JPS585090Y2 - internal combustion engine ignition system - Google Patents

Description

[Detailed Description of the Invention] This invention relates to an internal combustion engine ignition system, particularly to a magnet generator type non-contact ignition system.

Conventional non-contact ignition systems that use magnet generators generate ignition signals using signal coils that share the magnetic flux of the power supply magnet of the magnet generator, and the electrical output is generated by changes in magnetic flux due to engine rotation of the magnet generator. It was used as a signal for ignition.

However, this method does not work when a magnet generator with three or more poles is used in a single-cylinder internal combustion engine (with this type of magnet generator,
Because it is necessary to increase the electrical output of the magnet generator to light the headlights of motorcycles, etc., it is normal to have three or more poles)1
Since two or more signal outputs are generated per rotation, ignition occurs several times per rotation, and in addition to proper ignition, extra ignition sparks called wasted ignition are generated.

In addition, in order to cause one ignition per rotation with a magnet generator with three or more poles, the signal coil and the ignition power supply coil are relatively displaced in the axial direction of the engine, and the magnetic field of the magnetic poles of the magnet generator is made unbalanced. It has been considered that electric power is generated only once per engine revolution in either the signal coil or the ignition power supply coil, thereby allowing ignition to occur once per engine revolution (Special Publication No. 4s-44211). ) displaces the signal coil or the ignition power supply coil in the axial direction, which has the disadvantage of inevitably increasing the size and resulting in low efficiency as a magnet generator.

This invention solves the above-mentioned problems and provides an excellent engine ignition system that is small in size and can output the same ignition output as the conventional engine ignition system.

I will explain using the example of a 4-pole magnet generator shown in the figure below. I will clarify.

In FIG. 1, 1 is a magnet generator driven by an engine, which has an ignition power supply coil (hereinafter referred to as a charging coil) 2, a lighting coil 3, a signal coil 4, and an auxiliary coil 5; The ignition coil has a primary coil 7 and a secondary coil 8. The primary coil 7 is connected to the charge/discharge capacitor 2, and the
The secondary coil 8 is connected to a spark plug 9.

10 is a diode for rectifying the positive half wave of the AC output of the charging coil 2 of the magnet generator 1 to charge the charging/discharging capacitor 2; 11 is a diode for transferring the electric charge charged to the charging/discharging capacitor 2 to the ignition coil 6; This is a cyrisk provided in the circuit that causes the next coil 7 to emit light.

Reference numeral 14 denotes an ignition signal discharge capacitor that is charged by the positive half wave of the auxiliary coil 5 through a parallel circuit of a capacitor 5 and a resistor 16, and a diode 17.

Reference numeral 18 denotes a thyristor which serves to discharge the charge of the ignition signal charge/discharge capacitor 4 to the gate of the thyristor 11 and make the thyristor 11 conductive when the signal output of the signal coil 4 is applied to the gate via the diode 19. do.

20 is a load such as a headlight of a two-wheeled vehicle and is connected to the lighting coil 3.

In FIG. 2, a boss 21 is made of a magnetic material and is fixed to a drive shaft 31 of the engine with a bolt 32.

A flywheel 22 is made of a magnetic material, and the flywheel 22 is mechanically coupled to the boss 21 with a rivet 23.

24 is a permanent magnet magnetized in the radial direction.

25 is the crankcase of the engine, 32 is the charging coil 12, the lighting coil 3, the signal coil 4, and the auxiliary coil 511.
-Al with base for mounting.

Here, only the auxiliary and fifth cores 5a of the cores 4a and 5a of the signal coil 4 and the auxiliary coil 5 have a notch 21a on the circumference of the opposing boss 21. It is provided.

Next, the operation of this embodiment will be explained using the fourth waveform diagram.

First, it is well known that when the magnet generator 1 rotates due to the rotation of the engine, a magnetic flux shown as dρψC in FIG. 4 interlinks with the charging coil 2, and an alternating current output is generated.

This AC output is shown in FIG. 4 dOV. This alternating current output is rectified by a diode 10, and the output in only a certain direction passes through the primary coil 7 of the ignition coil and the charging/discharging capacitor 2. to charge.

The charging voltage of this capacitor 12 is shown as Vc in FIG. 4e.

When an ignition signal is given to the gate of thyristor 11 at the ignition timing required by the engine and thyristor 11 is made conductive, the charge accumulated in the charge/discharge capacitor 2 passes through the thyristor 11 and is transferred to the primary coil of the ignition coil 6. 7, a high voltage is generated in the secondary coil 8 of the ignition coil 6, and an ignition spark is generated in the ignition plug 9.

This thyristor 1.1. , is controlled by outputs generated in the signal coil 4 and the auxiliary coil 5.

That is, the magnetic flux from the magnet 24 is transmitted to the core 5a of the auxiliary coil 5 by the boss 21. The magnetic flux flows through the flywheel 22 and is controlled by the notch 21a of the boss 21 as the engine rotates, so that the magnetic flux shown at ψ in FIG. 4 flows.

The magnetic flux causes the auxiliary coil 5 to generate a signal output as shown in (M) in FIG.

This signal output is connected to the ignition signal charge/discharge capacitor 1 via a parallel circuit of a capacitor 15 and a resistor 16 and a diode 17.
Charge 4.

Charging to the charge/discharge capacitor 14 for the ignition signal is biased at a voltage that becomes VMO as shown in FIG. It is configured so that it can only be charged once.

In this way, once per engine revolution, when the ignition signal charging/discharging capacitor 14 is charged with the electric charge necessary to trigger the thyristor 11, the magnetic flux shown in FIG. The ignition signal of the signal coil 4 shown at Vs in a is applied to the gate of the thyristor 18 via the diode 19, and the ignition signal is applied to the trigger level of the thyristor 18.
.

When the thyristor 18 is made conductive at the time when the thyristor 18 is made conductive, the electric charge that has been charged in the ignition signal charging/discharging capacitor 18 is applied to the gate of the thyristor 11 via the thyristor 18.
is conductive.

Due to the conduction of this thyristor 11, the charging/discharging capacitor 1
The electric charge charged in the ignition coil 2 is discharged to the primary coil 7 of the ignition coil 6 via the thyristor 11 to generate a high voltage in the secondary coil 8 of the ignition coil 6, which in turn generates an ignition spark in the ignition plug 9.

Here, the conduction of the thyristor 18 is conducted twice per engine revolution by the ignition signal of the signal coil 4, but the ignition signal charging/discharging capacitor 14 is supplied with a bias voltage made up of a parallel circuit of a capacitor 15 and a resistor 16 for one revolution. Since it is only charged once per cycle, the engine of Cyrisk 18 is charged once per revolution.
During the conduction of the thyristor 11, one time acts as conduction of the thyristor 11 by discharging the ignition signal charge/discharge capacitor 14, but the other time
The current does not function as conduction for the thyristor 11.

Further, since the conduction of the thyrisk 18 is controlled by the signal output of the signal coil 4, the lead angle characteristic can be freely set by appropriately controlling the output with the gate circuit of the thyrisk 18.

The above description has been about a capacitor charge/discharge type non-contact ignition device using a charge/discharge capacitor 12, but it goes without saying that the present invention can also be applied to a current interrupt type non-contact ignition device using a transistor.

As described above, the device of the present invention is equipped with a power supply coil for ignition, an ignition coil, a signal coil, and an auxiliary coil in a magnet generator with three or more poles, and not only enables one ignition per revolution of the engine, but also advances the ignition. It is possible to provide an excellent internal combustion engine ignition device that allows the characteristics to be freely set and provides the same lighting output as the conventional one.

[Brief explanation of the drawing]

Fig. 1 is an electric circuit diagram showing one embodiment of the device of the present invention;
The figure is a sectional view showing the magnet generator of the embodiment shown in Fig. 1, Fig. 3 is a sectional view taken along the line ■-■ in Fig. 2, and Fig. 4 is an operation explanatory diagram explaining the operation of the embodiment shown in Fig. 1. be. In the figure, 1 is a magnet generator, 2 is an ignition power supply coil,
3 is a lighting coil, 4 is a signal coil, 5 is an auxiliary coil, 6
is the ignition coil, 11.18 is the cyrisk, 12, 15.
14 is a capacitor, 16 is a resistor, 17.19 is a diode, 21 is a boss, 21a is a notch, 22 is a flywheel,
24 is a permanent magnet. Note that the same reference numerals in each figure indicate the same or corresponding parts.

Claims (1)

[Scope of utility model registration request] A flywheel made of a magnetic material and having a boss portion connected to the rotating shaft of the engine, three or more permanent magnets installed on the inner periphery of the flywheel, one end of which is connected to the permanent magnet and the other end of which is connected to the boss portion. is equipped with a signal coil and an auxiliary coil respectively wound around two iron cores facing each other with a gap in between, and the magnetic flux from the magnet to the auxiliary coil is increased by 1 per revolution of the flywheel. A notch is provided in the boss part so that a change in magnetic flux is larger than that in other places.
The output of the Konsuke coil that rises due to the above-mentioned wooden magnetic flux change is charged to the second capacitor once per engine rotation through the parallel circuit of the first capacitor and resistor and the diode, and the signal output of the signal coil is used to generate the signal. An internal combustion engine ignition system, characterized in that the second capacitor is charged by conducting the second capacitor, and the discharge current is used as an ignition signal for an engine ignition system.