JPS585093Y2 - internal combustion engine ignition system - Google Patents

Description

[Detailed Description of the Invention] The present invention mainly relates to a non-contact type internal combustion engine ignition device that uses a magnet generator as a charging source for a capacitor.

The conventional type has one capacitor and several cylinder discharge circuits (
(including an ignition coil and a switching element), and ignition is performed by controlling each switching element at the required ignition timing for each cylinder. However, with this method, the induced voltage during normal ignition There was a drawback that other switching elements were activated due to (noise).

Further, in a magnet generator, obtaining the ignition advance characteristic of the conventional contact type governor system has the disadvantage that the structure is extremely complicated.

In order to eliminate the above-mentioned drawbacks, the present invention provides a charging control means for short-circuiting the capacitor charging and discharging circuits for several cylinders, charging each cylinder only when necessary, and not charging at other times. The circuit is also used as a discharge circuit for ignition at low speeds, and ignition at high speeds is performed by a switch, switching element, and timing means that are shared by each cylinder.In principle, malfunctions due to noise do not occur, and the structure is simple. It is an object of the present invention to provide an internal combustion engine ignition system that can provide the same ignition advance characteristics as a governor type at a low cost.

The following questions will be asked regarding the embodiments of the present invention shown in the figures.

In Figure 1, 1.1 is a high-speed capacitor charging coil of a four-pole magnet generator with a small number of turns that mainly generates high output at high speeds, and 2 is the magnet generator with a large number of turns that mainly generates high output at low speeds. This is a low-speed capacitor charging coil.

3 is a rectifier diode, 4.5 is a capacitor, 6, 7
is the ignition coil, 6a+73 is its primary coil, 6b,
7b is its secondary coil.

8 and 9 are the primary coil 6a of the ignition coil 6.7, ? 14.15 is a diode for extending the arcing time of the spark plug 14.15 (to be described later), 9a is a bypass diode, 10.11 is a cyrisk that serves as a semiconductor switching element for charging and discharging, 12.13 is the signal coil of the timing generator.

14.15 is the spark plug installed in each cylinder of the internal combustion engine, 16
．． 17 is a diode connected in antiparallel to the signal coil 12 and 13, and 16a is a low-speed capacitor charging coil 2.
18 is a diode, 21 is a diode connected in antiparallel to
21a is a transformer serving as a high-speed ignition signal generating means;
, 21b is the primary coil and secondary coil thereof, 22 is a diode connected in antiparallel to the secondary coil 21b of the transformer 21, and 25 is a SIRISK forming a high-speed semiconductor switching element.

Next, the structure of the magnet generator used in the device of the present invention shown in FIG. 1 will be explained with reference to FIGS. , a permanent magnet 32a embedded and fixed with a non-magnetic material 31a such as resin.

32b, 32c, 32d, and the permanent magnet 32a.

Magnetic pole pieces 33a, 33b, 3'3'c, 33d fixed to the inner circumferential surfaces of 32b, 32c, 32d, respectively, a center piece 34 fixed to the crankshaft 34a of the internal combustion engine with a lug l-34b, and the center piece. 2 in place at 34
It is composed of timing cores 35a and 35b that are coupled together.

Note that the iron arm 31 is fixed to the center piece 34 with a rivet (not shown).

4'0 is a stator fixed to the internal combustion engine.

41 and 42 are cores for charging the capacitor and stator 4
Both cores 41 are stacked and fixed at the same position on 0.
．． 42 are wound with the aforementioned high-speed and low-speed capacitor charging coils 1 and 2, respectively.

Reference numeral 13 denotes a lamp load core, which is fixed on the stator 40 at a position 180° opposite cores 41 and 42 for charging both capacitors, and the core 4-3 has a lamp load power section that serves as a power source for a load such as a lamp. The coil 44 is wound □.

22a and 22b are circumferential stators of the timing generator mentioned above, which are fixed on the stator 40 so as to face each other 1800 degrees at an intermediate angle position between the capacitor charging core 41, 42 and the lamp load core 43, and the permanent magnet 46 , cores 47a and 47b that sandwich the magnet 46, and the signal coils 12, 1 and 12 that are wound around the cores 47a and 47b.
3, a box 49 for storing these, and an encapsulating resin 45 filled in the case A9.

According to the magnet generator configured in this way, the solid line in FIG. Generate an in-phase two-cycle no-load AC voltage as shown, and apply it to the signal coil 1 of the timing generator.
2.13, during one rotation of the crankshaft 34a, output voltages are generated at two predetermined locations for one cycle each, as shown by the solid line in c in FIG. 2.

Next, the operation of the device of the present invention having the above structure will be explained.

When an output voltage as shown in Fig. 2a is generated in both capacitor charging coils 1 and 2, and the output rises to the polarity on the capacitor charging side at time T1, the signal coil 12 of the timing generator is applied to the gate of the thyristor 10. When the output (Fig. 2b) is applied and the thyristor 10 becomes conductive, the thyristor 1
0 short-circuits the capacitor 4, and the capacitor charging coil 2 and 1-diode 3-thyristor 10/
Diode 9 ＼ -1 Densor 5 - ＼ Ignition power / u7 (7) Primary power 1v
A current flows through the circuit 7a/ground and charges the capacitor 5 as shown by the solid line in FIG. 2d.

Next, when the voltage generated by the capacitor charging coils 1 and 2 changes to the □ polarity on the opposite side of the capacitor 4 in the first cycle, the capacitor charging coils 1 and 2 - the primary coil 21 of the transformer 21
A current flows through the circuit of the diode 18, and the transformer 21
As shown in FIG. 2f, each signal generated in each signal coil 12, 13 at time t3-16 advances by more than the required advance width from the time when it rises from O in the positive direction, and each of these signals A timing signal that falls to 0 is generated at a time later than the time when the signal of the signal coils 12 and 13 at time 13316 rises from O in the positive direction, but at low speeds, the output is small and ignites as shown by the broken line. do not.

Therefore, at time t, the signal coil 13 of this timing generator
The thyristor 11 is made conductive with the output shown in Fig. 2 □C,
The charging load of capacitor 5 is connected to capacitor 5 - thyristor 1.
1-Ground - Discharge in the circuit of the primary coil 7a of the ignition coil 7, generate high voltage in the secondary coil 7b of the ignition coil 7, and obtain an ignition spark at the ignition plug 15'; Also, at high speed, the transformer 21" secondary coil 21bc; 6 outputs are the second
As shown by the solid line in FIG. A high voltage is generated in the secondary coil 7b of the ignition coil 7, and an ignition spark is produced at the ignition plug 15.

As a result, the ignition advance characteristic as shown in FIG. 4 is obtained.

Then, at time T4 when the capacitor charging side voltage rises in the second cycle of the capacitor charging coils 1 and 2, the signal coil 1; 13 of the timing generator as shown by the solid line in FIG.
When a timing signal is generated, the thyristor 11 becomes conductive, the capacitor 5 is short-circuited by the thyristor 11, and the capacitor 4 is connected to the capacitor charging coils 2, 1-.
Diode 3-yoade 7□4-/diode 1-de
The primary coil 6a/ of the ignition coil 6 is charged by the thyristor 11-earth circuit as shown in FIG. 2e.

Furthermore, when a second cycle anti-capacitor charging side voltage is generated in the capacitor charging coils 1 and 2, a timing signal shown in FIG. As shown, the signal coil 12 of the timing generator at time T6 does not ignite.
At the output shown in Figure 2, the thyristor 10 becomes conductive, causing the spark plug 1-4 to become critical, and at high speeds, the output of the secondary coil 21b of the transformer 21 increases as shown by the solid line in Figure 2, f. Therefore, the thyristor 25 becomes conductive at time 15, which is earlier than time t6, and the ignition plug 14 is ignited.

As a result, the ignition advance characteristic as shown in FIG. 4 is obtained.

The above-described operation is repeated every time the crankshaft 34a makes one revolution to obtain ignition sparks at the spark plugs 14 and 15 alternately at 180° intervals.

As described above, in the present invention, the charging control of each capacitor and the control for discharging the charged charge of each capacitor are performed by a charging/discharging semiconductor switching element that can be controlled by the output signal of each timing generator.
By using a signal whose waveform changes in response to the engine speed of the high-speed ignition signal generating means, a high-speed semiconductor switching element commonly connected in the charging/discharging circuit of the capacitor is controlled to ignite at high speed. Since the timing is controlled, each charging/discharging semiconductor switching element charges only the capacitor immediately before the ignition timing, preventing malfunctions due to noise. It has the excellent effect of being able to provide ignition advance characteristics equivalent to the governor type at a low cost with a simple configuration that requires only use.

Furthermore, since the plurality of high-speed ignition signals of the high-speed ignition signal generating means and each low-speed ignition signal of each timing generator are applied to control poles of different semiconductor switching elements, while the high-speed ignition signal is being generated, Even if a low-speed ignition signal is generated, the ignition signal waveform will not be deformed due to the superimposition of the high-speed ignition signal and the low-speed ignition signal, and this allows rapid switching of the ignition advance characteristic. In addition, there is an excellent effect that arbitrary settings of complex ignition timing characteristics having an inflection point can be easily performed.

[Brief explanation of drawings]

Fig. 1 is an electric circuit diagram showing one embodiment of the device of the present invention;
Figures a and f are waveform diagrams of various parts used to explain the operation of the device of the present invention shown in Figure 1, and Figures 3A and B show the magnet generator used in the device of the present invention shown in Figure 1. A is a vertical sectional view taken along the IA-IA line shown in FIG. 3B, and FIG.
FIG. 4 is a cross-sectional view taken along the IBIB line shown in FIG. 4.5...Capacitor, 6.7...Ignition coil, 5a, 7a...Primary fill, 10,
11... Cyrisk forming a semiconductor switching element for charging and discharging, 12.13... Signal coil of a timing generator, 21... High speed ignition, transformer forming a signal generation means. 22a, 22b...Stator of a timing generator, 2S...Silisk forming a high speed semiconductor switching element.

Claims (1)

[Scope of utility model registration request] an ignition coil and a capacitor and said ignition coil for charging this capacitor and the charging charge of this capacitor;
a plurality of capacitor charging/recharging circuits each including a charging/discharging semiconductor switching element that controls discharging via the primary coil of the capacitor, and a control pole of each of the discharging semiconductor switching elements; Each of the timing generators generates a charging signal for independently charging each of the capacitors at different times and a low-speed ignition signal for controlling the ignition timing at low speeds, and a discharge circuit for each of the capacitors. A commonly connected high-speed semiconductor switching element and a control pole of this high-speed semiconductor switching element are connected to determine the ignition timing at high speed.
From the time when each low-speed ignition signal rises from 0 in one direction, the advance angle advances by more than the required advance width and each low-speed ignition signal reaches 0.
and high-speed ignition signal generating means for generating a plurality of high-speed ignition signals that fall at a time later than the time when O rises in one direction, and whose waveforms change in response to the engine speed. Characteristic internal combustion engine ignition system.