JPS585094Y2 - internal combustion engine ignition system - Google Patents

Description

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

In conventional systems, discharge circuits for several cylinders including ignition coils and switching elements are connected to one capacitor, and the switching elements are controlled to ignite each cylinder at the required ignition timing.

However, since the conventional type described above has only one capacitor, other switching elements may operate due to noise during normal firing, a timing sensor is required for each cylinder independently, and the structure is complicated. There was a drawback.

In order to solve the above-mentioned drawbacks, the present invention provides a capacitor charging/discharging circuit for several cylinders, controls charging each cylinder only when necessary, and short-circuits each cylinder so that it does not charge at other times, and also provides a charging control means. The charging control means is also used as a discharge circuit for ignition at high speeds, and ignition at low speeds is performed by a switching element and timing means shared by each cylinder, so that malfunctions do not occur in principle, and the structure is simple and the governor is easy to use. The purpose of this invention is to provide an internal combustion engine ignition system that can provide advance angle characteristics equivalent to those of the formula at a low cost.

The present invention will be described below with reference to embodiments shown in the drawings.

In Fig. 1, 1 is a high-speed capacitor charging coil of a 12-pole magnet generator with a small number of turns that mainly generates a large output at high speeds, and 2a and 2b are the magnet generators with a large number of turns that mainly generate a large output at low speeds. The low-speed version of the machine also uses a capacitor charging coil.

3 is a rectifying diode, 4 and 5 are capacitors, 6. γ
is the ignition coil, 6a and 7a are its primary coils, and 6b
, 7b is its secondary coil.

8 and 9 are diodes for passing current through the primary coils 6a and 7a of the ignition coil 6°7 and extending the arcing time of the ignition plug 14 and 15, which will be described later.1, 8'a and 9a are for bypass. A diode, 10.11 is a cyrisk which is a semiconductor switching element for charging and discharging, and 12.13 is a signal coil which is a rotation speed responsive signal generating means.

14゜15 are spark plugs installed in each cylinder of the internal combustion engine, 16
゜17 is a diode connected in antiparallel to the signal coil 12, 13, and 16a is a low-speed capacitor charging coil 2a.
, 2b are connected in anti-parallel to each other, 30 is an ignition timing generator serving as a low-speed timing means, 22 is a diode connected in anti-parallel to the ignition timing generator 30, and 25 is an ignition switching element serving as a low-speed semiconductor switching element. It is a rhinoceros risk.

Further, the structure of a 12-pole magnet generator of the present invention to which the above ignition device is applied will be explained with reference to FIGS. 3A and 3B.

100 is a rotor driven by an internal combustion engine (not shown);
An iron arm 101, a ring-shaped magnet 102 fixed to the inner peripheral surface of the iron arm 101 with adhesive, and a rivet 10 connect the iron arm 101.
This boss rotor 104 is fixed to a crankshaft (not shown) of an internal combustion engine by a nut (not shown).

Further, the ring-shaped magnet 102 is magnetized into 12 poles alternately N and S in the circumferential direction, as shown in FIG. 3A.

Further, a ring-shaped auxiliary magnet 105 is fixed to the outer periphery of the boss rotor 104 with adhesive.
The cross-sectional shape of 5 is trapezoidal, with chapters and stripes, and this auxiliary magnet 1
The boss rotor 104 on both sides of the auxiliary magnet 105 has a protective ring 1 having an inclined surface having the same shape as both sides of the auxiliary magnet 105.
06, 107a are fixed with adhesive, and this protective rig 7Q6, 107a protects the fragile auxiliary magnet 10.
5. This is to protect you.

Further, the auxiliary magnet 105 is magnetized with two N and S poles in the circumferential direction.

107 is a stator fixed to the side wall around the crankshaft of the internal combustion engine by bolts (not shown); 108 is a ring-shaped star-shaped stator core fixed to the stator 107 by bolts 109; a ring-shaped magnet 1 is attached to the outer periphery of the stator core;
02, 12 salient poles 109 to 120 are formed at equal intervals, and an auxiliary magnet 105 is provided on the inner circumference thereof.
The two salient poles 121 and 122 facing each other are typical.

In addition, three predetermined salient poles 114 to 116 . The above-mentioned capacitor charging coils 1.2a, 2b are wound, and the remaining eight salient poles 109 to 11 on the outer periphery are wound.
3゜□ 117 to 119 are the load electromagnetic coils 123 to 1 described above.
30 are wound respectively, and two salient poles 12 on the inner circumference
1,122 is wound with the signal coil 12.13 described above.

In addition, the remaining salient pole 120 on the outer periphery has capacitor charging coils 1°2a, 2b, load power supply coils 123 to
130 and the output end lead wire 9 of the signal coil 12.13
are fixed together in the axial direction by a binding line 9a, and are drawn out from below in the axial direction.

30 is the aforementioned ignition timing generator, which is fixed to the side wall of the internal combustion engine facing the outer periphery of the iron arm 101, and includes a permanent magnet 46 and a core 47a provided with the magnet 46 sandwiched therebetween.
, 47b, signal coils 142 and 143 wound around the cores 47a and 47b, a case 49 housing these, and an encapsulating resin 45 filled in the case 49.

Further, on the outer periphery of the iron arm 101, a projection 35a made of a magnetic material is provided.
, 35b are provided at 1800 symmetrical positions.

In the capacitor charging coils 1.2a and 2b, an AC voltage of 6 cycles per revolution of the internal combustion engine is generated, as shown by the solid line in Figure 2a, and in the signal coils 12 and 13, as shown in Figure 2.2c. As shown in FIG.
Each signal of 2.13 rises from O in the positive direction at a time delayed by more than the necessary advance width from the time when each signal of 12.13 rises from O in the positive direction, and at a time when the signal of this signal coil 12.13 advances from the time when O falls in the positive direction. Multiple narrow signal voltages are generated.

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

An output voltage as shown by the solid line in FIG. Output of signal coil 12 (second output at low speed)
When the thyristor 10 becomes conductive due to the addition of the broken line (shown in the figure), the capacitor 4 is short-circuited by the thyristor 10, and the capacitor charging coils 2a, 2b and 1 diode 3-thyristor 10-capacitor 5/diode 9 ＼ ＼ Ignition/Ill 7's 1' order/I/S 7/-7-7, (7
) A current flows through the circuit and charges the capacitor 5 as shown by the dashed line on the left side of FIG. 2a.

Before this thyristor 10 becomes conductive, the timing generator 3
The output shown in FIG. 2d is generated in the signal coils 142 and 143 of 0, and at low speed, the thyristor 25 is made conductive at time t2, and the already charged charge of the capacitor 4 is transferred from the capacitor 4 to the thyristor 25 to the ground to the diode 9a. Discharge occurs in the circuit of the primary coil 6a of one ignition coil 6, and the ignition coil 6
A high voltage is generated in the secondary coil 6b of the ignition plug 14, and an ignition spark is obtained at the ignition plug 14.

Fast. Then, the output of the signal coil 12 increases as shown by the solid line in Figure 2, and at time t which is earlier than time t2.
3, the thyristor 10 is made conductive, and the charge in the capacitor 4 is discharged in the circuit of the capacitor 4, the thyristor 10, and the primary coil 6a of the ignition coil 6, and an ignition spark is obtained at the spark plug 14 at point 5.

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

Next, at low speed, at time t5, the timing generator 30
The thyristor 25 is made conductive by the output shown 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.

In addition, when it comes to high speed, the output of the signal coil 13 turns on the thyristor 11 at time t6 earlier than time t5.
The charging charge of capacitor 5 is transferred to capacitor 5 - thyristor 1.
A discharge is generated in the circuit of the primary coil 7a of the ignition coil 7, and the ignition timing is advanced as shown in FIG.

Next, at time t4, the thyristor 11 is made conductive by the timing signal generated by the signal coil 13, and the capacitor 5 is short-circuited by the thyristor 11, and the capacitor 4 is connected to the capacitor charging coils 2a, 2b, 1-diode 3-capacitor 4. -P4-A-F'8
\-4. B1. ~\The primary coil 6a/11 of the ignition coil 6 is charged by the earth circuit as shown by the solid line on the right side of FIG. 2a.

The above operation is repeated every time the crankshaft makes one revolution to obtain ignition sparks alternately at intervals of 180' at the ignition plugs 14 and 15.

In FIG. 2, T indicates the gate trigger level of each Nyristor 10°11.25.

In the above-described embodiment, a magnet generator is used as a power source, but a DC-DC converter that boosts the voltage of a storage battery may be used as a power source.

As described above, in the device of the present invention, each capacitor is charged by the same power source, and the charge in each capacitor is discharged through the primary coil of each ignition coil by conduction of each charging/discharging semiconductor switching element. , and causes the rotation speed responsive signal generating means to generate a signal whose waveform changes in response to the engine rotation speed in order to charge each capacitor at different times and to control the ignition timing at high speeds, and low speed timing means. A low speed semiconductor switching element is applied to each of the above components to control the ignition timing at low speeds. Because the capacitors are commonly connected in the discharge circuit, only the capacitors with ignition timing characteristics are charged, and malfunctions do not occur in principle, and ignition at low speeds is achieved by a single low-speed semiconductor switching element and low-speed timing means. It is easy to control, has a simple structure, and can provide advance angle characteristics equivalent to a governor type at a low price.

This has an excellent effect. Furthermore, since each high-speed ignition signal of each rotational speed responsive signal generating means and the plurality of low-speed ignition signals of the low-speed timing means 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 the drawing]

FIG. 1 is an electric circuit diagram showing an implementation fj+ of the device of the present invention;
Fig. 2 a = d are waveform diagrams of various parts for explaining the operation of the device of the present invention shown in Fig. 1, and Figs. 3 A and B show the magnet generator used in the device of the present invention shown in Fig. 1; 3A is a cross-sectional view taken along the line AA' shown in FIG. 3B, FIG. 3B is a vertical sectional view taken along the line BB' shown in FIG. 3A, and FIG. Fig. 1 is an angle-advance layer diagram of the device of the present invention shown in Fig. 1; 1.2a, 2b... Capacitor charging coil of magnet generator with power supply number, 4.5... Capacitor,
6゜7...Ignition coil, 6a,'7a・
...Primary coil, 10.11 ... Cyrisk forming a semiconductor switching element for charging and discharging, 12.1
3...Signal coil forming a rotation speed response signal generating means, 25...Sirisk forming a low speed semiconductor switching element, 30...Ignition timing forming a low speed timing means Generator.

Claims (1)

[Scope of utility model registration request] an ignition coil, a capacitor, and a charging/discharging semiconductor switching element for charging one of the capacitors and discharging the charged charge of the capacitor via the primary coil of the ignition coil, and one and the same A plurality of capacitor charge/discharge circuits are charged by a power source, and are connected to the control poles of each of the semiconductor switching elements, respectively, and are connected to engine rotation for charging each of the capacitors at different times and for controlling ignition timing at high speeds. a low-speed semiconductor switching element commonly connected to the discharge circuit of each of the capacitors; Connected to the control pole, in order to control the ignition timing at low speeds, a point in time when each of the high-speed ignition signals falls to O at a time delayed by more than the necessary advance width from the point in time when each of the high-speed ignition signals rises from 0 in one direction. An internal combustion engine ignition device comprising: low speed timing means for generating a plurality of low speed ignition signals that rise in one direction from 0 at a later point in time.