JPS6027829B2 - engine ignition system - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention relates to a no-bale ignition system, and particularly to one that improves startability by increasing the angle at which the primary current passes through the ignition coil when starting an engine.

In conventional devices, when the engine is running at low speed, the angle of primary current flowing through the ignition coil is made small, that is, the closing rate is set to be small, and when the engine is running at high speed, the closing rate is set to be large, so that the ignition coil is always supplied with the maximum current. The power distributor and the semiconductor booster are configured to generate an efficient ignition voltage and to suppress heat generation of the ignition coil.

On the other hand, when the engine is started, the engine rotation speed is very low, and the rotation speed varies depending on the rotational angular position.
At the end of the compression stroke, the rotation speed is the lowest, and during the explosion stroke, the rotation speed is the highest.

As a result of the inventor's experiments, -25 with a 4-cylinder 4-cycle engine
Under 00, the average rotation is 6 PM, 4 during the compression stroke.
The value was measured at 0 RPM and at 80 RPM during the explosion stroke.
However, in the conventional device, when the engine starts, the closed circuit ratio becomes even smaller, and the semiconductor power increaser is activated by the signal voltage generated in the magnet generator in the power distribution device under the highest rotational speed region of 4.5 mm during the compression stroke. Since the trigger must be triggered, a very sensitive semiconductor expansion bag counterfeit must be prepared.

This may cause the semiconductor booster to detect a small voltage change in the signal voltage due to vibrations during engine operation, causing a malfunction. As a result, the engine is accidentally ignited, which not only damages the engine, but also causes drawbacks such as poor drivability due to malfunction of the tachometer. The present invention has been made in order to eliminate the above drawbacks, and includes first and second signal generators that generate output signals with different angular widths, and these signal generators are selected at the time of starting the engine. The output signal of the signal generator No. 1 is set to a waveform that activates the semiconductor amplifier at a rotational angular position that exhibits a large rotational speed before the angular position corresponding to the minimum rotational speed in engine rotational fluctuations, and ignition at engine startup is performed. The energization angle of the coil is larger than the energization angle at idle, which allows the semiconductor amplifier to operate stably and reliably with a stable and large signal even when starting the engine, and also ensures sufficient ignition coil energization. The engine starting performance is excellent, and the energization angle can be easily set over a wide range of driving conditions.

This will be explained below with reference to the drawings.

In FIG. 1, 1 is a first signal generator consisting of a magnet generator installed in a power distribution device (not shown), 2 is a changeover switch,
3 is a starting circuit that operates this changeover switch 2 when starting the engine, 4 is a second signal generator consisting of a magnet generator installed in a power distribution device, 5 is a semiconductor booster, 6 is an ignition coil, and 7 is a The primary coil of this ignition coil 6, 3 its secondary coil, 9 a power distribution cap, 10 a power distribution rotor, 11,1
2 is a cap electrode, 13 and 14 are spark plugs, and 15 is a battery. In this case, the semiconductor amplifier device 5 has a closing rate control function that controls the energization angle of the ignition coil according to the engine speed, and the specific configuration for this purpose includes, for example, the well-known configuration of the input transistor. A parallel circuit of a capacitor and a resistor, which is charged by the negative output voltage value of the signal generator 4 corresponding to the engine rotation speed, is connected in series to the base circuit, and a DC voltage corresponding to the rotation speed of this capacitor is connected in series. If the input transistor is operated by uniformly biasing the output voltage of the signal generator 4, the output signal waveform of the signal generator will differ depending on the magnitude of the bias voltage corresponding to the engine speed. The energization start position of the ignition coil can be determined based on the level position, and therefore the energization angle can be controlled to increase in proportion to the engine speed, and if the output characteristics of the bias voltage with respect to the rotation speed are appropriately set, the rotation speed can be adjusted. It is possible to arbitrarily set the closed circuit rate characteristic for Next, this operation will be explained.

Therefore, the output signal of the first signal generator 1 has a signal waveform as shown in FIG. 2A, and the output signal of the second signal generator 4 has a signal waveform as shown in FIG. Now, when the engine is started, when the changeover switch 2 is set to the solid line 2a position by the starting circuit 3, the semiconductor booster 5 controls the energizing current of the primary coil 7 at the trigger level △eW) by the signal from the first signal generator 1. Opens and closes. The closure rate at this time is 70%, as shown in Figure 3, which is relaxed. That is, the semiconductor booster 5 operates at a position where the positive wave of the signal A intersects the trigger level eW) at a gradual rising portion, and starts passing the primary coil current to the ignition coil 6, changing the wave from the positive wave to the negative wave. The primary coil current of the ignition coil 6 is cut off at a position where it intersects the trigger level ΔeW) at a rapid change portion. This state is shown in FIG. 2C. As a result, an ignition voltage is generated in the secondary coil 8 of the ignition coil 6, and the ignition voltage is applied to each ignition plug 13,
14, combustion occurs and the pressure reaches maximum after top dead center, resulting in the explosion stroke.The acceleration of the engine's rotating shaft at this time is
Shown in (g) of the figure. When the semiconductor increaser 5 is closed, the acceleration of the engine is relatively far from V, and the signal voltage from the magnet generator of the power distributor can be relatively large. Next, after the start of the engine is completed, that is, in the engine rotation range above idling, the selector switch 2 is switched to the dotted line 2b position. Generally, the starting circuit 3 operates so as to operate a relay and set the changeover switch 2 to the solid line 2a position when a key switch (not shown) is in the starting position. When the changeover switch 2 is at the dotted line 2b position, the output signal from the second signal generator 4 is guided to the semiconductor increaser 5, and as shown in Figure 2,
Primary coil 7 of ignition coil 6 at trigger level △eW)
The energizing current is switched on and off. In this opening/closing operation, the closing operation position of the semiconductor increaser 5 varies depending on the engine speed, and when the engine is idling, it is at the position shown in Figure 2. Correspondingly, since the engine idle speed is generally about 70 rudder PM, the output signal from the second signal generator 4 has a sufficiently large value. When the engine speed increases, the bias level is changed by the semiconductor booster 5 to control the closing rate, and the closing rate of the primary coil 7 current of the ignition coil 6 increases, and the third
After increasing to 400 clothes PM as shown in Figures B and C, for example, 7
It is controlled to be constant at 5%. As described above, according to this embodiment, the output signals of the signal generators 1 and 4 are switched by the starting circuit 3, and the circuit closing rate is set to 70% by the signal of the first signal generator 1 at the time of starting. Since the signal from the first signal generator 1 is triggered by the semiconductor multiplier when the rotational speed is at a relatively high position, a large signal from the first signal generator 1 can be obtained, making the semiconductor multiplier 5 highly sensitive. Therefore, the risk of malfunction due to engine vibration, external magnetic fields, etc. can be prevented. After the start is completed, the signal from the second signal generator 4 is used to control the closing rate suitable for engine operation, so that the engine output can be maximized. As described above, according to the present invention, in a non-contact ignition system, the first and second signal generators are selected at the time of starting the engine and during normal operation, and the first signal generator selected at the time of starting the engine is selected. The output signal of the signal generator is set to have a waveform that operates the semiconductor amplifier at an angular position where the fluctuating rotational speed at the time of engine starting exhibits a large rotational speed before reaching its minimum value, and the ignition coil at the time of starting the engine. By making the energization angle larger than the energization angle at idle, it is possible to secure a sufficient energization angle for the ignition coil at the time of engine starting, thereby improving engine starting performance. At least it can be triggered at a large level position where the signal waveform is stable, and stable operation can be achieved at low cost.Moreover, by providing the first and second signal generators, the primary current to the ignition coil can be reduced. The energizing angle can also be set arbitrarily.

[Brief explanation of the drawing]

Fig. 1 is a circuit diagram showing one embodiment of the present invention, and Fig. 2 is a circuit diagram showing an embodiment of the present invention.
The operation explanatory diagram in the figure, and FIG. 3 is a closed circuit rate characteristic diagram. In the figure, 1 and 4 are signal generators, 2 is a changeover switch, 3 is a starting circuit, 5 is a semiconductor multiplication device, 6 is an ignition coil, 9 is a power distribution cap, 10 is a rotor, 13 and 14 are ignition plugs, 15
is a battery. Figure 1 Figure 2 Figure 3

Claims (1)

[Claims] 1 During engine startup, the rotational speed, which fluctuates according to the rotational angular position of the engine, reaches a predetermined voltage value at a rotational angular position before the rotational angular position where the rotational speed reaches its minimum value, and output signal waves with a wide angular width are output to the engine as the engine rotates. a first signal generator that generates an output signal wave corresponding to the rotation of the engine; a second signal generator that generates an output signal wave having a narrower angular width than the output signal wave of the first signal generator in response to the rotation of the engine; a semiconductor amplifier device that operates when the output signal waves from the first and second signal generators exceed a predetermined value and generates an ignition voltage in an ignition coil; A switching means is provided for selectively supplying the output signal wave of the signal generator to the output signal wave of the second signal generator during normal operation of the engine, and the ignition coil is controlled by the semiconductor amplifier when the engine is started. An engine ignition device characterized in that a primary current conduction angle is made larger than a current conduction angle when the engine is idling.