JPS585091Y2 - internal combustion engine ignition system - Google Patents

Description

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

Conventionally, to generate the ignition signal of a non-contact ignition system using a magnet generator □, a signal coil that shares the magnetic flux of the power supply magnet of the magnet generator is used. The output was used as an ignition signal.

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 is being considered that electric power is generated in either the signal coil or the ignition power supply coil only once per engine revolution, thereby making it possible to ignite the engine once per engine revolution. 48-44211
) has the disadvantage that the signal coil or the ignition power supply coil is displaced in the axial direction, resulting in an increase in size and 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 lighting output as the conventional engine ignition system.

The explanation will be given below by taking a four-pole magnet generator shown in the figure as an example.

In FIG. 1, 1 is a magnet generator driven by the engine, which has an ignition power supply coil (hereinafter referred to as a charging coil) 2, a lighting coil 3, and a signal coil 4, and 5 a primary coil 6. The ignition coil has a 2' secondary coil 7, the primary coil 6 being connected to a charging/discharging capacitor 11, and the secondary coil 7 being connected to a spark plug 8.

9 is a diode that rectifies the positive half wave of the AC output of the charging coil 2 of the magnet generator 1 to charge the charging/discharging capacitor 11; 10 is a diode that charges the charging/discharging capacitor 11; This is a cyrisk provided in the circuit that causes the next coil 6 to emit light.

16 is the positive half wave of signal coil 4, capacitor 12 resistor 1
This is a charging/discharging capacitor for ignition signals that is charged via a parallel circuit of 3 and diodes 14 and 15.

Reference numeral 19 denotes a thyristor, which applies the negative half wave of the signal coil 3 to the gate of the thyristor 19 via the diode 17 and 18, thereby discharging the charge of the ignition signal charge/discharge capacitor 16 to the gate of the thyristor 10. It functions to make the thyristor 10 conductive.

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

In FIG. 2, reference numeral 21 denotes a boss that is protected from magnetic material and is fixed to a drive shaft 31 of the engine with a bolt 32.

Reference numeral 22 denotes a flywheel made of a magnetic material, and this flywheel 22 is mechanically coupled to the boss 21 by a rivet 23.

24 is a permanent magnet magnetized in the radial direction.

25 is a base for attaching the charging coil 2, lighting coil 3, and signal coil 4 to the crankcase 32 of the engine.

Here, the boss 21 facing the core 4a of the signal coil 4 is provided with a circumferentially partially cutout 2.13.

Next, the operation of this embodiment will be explained using a type 4 operation waveform diagram.

First, when the magnet generator 1 rotates due to the rotation of the engine, the magnetic flux shown at φ in FIG. 4C interlinks with the charging coil 2, and an alternating current output is generated.

This AC output is shown in (■) in FIG. 4C.

This alternating current output is rectified by a diode 9, and the output only in a certain direction passes through the primary coil 6 of the ignition coil 5 and charges the charging/discharging capacitor 11.

The charging voltage of the capacitor 11 is shown as Vo in FIG. 4d.

Now, when an ignition signal is applied to the gate of the thyristor 10 at the ignition timing required by the engine to make the thyristor 10 conductive, the charge accumulated in the charge/discharge capacitor 11 will be transferred to the thyristor 10.
A high voltage is generated in the secondary coil 7 of the ignition coil 5, and an ignition spark is generated in the ignition plug 8.

This thyristor 10 is controlled by the ignition signal output generated in the signal coil 4.

That is, the magnetic flux from the magnet 24 flows through the core 4a of the signal coil 4 via the boss 21 and the flywheel 22, and is affected by the rotation of the engine at the notch 21a of the boss 21, resulting in a magnetic flux indicated by φ in FIG. 4a. flows.

Due to the above magnetic flux change, the signal coil 4 has Vs as shown in Fig. 4a.
The ignition signal shown in is generated.

This positive half wave of the ignition signal charges the ignition signal charge/discharge capacitor 16 via the parallel circuit of the capacitor 12 and resistor 13 and the diode 14,15.

The charging/discharging capacitor 16 for the ignition signal is charged by the parallel circuit of the capacitor 12 and the resistor 13, as shown in FIG.
Since the battery is biased at a voltage Vsc of , the battery is configured so that it is charged only once per revolution of the engine, as shown in Figure 4.

Next, the engine rotates and the ignition signal is reversed in the negative direction, and the reversed ignition signal is applied to the gate of the thyristor 19 through the diode 1.
7.18 and its ignition signal is applied to thyristor 1.
The thyristor 19 is made conductive when the trigger level ``o'' of 9 is reached.

Due to the conduction of the thyristor 19, the charges charged in the ignition signal charge/discharge capacitor 16 are applied to the gate of the thyristor 10 via the thyristor 19, and the thyristor 10 is rendered conductive.

Due to the conduction of this thyristor 10, the charging/discharging capacitor 1
The charged electric charge is discharged to the primary coil 6 of the ignition coil 5 via the thyristor 10, generates a high voltage in the secondary coil 7 of the ignition coil 5, and generates an ignition spark at the ignition plug 8.

Here, the conduction of the thyristor 19 is conducted twice per engine rotation due to the negative voltage of the signal coil 4, and the ignition signal charge/discharge capacitor 16 is connected to the capacitor 12 and the resistor 13.
Since there is a bias voltage made up of parallel circuits, it is charged only once per revolution, so
One of the two rotations of conduction acts as conduction of the thyristor 10 due to discharge of the ignition signal charge/discharge capacitor 16, but the other one does not function as conduction of the thyristor 10.

Note that the conduction of the thyristor 19 is controlled by the voltage of the signal coil 4, and the negative wave is generated by the capacitor 1.
Since the bias circuit composed of two resistors 13 is not affected, the lead angle characteristic can be freely set by inserting a gate circuit composed of resistors, capacitors, etc. into the gate circuit of the thyristor 19.

The above description has been about a capacitor charging/discharging type non-contact ignition device using the charging/discharging capacitor 11, but it goes without saying that the present invention can also be applied to a current interrupting 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, a lighting coil, and a signal coil in a magnet generator with three or more poles, making it possible not only to ignite one engine revolution per revolution, but also to freely control the ignition advance characteristics. It is possible to provide an excellent internal combustion engine ignition device that can be set easily 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 ignition coil,
10.19 is a silicon risk, 11° 12.16 is a capacitor, 13 is a resistor, 14, 15° 17.18 is a diode, 21 is a boss, 21a is a notch, 22 is a flywheel, 2
4 is a permanent magnet. Note that the same reference numerals in the figures indicate the same or equivalent parts.

Claims (1)

[Scope of utility model registration request] A flywheel made of a magnetic material and having a boss part 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 boss part. The other end of the flywheel is equipped with a signal coil wound around an iron core that faces each other with a small gap in between, and the magnetic flux changes caused by the magnetic force are compared to other magnetic flux changes at only one location per rotation of the flywheel. A notch is provided in the boss part to generate a large change in magnetic flux, and the signal output due to the large change in magnetic flux is
A second capacitor is charged through a parallel □ surface of a capacitor and a resistor and a diode, and the inverted output of the above signal output conducts the thyristor to discharge the second capacitor, and the discharge current is used to ignite the engine. An inland engine ignition device characterized in that it is used as an ignition signal for the device.