JPS59103963A - Current interruption type contactless igniter for internal-combustion engine - Google Patents

Abstract

PURPOSE:To stabilize operation after start by providing a lead angle circuit or over rotation preventing circuit for performing switching operation prior to a trigger circuit. CONSTITUTION:A trigger circuit A is triggered at a position slightly after peak of primary shortcircuit current to produce high voltage across secondary coil 13b of an ignition coil D. When starting, a circuit F constituted of Zener diode 14 and a resistor 7 connected in series will function priorly to lag the firing timing. Upon reaching to rotation where Zener diode 14 will conduct, it will lead angle gradually. An over rotation preventing circuit for lagging angle prior to trigger circuit upon over rotation may be provided. Consequently operation after start is stabilized.

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention relates to a cage flow type non-contact ignition device for an internal combustion engine.

As a conventional non-contact ignition device, this
Various circuits shown in Figure 1 are provided.

This consists of a trigger circuit A, a primary short circuit cold current switching control circuit B1 whose operation is operated by the trigger circuit A, a protection circuit C for child parts, an ignition coil D and a spark plug E7).

The trigger circuit A, the switching control circuit B and the secondary component protection circuit C are connected to the lines L/F and K at both ends of the primary coil of the ignition coil D.

That is, in trigger circuit A, between 2, , and 22 there is a resistor (11 (2+) and a capacitor (3)). If the upper fold (1) (21
i continuation midpoint and line I! , 2 is a professional unijunction transistor (hereinafter PU'[
A series circuit consisting of the resistor (6) and the resistor (7) is connected to the gate of this P UT +61 or the midpoint of the junction C where the resistor (4)<sr.

At the above switching control r=times U・6E rC-, line l! 1, 1.2ftfJ is connected to the collector/emitter of the resistor (8) and the switching transistor (9) in the L1 column, and the switching transistor (9)
The head is connected to the midpoint between the above PUT(b+ and the resistor (7).00 is the line '/,'',2
−tz h, −f: f−L−1. This is a commercial transistor, and the base of T7 is connected to the midpoint between the resistor (8) and the collector of the switching transistor (9).

In addition, 'protection circuit of electronic parts C line l/1' is connected to the curved line 1/1 curved quiot (11 + 1 and resistor (121 to 121), - then the negative phase current of the circuit current or the electronic parts especially Transistor (10) The K load can be bypassed in various ways.

In such a non-contact ignition device of the sleeve and flow cut-off type, the primary current of the ignition coil D is divided when the engine is started. Then, the operation of the above P UT (61) is the above resistance (1)
<21 connection midpoint position and resistance j7fi (41(
hl determined by the position of the contact midpoint of 51, therefore, P U I' (61 is the ignition coil D
The size of the trickle current 13 is set so that it turns on a little beyond the peak of the primary short-circuit current. In this way, when P U I' (61 is turned on), a trickle flows between the gate and the emitter of the switching transistor (9), so that the switching transistor (9) is turned on, and the transistor 00) is turned off. For this reason, the primary short-circuit current mentioned above is suddenly cut off, and the primary coil (13b) of the ignition] 1 coil D has a maximum level of high 1
1. ] Pressure is generated, and a spark is generated at the spark plug E. In this way, the mixture is combusted and the inter-nucleus drive is completed.

However, in a non-contact ignition system with such a configuration υ, the rotation is gradually increased after the engine starts (and the primary 'i:t degenerate 'σ passing through the transistor (101)
P U at the peak of IL or a little past the peak
Perhaps the resistor (11+21
, due to the charge/discharge and cut-off constants of the capacitor (3), the gradual bVC on operation timing is delayed, so that the primary short-circuit current,
Is it possible to speed up the operation timing of PUT (6) by appropriately adjusting the 76 space time constant of the engine? There is the problem of causing an accident with the coil D, and as shown in Figure 10, as mentioned above, the problem is that the ignition timing of the engine is slightly delayed from the time of startup to the time of normal rotation. was there.

This invention was made by focusing on the problems of the conventional technology, and it is based on a unijunction transistor that turns on at a timing that is slightly shorter than the peak of the primary short-circuit current of the ignition coil, and the charging of the primary short-circuit current. a tri-force circuit having a discharge circuit; a switching control circuit that cuts off the above-mentioned -jihata fault current when the tri-force circuit is turned on;
If the upper ml-order short-circuit flow is temporarily connected by this switch control (b) path, the ignition coil which generates high/medium voltage to the secondary coil and the n voltage of the secondary coil are received. This caused damage to the ignition plaque, which generates sparks.
The voltage D″C between the transistor and the switching control circuit of the two-set tri-power circuit is the −th short-circuit current or the set T value of the voltage across the −th order Iμm1. An advance angle circuit is connected to activate the switching section J circuit in advance of the operation of the above-mentioned unijunction transistor. As the starting performance improves due to the voltage and power obtained, the ignition timing is advanced until the normal rotational speed range after starting, and then becomes constant (appropriate ignition timing for the engine) to stabilize the entire engine output. That is.

Below, the implementation ff1J of this invention will be explained with reference to the drawing (C).

Figure 1 is a circuit diagram showing an example of this, and the difference between this and that shown in Figure 1 is that the line i1 and
An advance angle circuit F consisting of a series circuit of a Zener diode (14) and a resistor (15) is connected between the base of the switching transistor (9) and the base of the switching transistor (9). Also,
Emitter of transistor r+t++ and primary coil (13
α) A diode (16) is connected in the direction shown in the figure.

In this circuit, as described above, when the machine is started, P U T +61 is turned on at the peak of the primary short circuit current or at a position slightly past the peak, thereby turning on the switching transistor (9). Subsequently, the transistor (10) is turned off, the primary short-circuit current flowing through this transistor (+10) is cut off, and a high voltage is generated in the secondary coil (13i) of the ignition coil D.

Next, as the engine speed gradually increases,
Due to the charging/discharging time constant of the circuit consisting of the resistor (H21) and capacitor (3), P Or gradually delay (
For example, it looks like the solid line X or the dotted line Y in Fig. 3 and Fig. 10).

Furthermore, when the rotational speed of the engine increases, the potential of the line l/ reaches the set potential of the Zener diode ffa, causing a flakeover. For this reason, as mentioned above, the two transistors 191i101 are turned on and off at λt by turning on P U 'I' 161, and the Zener diode (■4) and resistor (15) (7)
), the on/off control of the two transistors f91 flol is prioritized by the series circuit of the Zener diode (14), the resistor (7), and the voltage divider circuit of the resistor (7). It will be strictly controlled. Therefore, from the time the engine is started until Zener diode t14J breaks over, the PUT +61 operates in a delayed direction due to the charge/discharge time constant, whereas Zener diode (14) does not break over. By doing so, the transistor (91f1
The on/off operation of 01 proceeds slowly or rapidly. For example, dotted line Y or solid line X in Figure 3 and Figure 10.
It looks like π. For this reason, the ignition timing of the engine is gradually delayed at the rotational speed of 11 (the Zener diode + 14) is just before breakover, and the rotation speed increases by 1 more, causing the Zener diode (insertion to stop) and the engine's ignition timing gradually slows down.
The angle will be advanced or the angle will be advanced by a flash.

Furthermore, when the engine speed is increased by one step, the primary coil (13α ) the negative current of the transistor fill
(Emitter-collector) Since there is no flow through the (emitter-collector) layer, there is no influence of armature reaction, so the transistor rto+ +lζ is slow→1. Therefore, in Fig. 3, f-
As shown in Figure 10, the ignition timing is almost constant in the low, medium, and normal rotational speed ranges (Hori's proper ignition timing), which stabilizes the output of the internal combustion engine and improves starting performance.・
It will be increased. In addition, the above resistance (5) is
As shown, the resistance (lη・(18) and thermistor (
[9] By replacing the temperature compensation circuit of PUT (61), temperature compensation of PUT becomes possible.

In addition, the ignition timing of the 4J9 leapfrog should be delayed from startup to normal rotation because the engine needs to produce maximum output at normal rotation and the ignition timing must be at the appropriate ignition timing. The ignition timing will be slightly ahead of the proper ignition timing when the engine is running, so when you try to start the engine, the engine will try to turn once in the opposite direction, making it difficult to start.

Therefore, at the time of startup, it is necessary to set the ignition timing to the later side than the appropriate ignition timing during normal rotation.

By doing this, it becomes possible to easily operate the engine without causing a reverse rotation at the time of startup.

Figure A.6 shows the circuit shown in Figure 4 in which the protection circuit G for the ignition coil D is connected. , 0 and 2 resistors connected in series +2
0+, thyristor (2I) and two resistors 1221 +23 connected in series between the midpoint of these connections and the line.
1, and these two resistances +221 f'7!
The gate of the thyristor (21) is connected to the connection midpoint of 31.

In the above circuit, in the low speed, medium speed, and normal speed range of the engine, the influence of the load reaction does not occur as described above, so the surge voltage as the -order cutoff voltage increases, so the transistor 11Ql and In particular, this may cause dielectric breakdown and insulation deterioration of the ignition coil D, but when the ignition coil D is in a no-load state, the above resistance +221 +
By detecting the voltage level at the contact point of 231 and turning on the thyristor +211:5ζ, the voltage applied to the ignition coil D is sent to the ignition coil D, and the primary cutoff voltage (surge voltage) and the secondary Cut off the excess no-load voltage and connect the spark plug E.
It can be set to the value necessary to generate a spark.

It is possible to freely set the values of the negative voltage (surge voltage) and the secondary no-load voltage by varying the value of the resistor +221 (23+).

Figure 7 shows the overspeed prevention circuit H and electronic component protection circuit connected to the circuit shown in Figure 4. The above-mentioned over-rotation prevention circuit H is as follows.

(241 is a diode, (25) is a capacitor, (26
) are diodes, these are the lines l/, 7. connected in series between. The connection midpoint of the bases of the resistor (15) and switching transistor 19) and line 1
A thyristor (2'D) and a capacitor (2'D) are connected between
8) are connected in series. 1291 f
3o1 is a resistor and a capacitor connected in parallel between the cathode and gate of the thyristor. Further, the midpoint of the connection between the diode (2) and the capacitor (25) is connected to the cathode of the thyristor (27), and the capacitor (25) is connected to the cathode of the thyristor (27).
) and the diode (26) are connected, and the point is the thyristor (2
It is connected to the gate of 71 via a resistor (31). The electronic component protection circuit engineer has a similar configuration to that shown in Figure 1.

In a circuit with such a configuration, in the low, medium speed, and steady engine speed range V, the capacitor +251K is connected to the diode (24J) in the negative half cycle of the primary coil (13α) voltage.
Charging takes place through C2G1 to the polarity shown in the figure.1, and in the positive half cycle, discharging takes place through resistor f:(It (291), but the charging and discharging time of the capacitor (25) is As shown in (α), since the positive half cycle of the primary coil (13α)/bar voltage has not yet reached, even if the trigger signal is input to the gate of the thyristor (2-power) and it turns on, the switching +t++J Wandering 1 circuit 13
(This does not affect the operation of the n-transistor (9) in any way.

In the same figure, α is the light exposure standard pressure waveform of the capacitor (25), α is the primary voltage waveform of the ignition coil, and b is the thyristor 1271) tripping force level.

However, when the engine speed reaches the set overspeed range, as shown in Figure 8 (A), the charging and discharging time of the capacitor (251) extends to within the positive half cycle of the above-mentioned voltage.
Even if the secondary voltage changes from negative to positive, the thyristor (2
7) remains on and the capacitor (28) is charged with a positive voltage. For this reason, until now transistors (
Zener diode (14) whose midpoint is the base of 9)
Switching control of the -order short-circuit current was performed at the voltage division level of the resistor (7) and the series circuit of the resistor (r15) and the resistor (r15). Since the cut-off timing of the short-circuit current changes rapidly, the ignition timing of the engine is also rapidly retarded.As a result, over-speeding of the engine is prevented.

In addition, instead of the above-mentioned resistor (291), a thyristor consisting of a resistor C321!, '(31'16) and a thermistor (3-meter) may be connected as shown in Figure 29.

In addition, although not shown, it is possible to connect either or both of the ignition coil protection circuit G and the inspection component protection circuit to the circuit shown in Figure 7, which will protect the engine. Automatically controls the ignition timing of the engine to improve startability, prevent dielectric breakdown of the ignition coil D and power transistor 110) due to an increase in secondary no-load voltage, and prevent engine overspeed. You must be able to operate the engine correctly and safely. As a result, the engine's ignition timing control is
As shown in Figure 10, from the starting rotation range to the normal rotation range, the advance angle characteristic is achieved by the advance angle circuit F, and in the set overspeed range, the ignition timing is suddenly lowered by the action of the overspeed prevention circuit H. It is possible to reduce engine rotation.

As explained above, the present invention provides an advance angle circuit that operates the switching control circuit with priority over the conventional trigger circuit, switching control circuit, and ignition coil connected circuit. The structure is equipped with an overspeed prevention circuit that prevents overspeed and overspeed protection circuits depending on the situation and application, which has the advantage of smooth startup of one engine and stable operation after startup. It is something.

[Brief explanation of the drawing]

Figure 2 shows a conventional current interrupt type non-contact ignition circuit.
Figure 2 is a characteristic diagram of the ignition timing of the circuit shown in Figure 1, Figure 3 is a characteristic diagram of the ignition timing of a conventional general ignition circuit, and Figure 4 is a characteristic diagram of the ignition timing of the circuit of the present invention. Fig. 5 shows a modified circuit diagram of the main part of this circuit, Figs. 6 and 7 show other embodiments, and Fig. -i8 (
α) (b) shows the charging/discharging characteristic diagram of the tri-force circuit, Figure 9 is a modified circuit diagram of the main part of the circuit in Figure 7, and Figure 10 is the ignition timing/characteristic diagram of the engine. A... Tri-force circuit, B... Switching 1st circuit, D... Ignition coil, E... Spark plug,
fllF2+... Grinding resistor for charge/discharge circuit, (3)... Capacitor for charge/discharge circuit, (6)... Programmable
Unijunction transistor, f91flol・
...Transistor, (13α) ...-next coil, (1
3h)...Secondary coil, (inserted...Zener diode. Patent applicant: Oppama Kogyo Co., Ltd. Representative Patent Attorney: Akiji Yamamoto) l゛:a3-t+s,r-15 5 Figure 16 Amendment to Figure Proceedings March 1980 Noah Japan Patent Office Commissioner Kazuo Wakasugi ■ Small case indication 1988 Patent Application No. 212504 2 Name of invention Current interrupting non-contact ignition device for internal combustion engine 3. Relationship with the case of the person making the amendment Patent applicant 4, agent address 4th floor, Yaesu Building, 2-10-8 Yaesu, Chuo-ku, Tokyo m(27/)9g1.3 Name Patent attorney (A7A2) Yama Shoji Moto Corrects "There is" to "IO." (2) On page 4 of the EA Book, 8th line of the crucible, corrects "is divided." to "closed and divided." (3) On page 5, line 17 of the specification, the phrase "over-speeding" is corrected to "leading to over-speeding, which results in". The ignition timing is
Delete. (5) Specification 1 - page 8, blade, line 18, “Resistance (7
)" is corrected to "Resistance (151J). (6) On page 10 of the specification, line 9, the word ``sho'' is corrected to ``Ushida''. (7) On page 10 of the specification, Line 14: “1 unode”
Next to ``(because the piston is lowered before it reaches top dead center)'' is added. (8) “To go” on page 11, line 12 of the statement
Correct the statement to ``Ikuto.'' (9) On page 11 of the specification, on the 4th line of the statement, “There is, but”
Correct the phrase "Yes. However." On page 11 of the 00 specification, on the 18th line, add "setting level" next to "voltage". 01) On page 2, page 12 of the specification, next to line 5 [Note. By connecting a varistor of a surge absorption element to the thyristor (21) and the resistor (a) between the l/line and the 0 line, the above electronic components and ignition coil can be protected. It is possible. ” to join. (121 Specification - page 13, ``done'' on the off line
Correct the statement to ``take place.'' (13) “-Voltage” on page 13 of the specification, line 9
Correct the statement to read "-voltage a, 2". 04) Figure 4 will be specifically revised in the attached corrected drawings. that's all

Claims (1)

[Claims] Ignition coil primary short circuit cold current City: m A programmable unidirectional transistor that turns on a little after the peak switching peak.
and a trigger circuit having a charge/discharge circuit for the -order short-circuit % current, a switching section j circuit that animates the above-order short-circuit current when the trigger circuit is on, and a primary short-circuit current by this switching control 1111 circuit. The above-mentioned programmable unidirectional transistor and the above-mentioned programmable unidirectional transistor are equipped with an ignition coil that induces a high voltage in a secondary coil when the above-mentioned programmable unidirectional transistor is moved, and a spark plug that generates a spark in response to the high voltage of the secondary coil. Between the switching control circuit and the -order short-circuit current or the ignition coil (-order Il
Breakover occurs at the set value of the voltage at both ends of l ), and
Tsugami L[:1 An advance angle circuit that operates the switching circuit with priority over the operation of the programmable unidirectional transistor, an overspeed prevention circuit that prevents overspeed, and various protection circuits that accompany this. Depending on the situation and purpose
A current cut-off type non-contact ignition device for an internal combustion engine that has the feature of making it possible to