図を用いて説明する。まず、機関
が回転し信号コイル１４に電圧が発生すると時間
的に進んだ回転角で発生する負電圧は抵抗１９、
ダイオード１８を介して流れ、抵抗１９の電圧降
下に相当する電圧（負電圧）が点火時期演算回路
２０に入力される。又、時間的に遅れた位置にあ
る正電圧はダイオード１５、抵抗１６を介してサ
イリスタ４のゲートに加わり、サイリスタ４を導
通してコンデンサ３の負荷を点火コイル５の１次
コイル６に放出し、２次コイル７に高電圧を誘起
して点火プラグ８を放電させ、機関を点火すると
ともに、上記正電圧はダイオード１７を介してＦ
−Ｖ回路３４に入力する。第２図において、t0は
負電圧が発生する位置、t1は正電圧が発生する位
置を示す。点火時期演算回路２０に負電圧の信号
が入力すると、電源回路９より抵抗２８を介して
ベースに正電圧が加わつていてオン状態にあるト
ランジスタ２５のベース−エミツタ間に負電圧が
加わり、トランジスタ２５はオフ状態となつて電
源回路９から抵抗２９を介して供給される電圧が
ｆ−ｆ回路２１のセツト端子（Ｓ端子）に印加さ
れ、ｆ−ｆ回路２１の（＋）Ｑ端子はハイレベル
電圧は出力し、この電圧が抵抗３０を介して第１
のオぺアンプ２２の反転入力端子（以下（−）端
子という。）に印加される。この場合、オぺアン
プ２２の（−）端子に非反転入力端子（以下
（＋）端子という。）の電圧V1より高い電圧が印
加されればオぺアンプ２２の出力端子はハイレベ
ルからローレベルに転位し、コンデンサ２７はオ
ぺアンプ２２の出力端子と接続側が正となるよう
に充電されていたものが一定の時定数で放電を始
め、その結果オぺアンプ２２の出力端子の電圧は
コンデンサ２７の放電により第２図の直線ａ−ｂ
のように暫時低下する。この電圧は抵抗３３を介
して第２のオぺアンプ２３の（−）端子に加えら
れるが、オぺアンプ２３は（−）端子電圧が
（＋）端子電圧より高い間は出力端子はローレベ
ルを維持し、第２図のt2に示すように（−）端子
電圧が（＋）端子電圧V2より低くなつた時点で
オぺアンプ２３の出力端子はハイレベルとなり、
この出力はｆ−ｆ回路２１のリセツト端子（以下
Ｒ端子という。）に加えられ、ｆ−ｆ回路２１の
＋Ｑ端子をローレベルに転位させ、この電圧がオ
ぺアンプ２２の（＋）端子電圧V1より低い電圧
として（−）端子に加えられ、オぺアンプ２２の
出力端子はハイレベルとなり、コンデンサ２７は
再び一定の時定数で充電され、オぺアンプ２２の
出力電圧は第２図の直線ｂ−ｃで示すように上昇
する。そして、次に再び信号コイル１４の負電圧
信号により同じ動作をくり返す。ここで、第２図
の三角形abcにおいては、一辺acが機関の一回転
で一定、角cabと角acbはコンデンサ２７の充放
電時定数により一定であり、t2の位置は角度上常
に一定であり、機関の回転速度の変化により一回
転に要する時間が変つても角度的には一定であ
り、定角度発振と呼ばれるものである。一方、ｆ
−ｆ回路２１の（＋）Ｑ端子出力は抵抗３１を介
して第３のオぺアンプ２４の（＋）端子に入力さ
れ、またコンデンサ２７の電圧つまりオペアンプ
２２の出力電圧は抵抗３３を介して同じオペアン
プ２４の（−）端子に印加される。前者をV3と
して第２図に示す値をとらせるとt3点において両
電圧は交鎖し、この時点でオぺアンプ２４の
（−）端子電圧がV3より低電圧となるため第３の
オぺアンプ２４の出力はハイレベルに転じ、微分
用コンデンサ４５を介してサイリスタ４のゲート
に印加される。オぺアンプ２２の出力端子の電圧
は前述したように一定の時定数による充放電勾配
を持つため、低速回転域では第２図のａ点電圧は
充分に高くなり、V3は変らないため両電圧の交
点はt2に近い点となる。そして、回転の上昇つま
り一回転に要する時間の短縮とともにａ点電圧が
低下し、t3点はt0点に近づき、一定回転に達する
とａ点電圧はV3電圧と一致し、t3はt0に一致す
る。さらに回転が高まるとｆ−ｆ回路２１の
（＋）Ｑ端子がハイレベルになつた時点つまり信
号コイル１４に負電圧が発生する時点で（＋）Ｑ
端子の出力が抵抗３１を介して第３のオぺアンプ
２４の（＋）端子に加わり、その時点のオぺアン
プ２４の（−）端子電圧は第２図のａ点電圧で
（＋）端子電圧V3より低いため、オぺアンプ２４
の出力端子はハイレベルに転ずる。つまり、一定
回転以上では常に第２図のt0時点でサイリスタ４
のゲートに信号が加わることになる。サイリスタ
４のゲートにはt1時点、t2時点で信号が加わる
が、サイリスタ４はいずれか時間的に早い信号で
導通して機関を点火するので、低速回転域ではt1
で点火し回転が上昇してt3がt1より早くなつた時
点でt3で点火し、回転の上昇と共にt3はt0に近づ
き、一定回転に達すればt3はt0と一致してt0で点
火することになる。これを回転数に対するパラメ
ータで図示したのが第３図のｄ−ｅ−ｆの特性で
ある。 Next, the operation of the above device is controlled by the ignition timing calculation circuit 20.
The mutual operation of the F-V circuit 34 will be mainly explained with reference to FIGS. 2 and 3. First, when the engine rotates and a voltage is generated in the signal coil 14, the negative voltage generated at a rotation angle that advances in time is transferred to the resistor 19.
A voltage (negative voltage) flowing through the diode 18 and corresponding to the voltage drop across the resistor 19 is input to the ignition timing calculation circuit 20 . Further, the positive voltage at the time-delayed position is applied to the gate of the thyristor 4 via the diode 15 and the resistor 16, making the thyristor 4 conductive and discharging the load on the capacitor 3 to the primary coil 6 of the ignition coil 5. , a high voltage is induced in the secondary coil 7 to discharge the spark plug 8 and ignite the engine, and the positive voltage is passed through the diode 17 to F
−V circuit 34. In FIG. 2, t 0 indicates a position where a negative voltage is generated, and t 1 indicates a position where a positive voltage is generated. When a negative voltage signal is input to the ignition timing calculation circuit 20, a negative voltage is applied between the base and emitter of the transistor 25, which is in an on state and has a positive voltage applied to its base from the power supply circuit 9 via the resistor 28, and the transistor 25 is in the off state, and the voltage supplied from the power supply circuit 9 through the resistor 29 is applied to the set terminal (S terminal) of the f-f circuit 21, and the (+)Q terminal of the f-f circuit 21 is set to high. The level voltage is output, and this voltage is passed through the resistor 30 to the first
is applied to the inverting input terminal (hereinafter referred to as the (-) terminal) of the operational amplifier 22. In this case, if a voltage higher than the voltage V 1 of the non-inverting input terminal (hereinafter referred to as the (+) terminal) is applied to the (-) terminal of the operational amplifier 22, the output terminal of the operational amplifier 22 changes from high level to low level. level, and the capacitor 27, which had been charged so that the side connected to the output terminal of the operational amplifier 22 becomes positive, begins to discharge with a certain time constant, and as a result, the voltage at the output terminal of the operational amplifier 22 becomes Due to the discharge of the capacitor 27, the straight line a-b in FIG.
decreases for a while. This voltage is applied to the (-) terminal of the second operational amplifier 23 via the resistor 33, but the output terminal of the operational amplifier 23 is at a low level while the (-) terminal voltage is higher than the (+) terminal voltage. is maintained, and when the (-) terminal voltage becomes lower than the (+) terminal voltage V 2 as shown at t 2 in Fig. 2, the output terminal of the operational amplifier 23 becomes high level.
This output is applied to the reset terminal (hereinafter referred to as the R terminal) of the f-f circuit 21, transposing the +Q terminal of the f-f circuit 21 to a low level, and this voltage becomes the (+) terminal voltage of the operational amplifier 22. A voltage lower than V 1 is applied to the (-) terminal, the output terminal of the operational amplifier 22 becomes high level, the capacitor 27 is charged again with a constant time constant, and the output voltage of the operational amplifier 22 becomes as shown in FIG. It rises as shown by straight line b-c. Then, the same operation is repeated again using a negative voltage signal from the signal coil 14. Here, in the triangle abc in Fig. 2, one side ac is constant per revolution of the engine, the angles cab and acb are constant due to the charging/discharging time constant of the capacitor 27, and the position of t 2 is always constant in terms of angle. Even if the time required for one revolution changes due to changes in the rotational speed of the engine, the angle remains constant; this is called constant-angle oscillation. On the other hand, f
The (+) Q terminal output of the -f circuit 21 is input to the (+) terminal of the third operational amplifier 24 via a resistor 31, and the voltage of the capacitor 27, that is, the output voltage of the operational amplifier 22, is input via a resistor 33. It is applied to the (-) terminal of the same operational amplifier 24. If the former is assumed to be V 3 and the value shown in Figure 2 is taken, the two voltages intersect at point t 3 , and at this point the (-) terminal voltage of the operational amplifier 24 becomes lower than V 3 . The output of the operational amplifier 24 changes to a high level and is applied to the gate of the thyristor 4 via the differential capacitor 45. As mentioned above, the voltage at the output terminal of the operational amplifier 22 has a charging/discharging gradient due to a constant time constant, so in the low-speed rotation range, the voltage at point a in Figure 2 becomes sufficiently high, and since V 3 does not change, both The intersection of the voltages will be a point close to t 2 . Then, as the rotation increases, that is, the time required for one rotation decreases, the voltage at point a decreases, and the t3 point approaches the t0 point.When a constant rotation is reached, the voltage at point a matches the voltage at V3 , and t3 becomes Matches t 0 . When the rotation further increases, the (+)Q terminal of the f-f circuit 21 becomes high level, that is, the point at which a negative voltage is generated in the signal coil 14, the (+)Q
The output of the terminal is applied to the (+) terminal of the third operational amplifier 24 via the resistor 31, and the (-) terminal voltage of the operational amplifier 24 at that point is the voltage at point a in FIG. Since the voltage V is lower than 3 , the op amp 24
The output terminal of turns to high level. In other words, above a certain rotation, the thyristor 4 is always at time t 0 in Figure 2.
A signal will be applied to the gate of A signal is applied to the gate of thyristor 4 at time t 1 and time t 2 , but thyristor 4 conducts at the earlier signal and ignites the engine, so in the low speed rotation range t 1
When the rotation increases and t 3 becomes earlier than t 1 , the ignition occurs at t 3. As the rotation increases, t 3 approaches t 0 , and when a certain rotation is reached, t 3 matches t 0 . It will ignite at t 0 . The d-e-f characteristics in FIG. 3 illustrate this using parameters with respect to the rotational speed.
第１図において、信号コイル１４の正信号がダ
イオード１７を介してＦ−Ｖ回路３４に加わる
と、まずトランジスタ３５がオンし、電源回路９
からの電圧がトランジスタ３５、抵抗４１、コン
デンサ３８および抵抗４２の直列回路に加わる。
コンデンサ３８と抵抗４２は微分回路を構成し、
時定数で決まる一定巾の電圧が抵抗４２の両端に
発生し、この電圧がトランジスタ３６をオンさせ
る。抵抗４２の両端電圧は機関の回転に関係なく
一定巾であるからトランジスタ３６のオン時間は
常に一定であり、オン、オフの回数のみ機関の回
転に比例することになる。トランジスタ３６がオ
ンすると電源回路９からトランジスタ３６および
抵抗４４を介して電流がコンデンサ３９に流れ、
トランジスタ３６のオフ期間中にこのトランジス
タ３９の電荷は抵抗４４，４３を介して放電する
が、トランジスタ３６のオン時間が一定でこのオ
ン回数が機関の回転と比例するためコンデンサ３
９への流入電流は機関の回転に比例して増加し、
コンデンサ３９の端子電圧従つてＦ−Ｖ回路３４
の出力電圧は回転数の上昇に比例して上昇するこ
とになる。第１図に示すようにこのＦ−Ｖ回路３
４の出力電圧が第２のオぺアンプ２３の（＋）端
子に加えられると、一定回転以上ではオぺアンプ
２３の（＋）端子電圧V2は一定値が維持できな
くなり、回転の上昇と共にV2が上昇する。第２
図に示すようにV2がV2′に変化すれば第１のオぺ
アンプ２２の出力端子の電圧がV2′に達した時点
でオぺアンプ２３は反転してｆ−ｆ回路２１をリ
セツトするので、オぺアンプ２２の出力端子電圧
は第２図a′−b′−c′に示すようにV2がV2′に変化
した量だけ変化し、この電圧と第３のオぺアンプ
２４の（＋）端子電圧V3との交鎖点は第２図の
t3′に示すようにt3より遅れることになる。前述し
たように機関回転の上昇と共にt3はt0に近づく
が、回転上昇と共にV2を一定勾配で変化させれ
ばt3のt0への接近速度が遅れることになる。これ
を第３図に示すとＦ−Ｖ回路３４の出力がV2を
越えた回転数n1より点火時期の進角特性が変り、
ｄ−ｅ−ｇと２段折れの特性を持つようになる。 In FIG. 1, when a positive signal from the signal coil 14 is applied to the F-V circuit 34 via the diode 17, the transistor 35 is turned on and the power supply circuit 9 is turned on.
is applied to a series circuit of transistor 35, resistor 41, capacitor 38, and resistor 42.
The capacitor 38 and the resistor 42 constitute a differential circuit,
A voltage with a constant width determined by a time constant is generated across resistor 42, and this voltage turns on transistor 36. Since the voltage across the resistor 42 has a constant width regardless of the rotation of the engine, the on-time of the transistor 36 is always constant, and only the number of times it turns on and off is proportional to the rotation of the engine. When the transistor 36 is turned on, current flows from the power supply circuit 9 to the capacitor 39 via the transistor 36 and the resistor 44.
During the off period of the transistor 36, the charge of the transistor 39 is discharged through the resistors 44 and 43, but since the on time of the transistor 36 is constant and the number of on times is proportional to the rotation of the engine, the capacitor 39 is discharged through the resistors 44 and 43.
The current flowing into 9 increases in proportion to the rotation of the engine,
The terminal voltage of the capacitor 39 and therefore the F-V circuit 34
The output voltage will increase in proportion to the increase in rotational speed. As shown in Fig. 1, this F-V circuit 3
4 is applied to the (+) terminal of the second operational amplifier 23, the (+) terminal voltage V2 of the operational amplifier 23 cannot maintain a constant value above a certain rotation, and as the rotation increases, V 2 rises. Second
As shown in the figure, when V 2 changes to V 2 ', the operational amplifier 23 is inverted and the ff circuit 21 is inverted when the voltage at the output terminal of the first operational amplifier 22 reaches V 2 '. Because of the reset, the output terminal voltage of the operational amplifier 22 changes by the amount that V 2 changes to V 2 ' as shown in Figure 2 a'-b'-c', and this voltage and the third operational The intersection point with the (+) terminal voltage V3 of the amplifier 24 is shown in Figure 2.
As shown in t 3 ', it will be delayed from t 3 . As mentioned above, t 3 approaches t 0 as the engine speed increases, but if V 2 is changed at a constant gradient as the engine speed increases, the speed at which t 3 approaches t 0 will be delayed. This is shown in Fig. 3. When the output of the F-V circuit 34 exceeds V2 at the rotational speed n1 , the ignition timing advance characteristic changes.
It has the characteristics of d-e-g and two-step folding.
第５図は他の実施例を示し、Ｆ−Ｖ回路３４の
出力でオぺアンプ２４のV3を変えても、また図
示しないがオぺアンプ２２のV1を変えてもＦ−
Ｖ回路３４の出力にしきい値を持たせ一定値以上
で加わるようにする限り第３図に示すように進角
特性を２段折れにすることができる。尚、２６は
ダイオードである。又、第６図の実施例に示すよ
うにＦ−Ｖ回路３４の出力を定電圧素子４７を介
してトランジスタ４６のベースに加え、オぺアン
プ２３の（＋）端子電圧を分流させることにより
一定回転数以上で回転の上昇と共にV2を低下さ
せれば第４図に示すような逆折れ特性を得ること
もできる。 FIG . 5 shows another embodiment in which F-
As long as the output of the V circuit 34 has a threshold value and is applied above a certain value, the advance angle characteristic can be made into a two-step fold as shown in FIG. Note that 26 is a diode. Further, as shown in the embodiment of FIG. 6, the output of the F-V circuit 34 is applied to the base of the transistor 46 via a constant voltage element 47, and the (+) terminal voltage of the operational amplifier 23 is divided to maintain a constant voltage. If V 2 is decreased as the rotation increases above the rotation speed, a reverse bending characteristic as shown in FIG. 4 can be obtained.
以上のように本発明においては、通常の電子進
角回路に周波数−電圧変換回路を付加することに
より進角特性を自在に変化させることができ、小
形安価で機関の要求に進角特性を合致させて機関
の出力向上に寄与することができる。又、周波数
−電圧変換回路の数を増すことにより２段折れだ
けでなく３段折れ以上の特性も得られるが、単純
な回路であるため安価なものであることには変り
はない。さらに、各基準電圧は特定領域を除いて
一定であるので電圧比較を精度良く行うことがで
き、点火時期制御の精度を高めることができる。
As described above, in the present invention, by adding a frequency-voltage conversion circuit to a normal electronic lead angle circuit, the lead angle characteristics can be changed freely, and the lead angle characteristics can be made small and inexpensive and meet the requirements of the engine. This can contribute to improving the engine's output. Furthermore, by increasing the number of frequency-voltage conversion circuits, not only two-stage folding characteristics but also three-stage folding characteristics or more can be obtained, but since the circuit is simple, it is still inexpensive. Further, since each reference voltage is constant except in a specific region, voltage comparison can be performed with high accuracy, and the accuracy of ignition timing control can be improved.
第１図〜第３図は夫々本発明装置の第１の実施
例における回路図、動作説明図および特性図、第
４図は本発明装置の第３の実施例における特性
図、第５図は本発明装置の第２の実施例における
部分回路図、第６図は本発明装置の第３の実施例
における部分回路図である。
１…点火電源コイル、３…点火用コンデンサ、
４…サイリスタ、５…点火コイル、８…点火プラ
グ、９…定電圧電源回路、１４…信号コイル、２
０…点火時期演算回路、２２〜２４…オぺアン
プ、２７…コンデンサ、３４…周波数−電圧変換
回路。尚、図中同一符号は同一又は相当部分を示
す。
1 to 3 are circuit diagrams, operation explanatory diagrams, and characteristic diagrams of the first embodiment of the device of the present invention, FIG. 4 is a characteristic diagram of the third embodiment of the device of the present invention, and FIG. FIG. 6 is a partial circuit diagram of the second embodiment of the device of the present invention, and FIG. 6 is a partial circuit diagram of the third embodiment of the device of the present invention. 1...Ignition power supply coil, 3...Ignition capacitor,
4... Thyristor, 5... Ignition coil, 8... Spark plug, 9... Constant voltage power supply circuit, 14... Signal coil, 2
0... Ignition timing calculation circuit, 22-24... Operational amplifier, 27... Capacitor, 34... Frequency-voltage conversion circuit. Note that the same reference numerals in the figures indicate the same or corresponding parts.
Claims (1)
り充電される点火用コンデンサ、機関の点火時期
においてゲートに信号を受けて導通し点火用コン
デンサの電荷を点火コイルの１次コイルに放出し
２次コイルに高電圧を誘起し点火プラグを放電さ
せて機関を点火するサイリスタ、磁石発電機に設
けられ機関の回転と同期して信号を発生する信号
コイル、信号コイルから信号を受け一定の傾斜で
放電し第１の基準電圧に達した後一定の傾斜で充
電される動作を繰り返すコンデンサを含む定角度
発振回路とこの定角度発振回路の電圧を第２の基
準電圧と比較し両電圧がほぼ等しくなつた時点で
点火信号を上記サイリスタのゲートに加える比較
回路を有する点火時期演算回路、信号コイルより
信号を受けて単位時間当りの信号回数に比例した
電圧を出力する周波数−電圧変換回路を備え、周
波数−電圧変換回路の出力電圧がある一定値以上
になつた場合に上記第１あるいは第２の基準電圧
のいずれかを機関回転数の変化に応じて変化さ
せ、点火進角特性を機関の一定回転数を境にして
変化させるようにしたことを特徴とする点火時期
制御装置。1. The ignition capacitor is charged by the ignition power supply coil installed in the magnet generator. When the engine's ignition timing is reached, the ignition capacitor receives a signal from the gate and becomes conductive, discharging the charge in the ignition capacitor to the primary coil of the ignition coil, and discharging the charge from the ignition capacitor to the secondary coil. A thyristor that induces a high voltage to discharge the spark plug and ignite the engine, a signal coil installed in the magnet generator that generates a signal in synchronization with the rotation of the engine, and a signal coil that receives a signal from the signal coil and discharges at a constant slope. A constant angle oscillation circuit including a capacitor that repeats the operation of being charged at a constant slope after reaching the first reference voltage, and the voltage of this constant angle oscillation circuit are compared with a second reference voltage, and both voltages are approximately equal. An ignition timing calculation circuit has a comparison circuit that applies an ignition signal to the gate of the thyristor at a certain point in time, and a frequency-voltage conversion circuit that receives a signal from a signal coil and outputs a voltage proportional to the number of signals per unit time. When the output voltage of the voltage conversion circuit exceeds a certain value, either the first or second reference voltage is changed according to the change in engine speed, and the ignition advance characteristic is changed to a constant engine speed. An ignition timing control device characterized in that the ignition timing is changed at a boundary of .
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP14532484A JPS6123869A (en) | 1984-07-11 | 1984-07-11 | Ignition-timing controller |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP14532484A JPS6123869A (en) | 1984-07-11 | 1984-07-11 | Ignition-timing controller |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPS6123869A JPS6123869A (en) | 1986-02-01 |
| JPH0347435B2 true JPH0347435B2 (en) | 1991-07-19 |
Family
ID=15382524
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP14532484A Granted JPS6123869A (en) | 1984-07-11 | 1984-07-11 | Ignition-timing controller |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPS6123869A (en) |
Families Citing this family (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPH0750049Y2 (en) * | 1986-11-25 | 1995-11-15 | イズミ工業株式会社 | Strut for thermal expansion suppression piston |
| JPH081842B2 (en) * | 1993-03-10 | 1996-01-10 | ローム株式会社 | METHOD OF MANUFACTURING RESISTOR NETWORK AND MANUFACTURING SUBSTRATE USED FOR THE SAME |
| JPH07118407B2 (en) * | 1993-06-17 | 1995-12-18 | ローム株式会社 | Manufacturing method of chip type electronic component |
Citations (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS5918272A (en) * | 1982-07-20 | 1984-01-30 | Shindengen Electric Mfg Co Ltd | Capacitor charging and discharging type ignition device |
-
1984
- 1984-07-11 JP JP14532484A patent/JPS6123869A/en active Granted
Patent Citations (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS5918272A (en) * | 1982-07-20 | 1984-01-30 | Shindengen Electric Mfg Co Ltd | Capacitor charging and discharging type ignition device |
Also Published As
| Publication number | Publication date |
|---|---|
| JPS6123869A (en) | 1986-02-01 |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| JPH0347435B2 (en) | ||
| US4280461A (en) | Contactless ignition system for internal combustion engines | |
| JP3281252B2 (en) | Ignition control device | |
| JPS609426Y2 (en) | engine ignition system | |
| JP3143056B2 (en) | Ignition control device | |
| JPS638865Y2 (en) | ||
| JPS63629B2 (en) | ||
| JPS5824628B2 (en) | engine ignition system | |
| JPH0437276B2 (en) | ||
| JPS6355365A (en) | Ignition device for internal combustion engine | |
| JPS6112115B2 (en) | ||
| JPH0118850Y2 (en) | ||
| JP3302438B2 (en) | Rotation speed detection device, overspeed prevention device and ignition device | |
| JPS6311336Y2 (en) | ||
| JPS6316868Y2 (en) | ||
| JP3054365B2 (en) | Ignition control device | |
| JPS6054508B2 (en) | engine ignition system | |
| JPH01267359A (en) | Ignition device for engine | |
| JPH0338456Y2 (en) | ||
| JPH09195909A (en) | Ignition controller | |
| JPH045825B2 (en) | ||
| JPH0325635B2 (en) | ||
| JPS5938433B2 (en) | engine ignition system | |
| JPS6137455B2 (en) | ||
| JPS6114481A (en) | Ignitor for engine |
Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| EXPY | Cancellation because of completion of term |