JPH07113357B2 - Magneto-generator type internal combustion engine non-contact ignition device - Google Patents

Description

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an improvement of a contactless ignition device used in an internal combustion engine having a magnet type three-phase AC generator for generating a charging voltage for a power supply battery. In particular, a magnet-generator internal combustion engine having a structure for preventing the reverse rotation of the two-cycle internal combustion engine from being sustained and for preventing the so-called reverse rotation cut-in phenomenon at the start and stop of the two-cycle and four-cycle internal combustion engines For a non-contact ignition device for vehicle. In the following description, the internal combustion engine is abbreviated as an engine.

(Prior Art) Conventionally, a non-contact ignition device for an engine that uses a magnet generator driven by an engine as a power source for a high voltage generation circuit for ignition, or, together with it, as a power source for supplying a battery battery charging voltage, Generally, as shown in FIG. 2, a fixed timing ignition angle signal v _SL generated at a fixed delay ignition angle θ _L and a fixed advance ignition angle θ _H is detected by a timing sensor that detects the reference rotational angle position of the engine. And the advance fixed ignition angle signal v _SH are used as reference ignition timing signals, and these reference ignition timing signals are supplied as input signals to the ignition timing control circuit, and the ignition timing control circuit performs ignition advance calculation with reference to them. And outputs the output signal as an ignition control signal to the ignition high voltage generating circuit. Typically, at the start of the engine, an ignition control signal from the ignition timing control circuit is output in delayed fixed ignition angle theta _L, The angle between the fixed ignition angle theta _H proceeds lag fixed ignition angle theta _L is , And is substantially equal to the required advance angle width of the ignition timing.

In order to prevent the reverse rotation of the 2-cycle engine from continuing, and to prevent the so-called Kutching phenomenon due to ignition during reverse rotation when starting and stopping the 2-cycle and 4-cycle engines, an ignition prevention function during reverse rotation of the engine is required. May be.

As a related art related thereto, as a non-contact ignition device for an engine having an ignition dedicated power supply coil provided in a single-phase AC magnet generator, the device disclosed in JP-A-59-134378 is known. . A non-contact ignition device of the prior art that uses a three-phase AC magnet generator as a power source dedicated to battery charging without using an ignition dedicated power coil and uses that battery as a power source is disclosed in Japanese Patent Application No. 61-38637 (Showa 61-38637). As disclosed in (February 24, 1960), the output of two phases in the three-phase coil of a three-phase AC magnet generator (hereinafter AC magnet generator is abbreviated as ACG) is used to By utilizing the fact that the order of generation of the voltage phases of these two phases is reversed during normal rotation and during reverse rotation, the output signal of the timing sensor is invalidated by the output signal during reverse rotation of the engine from the reverse rotation detection circuit. There is a non-contact ignition device that prevents the high voltage generation circuit from being energized to prevent reverse rotation. However, this non-contact ignition device is effective for the purpose of preventing the continuation of the reverse rotation of the two-cycle engine, but on the other hand, for the purpose of preventing the reverse clutch phenomenon, the reverse contact at the time of starting the engine is performed. Since the reverse rotation detection is not properly performed, there is a disadvantage that ignition during reverse rotation may occur and a reverse rotation cut may occur. In addition, another prior art CDI using as a power source a battery that is charged by a three-phase AC magnet generator.
As a non-contact type ignition device, an AND circuit that performs an AND operation of the waveform shaping signal after detection of one phase of the three-phase ACG and the timing sensor with the effective polarity output signal is used to suppress ignition at the time of reverse rotation. It is a contact ignition device.

Here, at the engine speed where the ACG is generated and the rectified DC output voltage does not reach the battery terminal voltage, the phase detection output signal of the ACG is in phase with the no-load voltage of the ACG, but the engine speed increases, When the no-load rectified output voltage of ACG exceeds the battery terminal voltage, battery charging current flows,
After that, when the battery terminal voltage exceeds the set value, the short-circuit control type regulator operates and the ACG output is abbreviated.
The phase of the generated voltage is more electrical than the phase of the no-load voltage. I will be late. Therefore, another prior art CD mentioned above
In the I-type non-contact ignition device, during the operation of the above-mentioned regu- lator, the angular range in which the AND operation of the AND circuit is possible is limited over the entire rotational speed range of the normal rotation of the engine. Has the disadvantage that the ignition advance angle range is limited.

Inconveniences that the Invention Is to Overcome The present invention is intended to overcome the above-described disadvantages of prior art devices. Thus, the present invention surely achieves the purpose of preventing the reverse rotation of the two-cycle engine from continuing, and preventing the occurrence of reverse rotation cut-off when the engine is started or stopped, and the ignition advance angle of the engine as described above. In order to eliminate the inconvenience that the range is limited, the detection output of one phase of the three-phase ACG and the electrical angle from that during normal rotation of the engine Using the detection output of the other one of which the phase is delayed, the fact that the detection output signal waveforms of those two phases overlap at the time of forward rotation of the engine, and those signal waveforms do not overlap at the time of reverse rotation, As the phase detection signal supplied to the AND circuit, the OR output signal of the above two phase detection output signals is input at the time of forward rotation, and only the detection output signal of one phase is input at the time of reverse rotation. Only in forward rotation, in the AND circuit, the range in which the AND operation with the effective polarity output signal from the timing sensor is possible is widened to expand the settable range of the required ignition advance angle, and at the same time, An object of the present invention is to provide a non-contact ignition device for a magneto-generator internal combustion engine that reliably prevents ignition by satisfying the AND operation inability condition of the AND circuit during reverse rotation.

(Means for Overcoming the Inconvenience) FIG. 1 is an electric circuit showing the configuration of the contactless ignition device according to the present invention. In FIG. 1, a rectifier circuit 2 with a regulator generated by a three-phase ACG 1 is shown. The rectified output via charges Bartel 3. The ignition high voltage generation circuit 40 is supplied with power from the battery 3 and is driven by the output signal of the ignition timing control circuit 11 to generate an ignition high voltage. The phase detection output signals v _a1 and v _a2 from the two phase windings 1 _a and 1 _{b of the} three-phase ACG1 are shaped by the waveform shaping circuit 60 and then sent to the OR circuit 70 to be OR output signal v _C
To occur. The output voltage signal v _S generated by the timing sensor 16 associated with the inductor 1 _i provided in the rotor of the three-phase ACG and the OR output signal v _C are sent to the AND circuit 50. The AND circuit 50 performs an AND operation on both input signals and sends the output signal generated thereby as the ignition operation energizing signal of the ignition timing control circuit 11.

(Operation) FIGS. 3A and 3B are operation signal waveform diagrams, and as shown _therein , the waveform shaping signals v _b1 and v _b2 of the two phase detection output signals v _a1 and v _a2 are An OR output signal v _C that generates an overlapped OR output signal v _C during normal rotation, and generates only one waveform shaping signal v _b1 during the engine reverse rotation v
Generates _C.

On the other hand, the timing sensor output signal effective for the operation of the AND circuit 50 is a negative signal, which is the negative output signal v _SL of the timing sensor when the engine is rotating normally, and the negative output signal v _SH of the timing sensor when the engine is rotating reversely. . Thus, ACG
During the forward rotation of the engine before and after the start of charging the battery 3 by the generated voltage of 1, the negative output signal v _SL of the timing sensor is ANDed with the OR output signal v _{C over} a wide angle range.
When the engine reverses, the negative output signal v _SH of the timing sensor is always ANDed with the OR output signal v _C.
Placed within an inoperable angular range.

(Embodiment) An embodiment of the present invention will be described below with reference to FIGS. 1, 3A and 3B.

FIG. 1 shows the overall configuration of a non-contact ignition device for a magnet generator type internal combustion engine which is an embodiment of the present invention. In FIG. 1, reference numeral 1 is an ACG having three-phase distribution coils 1 _a , 1 _b and 1 _c , and 1 _i is an inductor attached to a rotating portion synchronized with the rotation of an engine crank. The three-phase AC output of the ACG is sent to the rectifier circuit 2 with a regulator, and the rectified output charges the battery 3. Reference numeral 4 is an electric load such as a lamp connected in parallel with the battery 3. Reference numeral 40 denotes an ignition high voltage generation circuit, which includes a DC-DC converter 5, an ignition capacitor 6, an ignition SCR 7, a diode 10 and an ignition coil 8. Reference numeral 9 indicates a spark plug.

Reference numeral 11 is an ignition timing control circuit whose output is connected to the gate of the ignition SCR 7 in order to drive the ignition high voltage generation circuit 40.

Reference numeral 60 denotes a waveform shaping circuit, which detects the detected main force signal v _a1 of one phase of ACG1 and the electrical angle at the time of normal rotation of the engine. The detection output signal v _{a2 of} the other one of which the phase is delayed is input, the waveform is shaped by the comparison amplifiers 22 and 21, respectively, and the waveform shaping output signals v _b1 and v _b2 are output. 70 is SCR25 and S
It is an OR circuit including a resistor 32 connected to the cathode of CR25, and diodes 24 and 23 are connected to the anode of SCR25, respectively.
When the waveform shaping output signals v _b1 and v _b2 are applied as input signals via SCR25 and the SCR25 is triggered by the rising edge of the waveform shaping output signal v _b1 and is turned on, both input signals of both input signals are applied to both end surfaces of the resistor 32. It is configured to generate an OR output signal v _C.

The circuit composed of the resistor 12, the capacitor 13, and the zener diode 14 is a constant voltage power supply circuit for supplying a stable bias voltage to the ignition timing control circuit 11 and the waveform shaping circuit 60.

16 is a fixed ignition angle signal indicating the reference rotation angle of the engine
It is a timing sensor that outputs v _S , and its output signal includes a fixed lead ignition angle signal v _SH and a delayed ignition angle signal v _SL whose polarities are different from each other.

An AND circuit 50 is composed of an NPN transistor 17, an antiparallel diode 20, a PNP transistor 18, and a resistor 19. The fixed ignition angle signal v _S from the timing sensor and the OR output signal v _C are sent to the AND circuit as input signals, and the AND output signal of both input signals generated thereby is sent to the ignition timing control circuit 11 as an energizing signal. Is connected as a supply.

Hereinafter, the operation of the device of the present invention will be described with reference to FIGS. 1, 3A and 3B.

First, the normal rotation of the engine will be described with reference to FIG. 3A. In this case, the output signal v _b1 of the comparison amplifier 22 is divided by the resistors 30, 31, 32 and sent to the gate of the SCR25 to trigger it, and at the rising edge of v _b1 , the diode 24 → SCR25 → PN
A current flows through the path from the emitter of the P-transistor 18 to the base. v _b2 is an electrical angle to v _b1 The phase is delayed, Only because of the Obaratsupu, by setting the resistance value of the resistor 29 as it can safely hold current or more current SCR 25, v SCR 25 after _b1 is one under standing continues to ON state, v _b2 descends Standing Up to diode 23 → SCR25 → PNP transistor
Continuing to supply the base current to the PNP transistor 18 through the path from the emitter of 18 to the base. Therefore, PNP transistor 1
8 base current waveform width, i.e. voltage v across resistor 32
The width of the waveform of _C is the electrical angle Becomes If the negative half-wave of the output signal of the timing sensor 16 rises while the base current is being supplied to the PNP transistor 18, the emitter of the PNP transistor 18 → collector → resistor 19 → base of the NPN transistor 17 →
Since the base current is supplied to the NPN transistor 17 via the path from the emitter to the timing sensor 16, the NPN transistor 1
7, the negative half-wave of the output signal of the timing sensor 16 is supplied to the ignition timing control circuit 11 through the timing sensor 16 → ignition timing control circuit 11 → collector of the NPN transistor 17 → emitter path, and the ignition timing The output signal of the control circuit 11 triggers the ignition SCR7. As a result, the charged electric charge of the ignition capacitor 6 is discharged through the path of the capacitor 6 → SCR7 → the primary coil of the ignition coil 8 to generate a high voltage in the secondary coil of the ignition coil 8 and cause the ignition plug 9 to fly. .

During the actual operation of the engine, after the ACG1 starts charging the battery, the output of the two phases of the ACG1 is changed to the electrical output as shown in the lower half of Fig. At the corner The phase is delayed. Therefore, as shown in FIG. 3A, the AND operation range of the AND circuit 40 is an electrical angle throughout the entire engine speed range before and after the battery charge is started. Becomes

Next, the reverse rotation of the engine will be described with reference to FIG. 3B. At this time, the phase of the ACG1 output is inverted,
v _b1 of phase is the phase of the v _b2 Delayed for a period during which SCR25 is ON, v is up to _b1 is Tachinobo connexion it down Standing than. Therefore, as can be seen from FIG. 3B, the possible range and the impossible range of the AND operation are equal to each other and have an electrical angle of π.

During actual operation of the engine, as described above, due to the phase delay of the phase output after the start of battery charging of ACG1, the range in which AND operation is disabled over the entire rotational speed range during reverse rotation is the electrical angle. Becomes

As described above, when the engine is rotating normally, the range in which the negative half-wave of the output signal of the timing sensor 16 allows AND operation over the entire rotation speed range when rotating normally. The negative half wave of the output signal of the timing sensor 16 is ANDed over the entire range of the rotational speed during reverse rotation during reverse rotation.
Range where operation becomes impossible If the phase relationship between the output signal of the timing sensor 16 and the output of the ACG1 is set in advance so as to fall within the range, over the entire rotation speed range of the engine, for setting the ignition advance angle width during forward rotation. It is possible to provide a margin and achieve the purpose of preventing ignition during reverse rotation.

Although the device of the present invention has been described with respect to the example of the battery CDI, it is obvious that it can be applied to the igniter system.

(Effect of the Invention) In general, an AND operation is performed between the output signal of the timing sensor and a signal generated in synchronization with another engine rotation,
In the method of preventing ignition at the time of engine reverse rotation, the polarity of the timing sensor output signal is only reversed between forward rotation and reverse rotation, and the angle between the positive and negative half waves of the timing sensor output signal does not change. As described with reference to FIG. 2, the angle between the positive and negative half waves of the sensor output signal is substantially matched with the advance angle width of the required ignition timing and cannot be arbitrarily selected. Depending on the advance angle width of the above, there is an inconvenience that the ignition preventing function at the time of engine reverse rotation cannot be provided.

The present invention has the effect of overcoming the above disadvantages. That is, by configuring so that the angular width of the output signal of the timing sensor and the signal for performing the AND operation is widened only during forward rotation, it is sufficient for setting the advance angular width of the required ignition timing as described above. It provides an excellent effect that it is possible to reliably prevent ignition during reverse rotation.

[Brief description of drawings]

FIG. 1 is an electric circuit diagram showing the overall configuration of a non-contact ignition device for a magnet generator type internal combustion engine according to the present invention. FIG. 2 is a characteristic diagram showing a relationship between an ignition advance angle characteristic of a general magnet generator type non-contact ignition device for an internal combustion engine and fixed and advanced ignition angle signals which are output signals from a timing sensor. FIG. 3A is an electric signal waveform diagram of each part of the non-contact ignition device for a magneto-generator internal combustion engine according to the present invention shown in FIG. 1 during forward rotation of the engine, and FIG. 3B is an electric signal waveform of each part during reverse rotation of the engine. It is a signal waveform diagram. (Reference Numerals) 1 ...... 3-phase multipolar magnet generator (ACG), 1 _a, 1 _b, 1 _c ...... phase generating coil, 1 _i ...... inductors, 2 ...... Regiyureta with rectifier circuit, 3 ...... Battery, 4 ... Electric load, 5 ... DC-DC converter, 11 ... Ignition timing control circuit, 16 ... Timing sensor, 25 ... SCR, 32 ... Resistance, 40 ... Ignition high voltage generation Circuit, 50 …… AND circuit, 60 …… Wave shaping circuit, 70 …… OR circuit, v _a1,, v _a2 …… Phase detection output signal of two phases, v _b1 , v _b2 …… Phase detection of two phases Output signal waveform shaping output signal, v _C ... OR output signal, v _S ... fixed ignition angle signal which is the output voltage signal from the timing sensor 16, v _SH ... advance fixed ignition angle signal, v _SL ... delay Fixed ignition angle signal.

Claims (2)

[Claims] 1. A three-phase magnet generator driven by an internal combustion engine, a power supply battery charged by a rectified output of an AC voltage generated by a three-phase generator coil of the three-phase magnet generator, and an electric power supplied from the power supply battery for ignition. Voltage generating circuit for generating a high voltage for ignition, an ignition timing control circuit for driving the high voltage generating circuit for ignition and outputting a drive signal for generating a high voltage for ignition, and a reference rotation angle of a crank of the internal combustion engine In a non-contact ignition device for a magneto generator internal combustion engine, which includes a timing sensor for detecting a position and outputting a fixed ignition angle signal representing the position, a detection output signal of one phase of the three-phase magneto generator and the internal combustion engine In forward rotation, the electrical angle is more than the one phase A waveform shaping circuit that inputs a detection output signal of another phase having a delayed phase and shapes the waveforms respectively, and outputs the waveform shaping signals, and inputs the waveform shaping signals of the detection output signals of the two phases , An OR circuit that performs an OR operation for both input signals to generate an OR output signal, and a fixed ignition angle signal output from the timing sensor and an OR output signal from the OR circuit are input, and both input signals are input. A magneto-generator internal combustion engine including an AND circuit configured to perform an AND operation to generate an AND output signal and supply the AND output signal to the ignition timing control circuit as a bias signal. Non-contact ignition device for engines. 2. The apparatus according to claim 1, wherein the OR circuit comprises a combination of an SCR and a resistor connected to the cathode of the SCR, and the waveform shaping is provided on the anode of the SCR. A waveform shaping signal of the detection output signals of the two phases output from the circuit is applied, and the gate of the SCR is provided with the detection output signal of the one phase in the leading phase when the internal combustion engine is rotating normally. The divided voltage signal of the waveform shaping signal is
A non-contact ignition device for a magnet generator type internal combustion engine, which is configured to be applied as a trigger signal of.