JPH0626428A - Ignition device of engine - Google Patents

Abstract

PURPOSE:To improve ignitability of an engine devising the engine furnished with a plural number of ignition plugs facing one combustion chamber to certainly ignite a part of a plural number of the ignition plugs. CONSTITUTION:A first ignition means 37 to generate secondary voltage in accordance with discharge of a condenser C and a second ignition means 30 to generate the secondary voltage in accordance with OFF actuation of a transistor Tr are provided, and both of the ignition means 37 and 30 are jointly used against an ignition plug 9 which is a part of a plural number of the ignition plugs 9, 10 and is high in a combustion contributory rate.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an engine ignition device, and more particularly to an engine ignition device having a plurality of ignition plugs in one combustion chamber.

[0002]

2. Description of the Related Art Conventionally, a transistor-type ignition device has been generally known as an ignition device for this type of engine. This method is a method in which the transistor is turned off at the ignition timing, the primary coil of the ignition coil is de-energized by this off operation, and a high voltage is generated in the secondary coil for ignition.

In this transistor type ignition device, a relatively good ignitability and combustibility of the air-fuel mixture can be secured, but the combustion voltage of the air-fuel mixture rises because the secondary voltage rises relatively slowly in the ignition coil. It was low and had a drawback that the spark plug was smoldered and soiled.

On the other hand, as another type of ignition device, there is a capacitor discharge type as disclosed in, for example, Japanese Patent Laid-Open No. 64-92577. This is a system in which a capacitor is charged to a set voltage and the charged electric charge is discharged to a primary coil of an ignition coil at an ignition timing to generate a high voltage in a secondary coil for ignition. With this capacitor discharge type, the secondary voltage rises quickly, so
Can ignite even if there is some smoldering stain on the spark plug. However, on the other hand, there is a drawback that the energy release time is shortened by the rise of the secondary voltage and the combustibility of the air-fuel mixture is deteriorated thereafter.

[0005]

By the way, for example, when the air-fuel ratio of the air-fuel mixture in one combustion chamber of the engine is unevenly distributed, if one combustion plug faces the combustion chamber,
Ignition failure may occur, and considering this, it is difficult to make the air-fuel ratio significantly lean. Therefore, there is an idea that a plurality of ignition plugs are arranged in one combustion chamber and one of these ignition plugs is ignited so that the ignitability can be secured even when the air-fuel ratio is lean.

However, in this case, the combustion contribution rate of each of the plurality of spark plugs varies, and it is difficult to obtain stable ignitability.

The present invention has been made in view of the above problems, and an object of the present invention is to reliably ignite a predetermined one of a plurality of spark plugs by combining the above two types of ignition devices. To improve the ignition performance of the engine.

[0008]

In order to achieve the above object, according to the present invention, both a transistor type ignition device and a capacitor discharge type ignition device are operated simultaneously or with a time difference. It has been decided that the spark plugs to which is applied are limited to only some of the spark plugs having a high engine combustion contribution rate.

Specifically, in the invention of claim 1, as shown in FIG. 1, a plurality of spark plugs 9, 1 are provided in one combustion chamber 4.
For the ignition device of the engine 1 in which 0 is arranged, the first charging means 37 for discharging the electric charge charged in the capacitor C to the primary coil of the ignition coil 14 at the ignition timing to ignite, and turning off the transistor Tr at the ignition timing. Ignition coil 1 by operation
Second ignition means 30 for igniting by cutting off the power supply to the primary coil of No. 4 is provided.

A combination means 43 for igniting a part of the plurality of spark plugs 9 and 10 having a high combustion contribution rate by using the first and second ignition means 37 and 30 together. Set up.

According to the second aspect of the present invention, when the combination means 43 uses the first and second ignition means 37, 30 together with a part of the ignition plugs 9 having a high combustion contribution rate, the air-fuel ratio is set to the lean side. An air-fuel ratio correction means 44 for correction is provided.

According to the third aspect of the present invention, the first and second ignition means 37, 3 are provided for some of the spark plugs 9 having a high combustion contribution rate.
When 0 is also used, the combination means 43 is configured to correct the ignition timing of the part of the spark plugs 9 to the retard side with respect to the other spark plugs 10.

According to the fourth aspect of the present invention, the spark plugs 9 and 1 are respectively provided at the leading side position and the trailing side position in the rotor rotating direction of the housing forming the combustion chamber 4.
In the rotary piston engine 1 provided with 0, a part of the spark plugs 9 are used as the leading spark plugs, and the combination means 43 uses the first and second ignition means 37, 30 together with the leading spark plugs 9. To configure.

According to the fifth aspect of the present invention, the cold state detecting means 41 for detecting the cold state of the engine 1 is provided, and the combined means 43 is provided.
When the cold detection means 41 detects that the engine 1 is cold, the first and second ignition means 37, 30 simultaneously ignite some of the spark plugs 9 having a high combustion contribution rate. To configure.

According to the invention of claim 6, a light load detecting means 42 for detecting a light load of the engine 1 is provided, and the combined means 4 is used.
When the light load detecting means 42 detects the light load of the engine 1, the third ignition means 37 ignites a part of the ignition plugs 9 having a high combustion contribution rate by the second ignition means 30. It is configured to be ignited by.

[0016]

With the above construction, in the invention of claim 1, when the first and second ignition means 37, 30 are used in combination with some of the spark plugs 9 by the combination means 43, the ignition energy of each ignition current is changed. Since the peak increases, the ignition of the air-fuel mixture by the spark plug 9 can be reliably performed by that amount. Since some of the spark plugs 9 are spark plugs having a high combustion contribution rate when viewed from the entire combustion chamber 4, it is possible to improve the ignitability of the entire combustion chamber 4 to the air-fuel mixture by reliable ignition by the spark plug 9. You can

According to the second aspect of the invention, the air-fuel ratio correcting means 44 corrects the air-fuel ratio to the lean side when the first and second ignition means 37, 30 are used together. That is, in the combined state of both the ignition means 37, 30, the ignitability of the air-fuel mixture is improved, so that the ignitability is secured well even if the air-fuel ratio is corrected to the lean side. As a result, fuel efficiency can be improved.

In the third aspect of the invention, when the first and second ignition means 37, 30 are used in combination, the combination means 43 corrects the ignition timing for some of the spark plugs 9 to the retard side relative to the other spark plugs 10. To be done. That is, both ignition means 3
The ignition energy of a part of the spark plugs 9 used in combination with 7 and 30 is high, and the ignition is performed earlier than the other spark plugs 10 with a time difference. Therefore, delay the ignition timing of the part of the spark plugs 9. Thus, the ignition timings of the plurality of spark plugs 9 and 10 as a whole can be aligned, and good ignitability and combustibility can be stably ensured.

According to the fourth aspect of the present invention, in the rotary piston engine 1 having the ignition plugs 9 and 10 at the rotor rotation direction leading side and trailing side position of the housing forming the combustion chamber 4, respectively, the leading side ignition plug 9 is provided. Has a high combustion contribution rate, and by using the first and second ignition means 37, 30 in combination with the leading side ignition plug 9, it is possible to improve the ignitability of the engine 1 in the same manner as the invention of claim 1. .

In the fifth aspect of the invention, the cold detecting means 41 is provided.
When it is detected that the engine 1 is cold, the first and second ignition means 37, 30 ignite at the same time. Therefore, both ignition means 3 are provided even during cold time when ignition is difficult.
It is possible to increase the ignition energy by 7 and 30 at once to ignite, and improve the ignitability.

In the sixth aspect of the invention, the light load detecting means 4 is used.
When it is detected by the engine 2 that the engine 1 is under a light load, some of the spark plugs 9 are first ignited by the second ignition means 30, and then ignited by the first ignition means 37.
That is, in the ignition by the second ignition means 30, the secondary voltage in the ignition coil 14 rises relatively slowly, so that the mixture is activated, and the ignition energy rises rapidly in the activated mixture. Ignition is performed by the first ignition means 37. Therefore, even when the engine 1 having poor combustion stability is under a light load, it is possible to reliably ignite the air-fuel mixture and improve the ignitability.

[0022]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS An embodiment of the present invention will be described below with reference to the drawings starting from FIG.

(Embodiment 1) FIG. 2 shows a rotary piston engine 1 according to Embodiment 1 of the present invention.
Is a two-rotor type having two cylinders, and is provided with a rotor housing 2 having a trochoidal surface on the inner circumference. Side housings 3 are joined to both sides of the rotor housing 2, and a rotor housing space surrounded by the housings 2 and 3 is divided into three combustion chambers 4, 4, ... (Working chambers). The rotor 5 is housed. The rotor 5 is supported by an output shaft 6 so as to be eccentrically rotatable, and the eccentric rotational motion of the rotor 5 causes the combustion chamber 4 to sequentially perform suction, compression, explosion (expansion), and exhaust strokes. 6 is rotationally driven.

Reference numeral 7 denotes an intake port which opens to the inner wall surface of the side housing 3 and supplies intake air into the combustion chamber 4 in the intake stroke. Reference numeral 8 denotes an exhaust port opened on the peripheral wall surface of the rotor housing 2 for exhausting the exhaust gas from the combustion chamber 4 in the exhaust stroke.

As shown in FIG. 3, in the portion which constitutes one combustion chamber 4 in the compression or explosion stroke of the rotor housing 2, one leading side is located at a leading side position in the rotor rotation direction with respect to the trochoid short axis. The spark plug 9 and one trailing side spark plug 10 are attached to the trailing side position by being screwed into plug holes 11 and 11 penetratingly formed in the rotor housing 2 in a state of being spaced apart in the rotor rotation direction. The tips of these spark plugs 9 and 10 face the combustion chamber 4.

FIG. 4 shows an ignition device for supplying an ignition voltage to the leading side and trailing side ignition plugs 9 and 10, 12 is a distributor for distributing a high voltage to the leading side ignition plug 9, and 13 is a trailing side ignition. The displacer 12, 13 is a distributor that distributes a high voltage to the plug 10 and rotates in synchronization. Further, 14 is a leading side ignition coil, which has a first ignition coil 15 and a second ignition coil 16, and both ignition coils 15 and 16 are connected in parallel. Reference numeral 17 is a trailing ignition coil.

Reference numeral 20 denotes a Hall type camshaft sensor,
A signal SGC shown in FIG. 5A for identifying the first cylinder of the engine 1 and a rotation speed signal SGT shown in FIG. 5B are output. Reference numeral 21 is an electromagnetic pickup type output shaft sensor, which outputs a rotation speed signal N shown in FIG.

Further, reference numeral 22 denotes an engine control unit having a CPU therein, which receives three kinds of signals from both the sensors 20 and 21. The engine control unit 22 internally has a waveform shaping circuit 23 for shaping the rotational speed signal N of the output shaft sensor 21, a rotational speed signal N shaped by the shaping circuit 23, and both signals S of the camshaft sensor 20.
The ignition timing control and the closing angle control of the spark plugs 9 and 10 are performed based on the GC and SGT, and the ignition timing signal IG
A control circuit 24 that outputs T and a backup circuit 25 at the time of failure are provided. The engine control unit 22 is
It has a function of controlling the injection amount and injection timing of fuel from the fuel injection valve 18 of the engine 1. Further, the control unit 22 has an output signal of a water temperature sensor 26 for detecting the temperature of the cooling water of the engine 1 and an output of a boost sensor 27 for detecting an intake boost (intake negative pressure) downstream of a throttle valve (not shown). Various signals including signals are input.

In addition, 28 and 28 are leading-side and trailing-side full-transistor-type igniters, respectively, in which the primary coil 15a of the first ignition coil 15 of the leading-side ignition coil 14 and Two power transistors Tr, T respectively connected to the primary coil 17a of the trailing side ignition coil 17
r and each of the transistors Tr are respectively connected to the control circuit 2
O based on whether or not the ignition timing signal IGT of 4 is received.
It is provided with two drive circuits 29, 29 on the leading side and the trailing side for N-OFF operation. Therefore, the igniter 28 on the leading side and the first ignition coil 15 of the ignition coil 14 constitute the second ignition means 30, and the second ignition means 30 controls the control circuit 24.
At the ignition timing when the ignition timing signal IGT is output from the power transistor Tr on the leading side, OF is turned off.
F is operated to interrupt the energization of the primary coil 15a of the first ignition coil 15 in the leading side ignition coil 14 to generate a high voltage in the secondary coil 15b to ignite the ignition plug 9. . In each of the igniters 28, 31 is connected to the power transistor Tr to connect the first ignition coil 15 and the trailing side ignition coil 17 in the leading side ignition coil 14.
A constant current circuit that keeps the next current value constant, 32 is a lock prevention circuit that prevents a lock failure in the ON state of the power transistor Tr, and 33 is a failure detection circuit that detects a failure of the igniter 28. IGf2 is output to the backup circuit 25 of the engine control unit 22.

Reference numeral 34 is a capacitor discharge type igniter (hereinafter referred to as CDI), in which one of the second ignition coils 16 of the leading side ignition coil 14 is provided.
A capacitor C connected to the next coil 16a, a DC / DC converter 35 that charges the capacitor C, and a thyristor SCR are provided, and the thyristor SCR, the capacitor C, and the primary coil 16a of the second ignition coil 16 are used. A closed circuit is configured. The thyristor SCR is ON / OFF controlled by the trigger circuit 36, and the trigger circuit 36 operates based on the ignition timing signal IGT output from the control circuit 24.

Therefore, the CDI 34 and the second ignition coil 16 constitute the first ignition means 37.
The capacitor C is charged in advance by the ignition means 37 using the DC / DC converter 34, and in this state, the thyristor SCR is turned on by the trigger circuit 36 at the ignition timing when the ignition timing signal IGT is output. The electric charge charged in the capacitor C is applied to the second ignition coil 1
6 secondary coil 16a is discharged to its secondary coil 16b.
A high voltage is generated to ignite the spark plug 10.

The operating characteristics of the full transistor igniter 28 and the CDI 34 are as follows.
The secondary voltage of 17 has a relatively slow rise, and the latter CDI 34 has a fast rise. As a result, the total secondary current obtained by combining the above two secondary voltages becomes a large current instantaneously and has a characteristic of holding a relatively large current value even after a lapse of a predetermined period.

Next, the signal processing procedure of the ignition timing control and the fuel injection control performed in the engine control unit 22 will be described based on the control flow of FIG. First, the water temperature detected by the water temperature sensor 26 in step S1 is, for example, 60 ° C.
Below, that is, it is determined whether the engine 1 is cold. When this determination is YES, the routine proceeds to step S2, where the trailing ignition plug 10 is ignited by the second ignition means 30 based on the ignition timing of the map value from the preset ignition map. Further, regarding the leading-side spark plug 9, the first and second ignition means 3
7 and 30 are ignited at the same time, and the ignition is retarded by 2 ° at the crank angle with respect to the map value, that is, the trailing side spark plug 10, and then step S5 is performed.
Proceed to.

On the other hand, when the engine 1 is warmed up and the judgment in step S1 is NO, the routine proceeds to step S3,
It is determined whether the intake boost detected by the boost sensor 27 is -300 mmHg or less and the engine speed N is 3000 rpm or less, in other words, whether the engine 1 is in the light load range. When this determination is YES, in step S4, the trailing side ignition plug 10 is ignited by the second ignition means 30 based on the ignition timing of the map value of the ignition map. Further, the leading-side spark plug 9 is ignited by the first and second ignition means 37, 30, but the first ignition means 37
Ignition is performed with a delay of, for example, 1 ms with respect to the ignition by the second ignition means 30, and the process proceeds to step S5.

If NO in step S3, the process directly proceeds to step S5. Step S5
Then, the air-fuel ratio is corrected to the lean side by the control of the fuel injection valve 18, and then the process ends.

In this embodiment, the cold state detecting means 41 for detecting the cold state of the engine 1 is carried out at the step S1.
Is configured. Further, step S3 constitutes a light load detecting means 42 for detecting a light load of the engine 1.

Further, in steps S2 and S4, of the leading and trailing side ignition plugs 9 and 10 of the engine 1, the leading side ignition plug 9 having a high combustion contribution rate (indicated by a black circle in FIG. 2) is selected. On the other hand, a combination means 43 is configured so that the first and second ignition means 37, 30 are used together.

Further, in step S5, the combination means 4
No. 3, when the ignition means 37 and 30 are used together for the leading-side spark plug 9 having a high combustion contribution rate, the amount of fuel injected from the fuel injection valve 18 is controlled to correct the air-fuel ratio to the lean side. A fuel ratio correction means 44 is configured.

The combined means 43 is provided for both the ignition means 3 and the leading side ignition plug 9 having a high combustion contribution rate.
When both 7 and 30 are used together, in step S2, the ignition timing of the leading spark plug 9 is corrected to the retard side by 2 ° CA with respect to the trailing spark plug 10.

Further, the combination means 43, when the cold state of the engine 1 is detected by the cold state detecting means 41 in step S2, the first and second ignition means 37, 30 are provided.
Is performed at the same time, and when the light load detecting means 42 detects the light load of the engine 1 in step S4, the second ignition means 30 ignites and then the first ignition means 37 ignites. Each is configured as follows.

Therefore, in the above embodiment, of the two spark plugs 9 and 10 on the leading side and the trailing side facing one combustion chamber 4 (working chamber) in the compression stroke or the explosion stroke of the rotary piston engine 1. The second ignition means 3 is used for ignition of the trailing spark plug 10.
Although only 0 is used, the first and second ignition means 37 and 30 are used together for the leading spark plug 9. Both ignition means 3 are attached to the leading side ignition plug 9.
When 7 and 30 are used together, the peak of the ignition energy due to the respective ignition currents increases, so that ignition of the air-fuel mixture by the leading-side ignition plug 9 can be reliably performed. The combustion contribution rate of the leading-side ignition plug 9 is higher than that of the trailing-side ignition plug 10 when viewed from the whole of the combustion chamber 4 in the compression stroke or the explosion stroke, and the leading-side ignition plug 9 having a high combustion contribution rate ensures the combustion. Since various ignitions are performed, the ignitability of the air-fuel mixture in the entire combustion chamber 4 can be improved.

At this time, when the temperature of the cooling water is, for example, 60 ° C. or lower and the engine 1 is cold, the trailing spark plug 10 is driven by the second ignition means 30 based on the ignition timing of the map value from the ignition map. It is ignited, but the first spark plug 9 is the first
And the ignition by the second ignition means 37, 30 is performed at the same time, and the ignition is performed by the ignition plug 10 on the trailing side.
On the other hand, it is performed by retarding the crank angle by 2 °. In other words, the region where it is difficult to ignite the air-fuel mixture when the engine 1 is cold is ignited by the first and second ignition means 37, 30 at the same time, but the ignition energy by both ignition means 37, 30 is thus increased. Can be increased at a stretch and ignited, and the ignitability can be improved.

Further, the leading side ignition plug 9 is ignited by the first and second ignition means 37, 30 with a retard of 2 ° in crank angle with respect to the trailing side ignition plug 10. That is, as shown in FIG. 7, the ignition energy by the leading-side spark plug 9 in which both the ignition means 37, 30 are used together is high, and the ignition of the mixture is the second.
The time difference Δt (that is, 2 ° in this embodiment) compared with the trailing side spark plug 10 by only the spark plug means 30.
CA) will be performed early. Therefore, by delaying the ignition timing of the leading side ignition plug 9 by the time difference Δt, the ignition timings of both the leading side and trailing side ignition plugs 9 and 10 with respect to the air-fuel mixture in the combustion chamber 4 can be made uniform, Good ignitability and flammability can be stably secured.

When the engine 1 is warmed up, the intake boost is, for example, -300 mmHg or less, the engine speed N is, for example, 3000 rpm or less, and the engine 1 is in the light load range, the leading ignition plug 9 is It is ignited by the first and second ignition means 37, 30,
Both ignition means 37 and 30 do not operate simultaneously, and the first ignition means 3 is delayed by, for example, 1 ms after the ignition by the second ignition means 30.
Ignition by 7 is performed. That is, in the ignition by the second ignition means 30 to the leading-side spark plug 9, the secondary voltage rises relatively slowly in the ignition coil 15, so that the mixture is activated. Then, thereafter, ignition is performed by the first ignition means 37 in which ignition energy rapidly rises in the activated mixture gas. Therefore, even when the engine 1 having poor combustion stability is under a light load, it is possible to reliably ignite the air-fuel mixture and improve the ignitability.

Further, in the state where the first and second ignition means 37, 30 are used together with the leading side ignition plug 9 as described above, the ignitability of the air-fuel mixture in the combustion chamber 4 is improved.
Therefore, it is possible to correct the air-fuel ratio lean by the air-fuel ratio correction means 44 while ensuring good ignitability of the air-fuel mixture, and it is possible to improve fuel efficiency.

In the above embodiment, the number of the spark plugs 9 and 10 on the leading side and the number of the spark plugs on the trailing side are respectively one, but the present invention is as shown in FIGS. 8 (a) and 8 (b). Two leading-side and trailing-side spark plugs 9 and 10 are provided, and a pair of leading-side spark plugs 9 and 9 and trailing-side spark plugs 10 and 10 are arranged with respect to the center line in the rotor width direction. It can also be applied to rotary piston engines 1 that are equidistantly spaced apart from each other. At that time, in the example shown in FIG.
On the other hand, in the example shown in FIG.
The first and second ignition means 37, 30 are used together for both of them. Further, according to the present invention, as shown in FIG.
In addition to the leading side spark plug 9, the present invention can be applied to the rotary piston engine 1 in which two trailing side spark plugs 10, 10 are arranged side by side in the rotor rotation direction. The first and second ignition means 37, 30 may be used together.

(Second Embodiment) FIG. 9 shows a second embodiment of the present invention (note that the same parts as those in FIG. 3 are designated by the same reference numerals and detailed description thereof will be omitted) and applied to the reciprocating engine 1 '. It was done.

That is, FIGS. 9 (a) to 9 (e) show the cylinder head 52 seen from one combustion chamber 4'in the cylinder of the reciprocating engine 1 '. In the example shown in FIG. 9 (a), In the cylinder head 52, two intake ports 7, 7 located in one half of the combustion chamber 4'and two exhaust ports 8, 8 located in the other half are opened, respectively.
Further, one center side spark plug 53 is arranged in a portion corresponding to the center of the combustion chamber 4 ', and four peripheral side spark plugs 54, 54, ... are arranged in a portion corresponding to the periphery of the combustion chamber 4'. And these five spark plugs 53, 5
The central side spark plug 53 of 4, 54, ... Is set as a spark plug having a high combustion contribution rate.
On the other hand, the first and second ignition means 3 similar to those in the first embodiment are used.
7, 30 are configured to be used together.

Further, in the example shown in FIG. 9 (b), one center side spark plug 53 arranged at the center of the combustion chamber 4'and the center side ignition plug with respect to the position between the exhaust ports 8 and 8. The plug 53 and one peripheral side spark plug 54 arranged on the opposite side are provided.
Among 3, 54, the center side spark plug 53 is a spark plug having a high combustion contribution rate.

Further, in the example shown in FIG. 9C, the cylinder head 52 has two intake ports 7, 7 located in one half of the combustion chamber 4'and one intake port located in one half of the other half. The exhaust port 8 is opened, and one intake side spark plug 55 is provided on the other side of the other half of the combustion chamber 4 ', and one exhaust side spark plug 56 is provided outside the exhaust port 8 on the same other half. Each is arranged. In this example, of the two spark plugs 55, 56, the intake-side spark plug 55 is a spark plug having a high combustion contribution rate.

When the air-fuel mixture in the combustion chamber 4'is stratified and burned, the rich-side spark plug in which the rich-side air-fuel mixture is unevenly distributed, that is, in the example of FIG. Similarly, in the example of FIG. 9 (c), the intake side spark plugs 55 may be spark plugs having a high combustion contribution rate.

Further, in the example shown in FIG. 9 (d), one center-side spark plug 53 arranged in a portion corresponding to the center of the combustion chamber 4'and the center between the positions between the two intake ports 7 and 7. One intake side spark plug 55 arranged on the side opposite to the side spark plug 53, and one exhaust side spark plug 56 arranged on the side opposite to the center side spark plug 53 with respect to the position between the two exhaust ports 8, 8. And three of these, and these three
Of the two ignition plugs 53, 55, 56, the intake-side and center-side ignition plugs 55, 53, which have a low temperature due to intake air, are ignition plugs having a high combustion contribution rate.

Similarly, in the example shown in FIG. 9E, one center-side spark plug 53 and three peripheral-side spark plugs 54, 54, ... For two intake / exhaust ports 7, 8. Are arranged, and the three peripheral-side spark plugs 54, 54, ... Which are low in temperature are spark plugs having a high combustion contribution rate.

Therefore, in this embodiment, each of the ignition plugs 53, 54, 55 having a high combustion contribution rate is ignited by using the first and second ignition means 37, 30 together as in the first embodiment. As a result, the same effect can be obtained.

[0055]

As described above, according to the invention of claim 1, the first ignition means for generating the secondary voltage based on the discharge of the capacitor in the engine having the plurality of ignition plugs in one combustion chamber. And a second ignition means for generating a secondary voltage based on the OFF operation of the transistor, and both ignition means are used together for a part of the ignition plugs having a high combustion contribution rate. It is possible to reliably ignite the air-fuel mixture by a part of the high ignition plugs, and it is possible to improve the ignitability of the entire combustion chamber with respect to the air-fuel mixture by the reliable ignition by the ignition plugs.

According to the invention of claim 2, good ignition is achieved by correcting the air-fuel ratio to the lean side in a state where both ignition means are used together for a part of the spark plugs having a high combustion contribution rate. The fuel efficiency can be improved by correcting the air-fuel ratio to the lean side while ensuring the fuel economy.

According to the third aspect of the present invention, the ignition timing of some of the ignition plugs is retarded with respect to the other ignition plugs in a state where both ignition means are used together for some of the ignition plugs having a high combustion contribution rate. As a result, even if the ignition energy by the ignition plugs used in combination with both ignition means is high, it is possible to delay the ignition timing of some of these ignition plugs and align them with the ignition timing of other ignition plugs. It is possible to stably secure good ignitability and combustibility.

According to the fourth aspect of the present invention, the ignition plug is ignited with respect to the above-mentioned leading side ignition plug of the rotary piston engine having ignition plugs at respective positions on the leading side and the trailing side in the rotor rotation direction of the housing constituting the combustion chamber. By using the means together, the ignitability of the rotary piston engine can be improved.

According to the fifth aspect of the present invention, the cold state of the engine is detected, and the ignition by both ignition means is performed at the same time during the cold state. Energy at once,
The ignitability can be improved.

According to the invention of claim 6, when the engine is under a light load, and when the engine is under a light load, the ignition is performed by the first ignition means after the ignition by the second ignition means. Ignition by the second ignition means activates the air-fuel mixture, and the activated air-fuel mixture can be ignited by the first ignition means in which ignition energy rapidly rises,
It is possible to reliably ignite the air-fuel mixture at the time of a light load of an engine having poor combustion stability and improve the ignitability.

[Brief description of drawings]

FIG. 1 is a configuration diagram of the present invention.

FIG. 2 is a sectional view of a rotary piston engine according to the first embodiment of the present invention.

FIG. 3 is a view of an inner surface of a rotor housing as viewed from a combustion chamber.

FIG. 4 is an overall configuration diagram of an ignition device.

FIG. 5 is a characteristic diagram showing output signal waveforms of a camshaft sensor and a crank angle sensor.

FIG. 6 is a flowchart showing a signal processing procedure of ignition timing control and fuel injection control.

FIG. 7 is a diagram showing a secondary current waveform of an ignition coil.

FIG. 8 is a view corresponding to FIG. 3 showing a modified example of the arrangement structure of the spark plug.

FIG. 9 is a view corresponding to FIG. 3 showing a second embodiment of the present invention.

[Explanation of symbols]

 1, 1'Engine 2 Rotor housing 4, 4'Combustion chamber 9 Leading spark plug 10 Trailing spark plug Tr transistor 30 Second ignition means C Capacitor 37 First ignition means 41 Cold detection means 42 Light load detection Means 43 Combined means 53-56 Spark plug

─────────────────────────────────────────────────── ─── Continuation of the front page (51) Int.Cl. ⁵ Identification number Reference number within the agency FI Technical indication location F02P 5/15 Z 15/08 301 A J K M (72) Inventor Yoshiaki Tomita Fuchu, Aki-gun, Hiroshima Prefecture 3-1-1 Shinchi, Machida Co., Ltd. (72) Inventor, Kazuhiro Shiomi 3-1-1 Shinchi, Fuchu-cho, Aki-gun, Hiroshima Prefecture Mazda Co., Ltd.

Claims (6)

[Claims] 1. An engine ignition device having a plurality of spark plugs arranged in one combustion chamber, wherein an electric charge charged in a capacitor is set to one of an ignition coil at an ignition timing.
A first ignition means for discharging and igniting the secondary coil; a second ignition means for igniting the primary coil of the ignition coil by turning off the transistor at an ignition timing to ignite the secondary coil; An ignition device for an engine, comprising: a combination means for combining and igniting the first and second ignition means with respect to a part of a spark plug having a high combustion contribution rate. 2. The engine ignition device according to claim 1, wherein when the combination means uses the first and second ignition means together with some of the spark plugs having a high combustion contribution rate, the air-fuel ratio is corrected to the lean side. An engine ignition device comprising an air-fuel ratio correction means. 3. The engine ignition device according to claim 1 or 2, wherein when the first and second ignition means are used together with a part of the ignition plugs having a high combustion contribution rate, the combination means is a part of the ignition. An ignition device for an engine, which is configured to correct the ignition timing of a plug to the retard side with respect to other ignition plugs. 4. The engine ignition device according to claim 1, 2 or 3, wherein the engine has a rotary piston provided with spark plugs at a leading side position and a trailing side position in a rotor rotation direction of a housing forming a combustion chamber. An engine ignition device, wherein the combination means is configured to combine the first and second ignition means with respect to the leading-side spark plug. 5. The engine ignition device according to claim 2 or 3, further comprising a cold state detecting means for detecting a cold state of the engine, wherein the combination means is configured to detect the cold state of the engine by the cold state detecting means. An ignition device for an engine, wherein when detected, a part of the ignition plugs having a high combustion contribution rate is configured to be simultaneously ignited by the first and second ignition means. 6. The engine ignition device according to claim 2 or 3, wherein a light load detection means for detecting a light load of the engine is provided, and the combination means is configured to detect the light load of the engine by the light load detection means. An ignition device for an engine, wherein when detected, a part of the ignition plugs having a high combustion contribution rate is configured to be ignited by the first ignition means after being ignited by the second ignition means.