JPS58133477A - Electronic ignition device for marine use - Google Patents

Abstract

PURPOSE:To enhance the performance and also the durability and reliability by receiving interruption at a certain crank angle signal and by using a calculator to perform operation for ignition timing. CONSTITUTION:The step 302 judges whether the signals for throttle's opening and temperature are A/D converted. If convertion is not completed, a transfer shall be made to the step 305 to select the channel to make A/D convertion, and a start signal is output to A/D converter 35 at the step 306. When convertion is completed, a transfer is made to the step 303, and calculation about ignition timing is carried out at the step 304.

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention relates to an electronic ignition for controlling the ignition timing of an internal combustion engine, and more particularly to an electronic ignition system for ships.

For example, outboard motors used in small vessels such as boats have traditionally been configured to be connected to a throttle lever in an am-and-a-way manner, and to simultaneously control the opening of the throttle valve and the ignition timing using a nine-switch mechanism. . In other words, an ignition pulse is generated by a magnet rotor and a balsa coil that rotate in conjunction with the engine crankshaft, and the ignition timing is advanced or retarded by moving the rotor boss to which the pulsar coil is attached using its link mechanism, and adjusting the relative position of the pulsar coil. The position of the throttle lever is controlled according to the position (opening degree) of the throttle lever.

However, in outboard motors for small boats like this, the only element that controls the ignition timing is the throttle opening.
In the mechanical type using a link mechanism as described above, it is difficult to accurately control the engine according to the driver's will. This is because, in the case of ships, load fluctuations are extremely large compared to vehicles, and this load fluctuation changes the engine speed, making engine control by the throttle lever unstable.

Furthermore, the movable parts are easily damaged by rust caused by water molecules and salt, which is an inevitable environmental condition for outboard motors, and they have the drawbacks of poor i-axis properties and poor durability.

SUMMARY OF THE INVENTION An object of the present invention is to provide a high performance, durable, and reliable marine electronic ignition system.

To achieve these objectives, the present invention, from the viewpoint of performance, durability, and reliability, fixes the pulsar in a control method for moving the pulsar position, and uses it as a reference signal to control the crankshaft. Count the pulses from the angle sensor,
The ignition pulse is output when the number of 9 pulses is calculated based on the actual measured values of the engine speed, throttle opening, and map data. For the above control and calculation, a microprocessor is used as the core of the control, and the control has been changed from the conventional mechanical type to an electronic control type.

Hereinafter, the present invention will be explained in detail using Examples.

FIG. 1 is a schematic configuration diagram showing an outboard motor in which a marine electronic ignition system according to the present invention is used. In the figure, an outboard motor 12 equipped with a four-cylinder engine is mounted at the stern of a boat 10.
9 are attached. A throttle control device 14 for controlling the outboard motor 12 is provided in the cockpit (not shown) of the boat 104 or the boat, and the position (opening degree) of the throttle lever 16 is , outboard motor 1
2 engine operation, i.e. fuel injection and spark plug 2
It is designed to control the ignition timing of 0.

Furthermore, the throttle lever 16 also controls the direction of rotation of the screw 18 through the action of a gear (not shown) built into the outboard motor 12. That is, when the lever 16 is pushed forward (in the direction of arrow F in the figure), the screw 18 rotates in a direction that moves the boat 10 forward, and the lever 16 is pushed backward (in the direction of the arrow in the figure). Then, the boat 10 rotates in the backward direction. Also, N in the figure indicates the neutral point of the throttle lever 16, and lever 1
6 is at this point, the screw 18 does not rotate.

FIG. 2 is a block diagram showing an embodiment of an electronic ignition system for ships according to the present invention. First, the chipped L8
I31, and this L8I31 has RAM and R
Memory circuit consisting of OM, input/output circuit (Ilo), timer circuit (TIMER), interrupt) processing circuit (IRQ, CK)
T), and microprocessing unit (MPU
) is built-in. A clock signal from the clock generation circuit 32 is input to this L8 I 31.

tft-, a temperature detection circuit 33 that converts the engine temperature into an analog signal, and a throttle opening detection circuit 34 that converts the opening (position) of the throttle valve 16 into an analog voltage signal, and each of these outputs is subjected to human/D conversion. vessel 35
The signal is input to the L8 I 31 via the L8 I31.

Furthermore, there is a pulser circuit 36, which is composed of a magnet roller and a pulser coil that rotate in conjunction with the engine's crankshaft, and is configured to generate a reference pulse for determining the ignition timing of each cylinder of the engine. It has become.

The reference pulse from the pulser circuit 36 is sent to the pulser processing circuit 37.
The generation timing and generation cylinder position of the previous reference pulse are determined in the pulser processing circuit 37 of L8.
I31.

On the other hand, a crank angle sensor enclosure 3 outputs a pulse at every fixed crank angle to detect the crank rotation angle of the engine.
There are 8. The output from the crank angle sensor circuit 38 is input to a counter circuit 39, which counts pulses from the crank angle sensor circuit 38. This crank angle is 38
The output from the L8I31 is input to the L8I31, and an output is generated when the count value reaches a value determined by the LSI31.

The output from the counter circuit 39 is input to an amplifier circuit 44 that amplifies the output of the L8I31.
, the gate of the ignition cylinder signal from the LSI 31 is opened in response to a pulse signal output from the counter circuit 39.

The output of the amplifier circuit 44 is input to an ignition device [45], which supplies and cuts off current to an ignition coil and causes a spark to fly to a spark plug.

Note that there is an overheat detection switch 40 that operates when the engine overheats. The outputs of the knocking detection switch 41, which is activated when the engine ν is turned 7, and the neutral detection switch 42, which is activated when the throttle lever 16 is in the neutral position, are input processing (b) paths.

Next, FIG. 3 shows an operation flowchart of La2S3 when a pulse is output from one of the pulser circuits 36.

In the figure, step 200 indicates the start of the operation flow when any pulse of the pulser circuit 36 is input to L8 I 31. At step 201, L
The SI 81 sets the already calculated ignition angle data in the counter circuit 39. At step 202,
When data needs to be updated based on the output of the clock generation circuit 32, it is determined whether or not the measurement of the engine rotational speed has been completed. If the measurement has been completed, the flow process ends at step 207. If the measurement of the engine speed is not completed in step 202, the process moves to step 203, and in step 203, the tights
Determine whether to start measurement. If YES, in step 206, the tights-start time is read. If NO in step 203, the flow moves to step 204.
, read the timer end time, step 20
At step 5, the engine rotational speed measurement is over and a flag indicating number 9 is set, and the process moves to step 207, ending the series of processing.

Furthermore, the pulse from the clock generation circuit 32 is applied to the LSI 31.
FIG. 4 shows a flowchart of the operation of L8 I 31 when input.

In the same figure, step 300 includes clock generation circuit 3
This means that the second pulse is input to the LSI 31 and the processing operation starts. In step 301, when the engine rotation speed data is rounded to update the engine rotation speed data and the engine rotation speed measurement completion flag is cleared and the nockle circuit 36 is input, the engine rotation speed is This is a step 9 operation to measure the number. Step 302 determines whether the analog signal of the throttle opening detection circuit 34 and the analog signal of the temperature detection circuit 33 have both been converted into digital quantities. If the conversion has not been completed, the processing flow moves to step 306. and select the channel for A/D conversion,
In step 306, a start signal is output to the A/D converter 35. Since the conversion operation of the A/D converter is determined by time measurement, the human/D conversion start time is read in step 307, and it is determined in step 308 whether the human/D conversion has ended. The processing contents of step 308 are repeated at the end of the A/D conversion operation. When the process is completed, the processing flow moves to step 309, the A/D conversion end time is read, and the process returns to step 302 again. Step 30
2. If all the analog signal conversion operations have been completed, the processing flow moves to step 3'03, where it is determined whether the measurement of the engine rotation speed has been completed. If not, step 3'03 is performed. The processing contents of 303 are repeated. If the engine speed has been kept constant at 1111, the process flow moves to step 304, where the ignition timing is calculated. After the calculation is completed, the processing flow moves to step 310, and the series of processing flows ends.

The operation of the marine electronic ignition system configured as described above will be explained. The single-chip LSI 31 updates the ignition timing data in synchronization with the clock pulse from the lock generation circuit 32. Specifically, when a clock pulse is output from the clock generation circuit 32, an analog signal from the throttle opening detection circuit 34 is taken into the single chip L8 I 31 via the A/D converter 35, and at the same time, the pulser The pulse signal from the circuit 36, ie, the input timing of the pulser and the cylinder, is taken in via the pulser processing circuit 37. The single-chip L8 I 31f7) microprocessing unit (MPU) determines the engine rotational speed by determining the time interval of the pulse signal from the pulser circuit 36.

At the same time, the ignition cylinder is determined based on the pulse signal from the pulser circuit 36, and an output representing the number of cylinders is output to the amplifier circuit 44. The ignition angle can be determined using the above measured values of the throttle opening and engine speed, and map data that determines the ignition timing based on the throttle opening and engine speed.
It is further calculated which pulse number of the output pulses of the crank angle sensor 38 the calculation result corresponds to, and the result is set in the counter circuit 390 counter. Color/recircuit 3
9 outputs a pulse to the amplifier circuit 44 when the number of pulses of the crank angle sensor 38 becomes equal to the above set value, the gate of the amplifier circuit 44 is opened, and the ignition cylinder signal of the single chip L8I31 is output to the ignition device. 45. The single-chip LSI 31 outputs a pulse from the input processing circuit 43 when the tarlock generation circuit 32 outputs a pulse.
For example, check the status of the knocking detection switch 4.
1 is operating, countermeasure processing operations are performed according to the input, such as performing knocking processing.

In the above-mentioned electronic ignition control device for a small-area ship, a single-chip LSI is used for the calculation processing portion of the input signal of the oscillator. This single chip L81 has all components configured in the same chip, so its data processing amount is relatively small, but since the amount of information is smaller than that of a vehicle, this is sufficient. Therefore, data transmission time is short, and data processing can be performed at high speed overall. Therefore, it is possible to process data with high-speed response to sudden changes in load on a motor boat running through the waves.

Father, the electronic ignition timing control enclosure as mentioned above is rounded to prevent water molecules and salt from flowing out, and the surrounding area is filled with rubber, resin, etc.

The effects of the present invention include the following.

1) Accurate ignition timing control according to the opening degree of the throttle lever has become possible, and as a result, it has become possible to make stable and accurate engine control using the throttle lever, which is the only control means.

2) Fewer mechanical components than conventional link mechanisms9
The ignition system can be protected from corrosion caused by moisture and salt, which is an inevitable problem for outboard motors, and it is highly durable.
It has become possible to obtain high reliability.

3) By using a timer that operates in synchronization with the computer standard clock in the microprocessor, precise time-1 constant and calculation control is possible, resulting in stable
It is possible to perform highly accurate ignition timing control.

As described above, according to the electronic ignition system for ships according to the present invention, it is possible to obtain an electronic ignition system for ships that has high performance, durability, and reliability.

[Brief explanation of the drawing]

FIG. 1 is a diagram showing an overview of a small marine outboard motor equipped with an electronic ignition timing control device according to the present invention, and FIG. 2 is an embodiment of the basic circuit configuration of the electronic ignition timing control device according to the present invention. 3 and 4 are process flowcharts for explaining the operation of the electronic ignition timing control device according to the present invention. 31...Memory circuit, input/output circuit, timer circuit,
Single chip L with built-in interrupt processing circuit and control circuit
SI, 32... Clock generation circuit, 33... Temperature detection circuit, 34... Throttle opening detection circuit, 35...
- Analog-digital converter, 36... Pulsar circuit, 37... Pulsar processing circuit, 38... Crank angle detection sensor, 39... Counter circuit, 40.
...Overheat detection switch, 41...Knocking detection switch, 42...Neutral detection switch, 43...Input processing circuit, 44...Amplification circuit, ¥)
IZ

Claims (1)

[Claims] 1. A single-chip LSI that has a built-in memory circuit, an input/output circuit, a timer circuit, an interrupt layer circuit, and a control circuit that controls these, and has a computer function.
An analog-to-digital conversion circuit that imports analog signals into this LSI, a pulser processing circuit that is installed for each cylinder and that imports the generation timing of pulses output at a certain ignition timing and the cylinder position where the pulses are generated into the LSI, and an engine an input layer circuit that inputs various status signals into the LSI, an oscillation circuit that outputs pulses at regular time intervals to the interrupt terminal of the LSI, a crank angle sensor that outputs pulses at every constant crank angle; It is equipped with a counter that counts the pulses of the crank angle sensor, an amplification circuit that amplifies the ignition cylinder signal from the LSI, and an amount of ignition iron that actually makes the spark fly. Measure the throttle opening and use the map data consisting of the measured value, 1727 rpm, and throttle opening to find the optimum ignition angle, calculate how many pulses of the crank angle sensor that angle corresponds to,
The result is set in a counter, and the counter opens the gate of the amplifier circuit when the pulse count of the crank angle sensor becomes equal to the set value, and outputs the ignition cylinder signal from the LSI to the corresponding ignition iron amount. An electronic ignition system for ships having the following configuration.