JPH1089212A - Charging method for capacity for ignition - Google Patents
Charging method for capacity for ignitionInfo
- Publication number
- JPH1089212A JPH1089212A JP26772196A JP26772196A JPH1089212A JP H1089212 A JPH1089212 A JP H1089212A JP 26772196 A JP26772196 A JP 26772196A JP 26772196 A JP26772196 A JP 26772196A JP H1089212 A JPH1089212 A JP H1089212A
- Authority
- JP
- Japan
- Prior art keywords
- charge
- ignition
- set value
- charging
- capacity
- 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.)
- Granted
Links
Classifications
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02P—IGNITION, OTHER THAN COMPRESSION IGNITION, FOR INTERNAL-COMBUSTION ENGINES; TESTING OF IGNITION TIMING IN COMPRESSION-IGNITION ENGINES
- F02P3/00—Other installations
- F02P3/06—Other installations having capacitive energy storage
- F02P3/08—Layout of circuits
- F02P3/09—Layout of circuits for control of the charging current in the capacitor
- F02P3/093—Closing the discharge circuit of the storage capacitor with semiconductor devices
Landscapes
- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Ignition Installations For Internal Combustion Engines (AREA)
- Magnetic Heads (AREA)
Abstract
Description
【０００１】[0001]
【発明の属する技術分野】本発明は、点火用コンデンサ
の充電方法に関するものである。The present invention relates to a method for charging an ignition capacitor.
【０００２】[0002]
【従来の技術】従来、例えば二輪自動車の内燃機関用点
火装置にあって、プラグの放電に正負の電圧が交互に現
れるＡＣアークを発生するＣＤＩ方式がある。そのよう
な点火装置において、イグニッションコイルの一次側に
点火用コンデンサを直列に接続し、進角制御されたトリ
ガ信号にてオンするサイリスタにより点火用コンデンサ
を放電させるようにしたものがある。2. Description of the Related Art Conventionally, for example, there is a CDI system in an ignition device for an internal combustion engine of a two-wheeled vehicle, which generates an AC arc in which positive and negative voltages alternately appear in discharge of a plug. In such an ignition device, there is an ignition device in which an ignition capacitor is connected in series to the primary side of an ignition coil, and the ignition capacitor is discharged by a thyristor which is turned on by a trigger signal which is advanced in angle.
【０００３】上記従来の点火装置における点火用コンデ
ンサに対する充電電圧は、例えば図３に示されるよう
に、エンジン特性の要求最大充電容量を満たす最大要求
充電電圧Ｖmax以上に設定され、その充電電圧設定値Ｖ
１にてエンジンの全回転域において充電を行うようにし
ていた。As shown in FIG. 3, for example, the charging voltage for the ignition capacitor in the above-mentioned conventional ignition device is set to a maximum required charging voltage Vmax that satisfies the required maximum charging capacity of the engine characteristics. V
At 1, the engine was charged in the entire rotation range of the engine.
【０００４】[0004]
【発明が解決しようとする課題】しかしながら、要求充
電容量がエンジン特性により回転数に応じて変化し、同
様に要求充電電圧も変化し、特に高回転になるに連れて
漸減するため、前記従来の充電方法では高回転域でも最
大要求充電電圧で充電することになり、点火用コンデン
サが不必要に充電されていた。また、高回転域での充電
能力を確保するために、点火用コンデンサに充電電圧を
供給するための例えばＤＣ−ＤＣコンバータのダイオー
ドや点火制御用のサイリスタ、及び点火用コンデンサの
各素子が大容量化され、部品コストが高騰化するという
問題があった。However, the required charging capacity changes according to the engine speed due to the characteristics of the engine, and the required charging voltage also changes. In particular, the required charging voltage gradually decreases as the engine speed increases. In the charging method, the charging was performed at the maximum required charging voltage even in a high rotation range, and the ignition capacitor was unnecessarily charged. In addition, in order to secure a charging capability in a high rotation range, for example, a diode of a DC-DC converter for supplying a charging voltage to an ignition capacitor, a thyristor for ignition control, and each element of an ignition capacitor have a large capacity. And there is a problem that component costs rise.
【０００５】[0005]
【課題を解決するための手段】このような課題を解決し
て、点火装置のコンパクト化及び低コスト化を実現する
ために、本発明に於いては、イグニッションコイルの一
次側に接続された点火用コンデンサに対する充電電圧設
定値を予めエンジン回転数に応じて変化する要求充電容
量を満たして階段状に変化するように設定しておき、前
記点火用コンデンサに充電された充電電圧を監視して、
前記充電電圧が前記充電電圧設定値に達したら前記点火
用コンデンサに対する充電を停止するものとした。SUMMARY OF THE INVENTION In order to solve the above-mentioned problems and to realize a compact and low-cost ignition device, the present invention provides an ignition device connected to a primary side of an ignition coil. The charging voltage set value for the capacitor is set in advance so as to satisfy a required charging capacity that changes according to the engine speed and to change stepwise, and the charging voltage charged to the ignition capacitor is monitored,
When the charging voltage reaches the charging voltage set value, charging of the ignition capacitor is stopped.
【０００６】[0006]
【発明の実施の形態】以下に添付の図面に示された具体
例に基づいて本発明の実施の形態について詳細に説明す
る。DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS Embodiments of the present invention will be described below in detail with reference to specific examples shown in the accompanying drawings.
【０００７】図１は、本発明が適用された二輪車のエン
ジン点火装置を示す要部回路図である。図に示されるよ
うにＣＤＩユニット１の電圧端子ＢＴにはバッテリ２が
接続されており、パルサ入力端子ＰＵには例えば図示さ
れないＡＣジェネレータの回転に応じてパルス状の進角
基準信号を発生し得るように設けられたパルサコイル３
が接続されている。また、出力端子ＩＧにはイグニッシ
ョンコイル４の一次側コイル４ａが接続されている。な
お、イグニッションコイル４の二次側コイル４ｂに点火
プラグ５が接続されている。FIG. 1 is a main part circuit diagram showing an engine ignition device for a motorcycle to which the present invention is applied. As shown in the figure, a battery 2 is connected to a voltage terminal BT of the CDI unit 1, and a pulse-like advance reference signal can be generated at a pulsar input terminal PU according to, for example, rotation of an AC generator (not shown). Pulsar coil 3 provided as follows
Is connected. The primary coil 4a of the ignition coil 4 is connected to the output terminal IG. The ignition plug 5 is connected to the secondary coil 4b of the ignition coil 4.
【０００８】ＣＤＩ回路１内では、上記した端子ＢＴか
ら端子ＩＧに至る電源ライン上にＤＣ−ＤＣコンバータ
６と点火用コンデンサＣとがこの順に直列に接続されて
いる。従って、端子ＩＧを介して、点火用コンデンサＣ
はイグニッションコイル４の一次側コイル４ａと接続さ
れている。また、上記端子ＰＵに入力される進角基準信
号は、点火制御回路７に入力する。In the CDI circuit 1, a DC-DC converter 6 and an ignition capacitor C are connected in series in this order on a power supply line from the terminal BT to the terminal IG. Therefore, the ignition capacitor C is connected via the terminal IG.
Is connected to the primary coil 4a of the ignition coil 4. The advance reference signal input to the terminal PU is input to the ignition control circuit 7.
【０００９】上記ＤＣ−ＤＣコンバータ６から点火用コ
ンデンサＣに至る電源ラインが、サイリスタＳＣＲを介
して接地されている。そのサイリスタＳＣＲは、上記点
火制御回路７からのトリガ信号により駆動制御されるよ
うになっている。A power line from the DC-DC converter 6 to the ignition capacitor C is grounded via a thyristor SCR. The drive of the thyristor SCR is controlled by a trigger signal from the ignition control circuit 7.
【００１０】また、上記ＤＣ−ＤＣコンバータ６にあっ
ては、その一次側コイル６ａがスイッチング素子として
のＦＥＴを介して接地されており、二次側コイル６ｂの
交流波形出力がダイオードＤを介して直流にされて点火
用コンデンサＣを充電するようになっている。そして、
ＤＣ−ＤＣコンバータ６のＤＣ出力をその電源ラインに
接続された一対の抵抗Ｒ１・Ｒ２により分圧して電圧監
視回路８に入力している。この電圧監視回路８は、例え
ば上記点火制御回路７と共にＣＰＵの内部に構成された
回路であって良く、ＤＣ−ＤＣコンバータ６の出力電圧
を監視して、予め設定された設定値以上の電圧値を検出
したら、ＦＥＴをオフして、点火用コンデンサに対する
過度な充電を防止するものである。In the DC-DC converter 6, a primary coil 6a is grounded via an FET as a switching element, and an AC waveform output from a secondary coil 6b is supplied via a diode D. The ignition capacitor C is charged by direct current. And
The DC output of the DC-DC converter 6 is divided by a pair of resistors R1 and R2 connected to the power supply line and input to the voltage monitoring circuit 8. The voltage monitoring circuit 8 may be a circuit configured inside the CPU together with, for example, the ignition control circuit 7. The voltage monitoring circuit 8 monitors the output voltage of the DC-DC converter 6 and sets a voltage value equal to or higher than a preset value. Is detected, the FET is turned off to prevent excessive charging of the ignition capacitor.
【００１１】次に、本装置の制御要領を従来例で示した
図３に対応する図２を参照して以下に示す。本発明によ
れば、電圧監視回路８内に、図３の波線で示されるよう
にエンジン回転数の上昇に伴って階段状に減少する充電
電圧設定値（Ｖ１・Ｖ２・Ｖ３）が予め例えばマップ制
御用としてメモリに記憶されている。Next, the control procedure of this apparatus will be described below with reference to FIG. 2 corresponding to FIG. 3 showing a conventional example. According to the present invention, the charging voltage set values (V1, V2, V3) that decrease stepwise as the engine speed increases as shown by the dashed line in FIG. It is stored in a memory for control.
【００１２】この充電電圧設定値は、エンジン特性によ
る要求充電容量に基づく要求充電電圧（図の実線）以上
であって、かつ低回転域では最も高い充電電圧設定値Ｖ
１であり、中回転域では１段低い充電電圧設定値Ｖ２で
あり、高回転域ではさらに１段低い充電電圧設定値Ｖ３
に設定されている。最大の充電電圧設定値Ｖ１は最大要
求充電電圧Ｖmax以上に設定され、他の充電電圧設定値
Ｖ１・Ｖ２は、高回転側で漸減する要求充電電圧特性に
沿って段階的に低くなるように設定されている。The charge voltage set value is equal to or higher than a required charge voltage (solid line in the figure) based on a required charge capacity based on engine characteristics, and is the highest charge voltage set value V in a low rotation speed range.
1, the charge voltage set value V2 is one step lower in the middle rotation range, and the charge voltage set value V3 is one step lower in the high rotation range.
Is set to The maximum charging voltage setting value V1 is set to be equal to or higher than the maximum required charging voltage Vmax, and the other charging voltage setting values V1 and V2 are set so as to gradually decrease in accordance with the required charging voltage characteristic that gradually decreases on the high rotation side. Have been.
【００１３】そして、ＤＣ−ＤＣコンバータ６の出力電
圧がその時の回転数に応じて充電電圧設定値（Ｖ１・Ｖ
２・Ｖ３）を超えたら、電圧監視回路８からＦＥＴに停
止信号が出力されて、ＤＣ−ＤＣコンバータ６の動作を
停止状態にすることにより、点火用コンデンサＣに対す
る過度な充電を防止するようにされている。The output voltage of the DC-DC converter 6 is set to a charging voltage set value (V1 · V
If the voltage exceeds 2.V3), a stop signal is output from the voltage monitoring circuit 8 to the FET, and the operation of the DC-DC converter 6 is stopped to prevent excessive charging of the ignition capacitor C. Have been.
【００１４】このようにすることにより、高回転側で不
必要に点火用コンデンサＣを充電することがないと共
に、高回転域での充電供給能力が小さくて済み、ＤＣ−
ＤＣコンバータを含む充電回路の容量を小さくすること
ができる。By doing so, the ignition capacitor C is not unnecessarily charged on the high rotation speed side, and the charge supply capacity in the high rotation speed range can be reduced.
The capacity of the charging circuit including the DC converter can be reduced.
【００１５】なお、充電電圧設定値を本実施の形態では
低・中・高の３段階にしたが、これに限られるものでは
なく、ＣＰＵの能力などに応じて、要求充電電圧特性に
極力沿わせるように多数の段を有する階段状に設定する
と良い。In the present embodiment, the charge voltage set value is set to three levels of low, medium, and high. However, the present invention is not limited to this. The charge voltage set value conforms to the required charge voltage characteristic as much as possible according to the CPU performance. It is good to set it like a staircase having a number of steps so that it can be performed.
【００１６】[0016]
【発明の効果】このように本発明によれば、エンジン回
転数に応じて変化する要求充電容量に基づく要求充電電
圧に合わせて、充電電圧設定値を階段状に変化するよう
に設定したことから、高回転側での不必要な充電を無く
して、高回転域での供給能力を小さくすることにより充
電回路の小型化を促進し、装置の低コスト化を向上し得
る。As described above, according to the present invention, the charging voltage set value is set to change stepwise in accordance with the required charging voltage based on the required charging capacity that varies according to the engine speed. By eliminating unnecessary charging on the high rotation speed side and reducing the supply capacity in the high rotation speed range, the miniaturization of the charging circuit can be promoted, and the cost of the device can be reduced.
【図１】本発明が適用された二輪車のエンジン点火装置
の要部回路図。FIG. 1 is a main part circuit diagram of an engine ignition device for a motorcycle to which the present invention is applied.
【図２】本発明に基づく充電要領を示す図。FIG. 2 is a diagram showing a charging procedure according to the present invention.
【図３】従来の充電要領を示す図。FIG. 3 is a diagram showing a conventional charging procedure.
１ ＣＤＩユニット ２ バッテリ ３ パルサコイル ４ イグニッションコイル ４ａ 一次側コイル ４ｂ 二次側コイル ５ 点火プラグ ６ ＤＣ−ＤＣコンバータ ６ａ 一次側コイル ６ｂ 二次側コイル ７ 点火制御回路 ８ 電圧監視回路 Reference Signs List 1 CDI unit 2 Battery 3 Pulser coil 4 Ignition coil 4a Primary coil 4b Secondary coil 5 Spark plug 6 DC-DC converter 6a Primary coil 6b Secondary coil 7 Ignition control circuit 8 Voltage monitoring circuit
Claims (1)
れた点火用コンデンサに対する充電電圧設定値を予めエ
ンジン回転数に応じて変化する要求充電容量を満たして
階段状に変化するように設定しておき、前記点火用コン
デンサに充電された充電電圧を監視して、前記充電電圧
が前記充電電圧設定値に達したら前記点火用コンデンサ
に対する充電を停止することを特徴とする点火用コンデ
ンサの充電方法。1. A charging voltage set value for an ignition capacitor connected to a primary side of an ignition coil is set in advance so as to satisfy a required charging capacity that changes according to an engine speed and to change stepwise. A charging method for an ignition capacitor, comprising: monitoring a charging voltage charged in the ignition capacitor; and stopping charging the ignition capacitor when the charging voltage reaches the charging voltage set value.
Priority Applications (4)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP26772196A JP3600385B2 (en) | 1996-09-19 | 1996-09-19 | How to charge the ignition capacitor |
| FR9711358A FR2753492A1 (en) | 1996-09-19 | 1997-09-12 | Ignition system for internal combustion engine |
| ITMI972101 IT1297280B1 (en) | 1996-09-19 | 1997-09-16 | IGNITION SYSTEM FOR A VEHICLE INTERNAL COMBUSTION ENGINE |
| IDP973243A ID18674A (en) | 1996-09-19 | 1997-09-19 | IGNITION SYSTEM |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP26772196A JP3600385B2 (en) | 1996-09-19 | 1996-09-19 | How to charge the ignition capacitor |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPH1089212A true JPH1089212A (en) | 1998-04-07 |
| JP3600385B2 JP3600385B2 (en) | 2004-12-15 |
Family
ID=17448648
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP26772196A Expired - Fee Related JP3600385B2 (en) | 1996-09-19 | 1996-09-19 | How to charge the ignition capacitor |
Country Status (4)
| Country | Link |
|---|---|
| JP (1) | JP3600385B2 (en) |
| FR (1) | FR2753492A1 (en) |
| ID (1) | ID18674A (en) |
| IT (1) | IT1297280B1 (en) |
Family Cites Families (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| NL7114888A (en) * | 1971-10-28 | 1973-05-02 | ||
| JPS56121865A (en) * | 1980-02-29 | 1981-09-24 | Shindengen Electric Mfg Co Ltd | Ignition device of internal combustion engine |
| JPS6026167A (en) * | 1983-07-21 | 1985-02-09 | Nippon Denso Co Ltd | Contactless igniter for internal-combustion engine |
| JPS60190666A (en) * | 1984-03-08 | 1985-09-28 | Nippon Denso Co Ltd | Contactless ignition device for internal-combustion engine |
| JPH04148063A (en) * | 1990-10-11 | 1992-05-21 | Mitsubishi Electric Corp | Ignition device for internal combustion engine |
-
1996
- 1996-09-19 JP JP26772196A patent/JP3600385B2/en not_active Expired - Fee Related
-
1997
- 1997-09-12 FR FR9711358A patent/FR2753492A1/en active Pending
- 1997-09-16 IT ITMI972101 patent/IT1297280B1/en active IP Right Grant
- 1997-09-19 ID IDP973243A patent/ID18674A/en unknown
Also Published As
| Publication number | Publication date |
|---|---|
| ITMI972101A1 (en) | 1999-03-16 |
| IT1297280B1 (en) | 1999-08-09 |
| FR2753492A1 (en) | 1998-03-20 |
| ID18674A (en) | 1998-04-30 |
| JP3600385B2 (en) | 2004-12-15 |
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