JPS61164056A - Ignited cylinder judging device of internal-combustion engine - Google Patents

Abstract

PURPOSE:To improve starting property by providing a reference angle detector for judging each cylinder group in a rotary member like fly wheel to generate two kinds of reference angle signals from a single sensor so that an ignited cylinder is judged on the basis of these reference angle signals. CONSTITUTION:In a rotary member (fly wheel 11) a are respectively provided a first reference angle detector 12a located in a position corresponding to a predetermined crank angle position before the upper dead point of a first cylinder group, a second reference angle detector 12b located at a position spaced a predetermined crank angle from said detector 12a and a third reference angle detector 12c located at a position spaced 180 deg. from the detector 12a and corresponding to the crank angle of a second cylinder group. And as a rotor a is rotated, the ignition cycle of each cylinder group is judged according to the reference crank angle detected by a reference angle detecting means (14)b like electromagnetic pick-up and the unit crank angle detected by a unit angle detecting means (13)c and the ignition signals are sorted according to the judging result by a sorting means d at every cylinder.

Description

[Detailed description of the invention]

(Technical Field) The present invention relates to an ignition cylinder discrimination device for an internal combustion engine, and more particularly, to a device that detects a crank angle by simply improving existing rotating members (for example, a fly, a wheel) to improve the accuracy of ignition cylinder discrimination. . (Prior Art) Recently, various electronic control technologies for engines have rapidly developed and become popular. Since control timing is important in electronic control of such a rotary power engine, it is necessary to accurately detect the piston position (crank angle) that serves as a reference for the control timing. For example, Japanese Patent Laid-Open No. 53
There is one described in Japanese Patent No. -97130. This is a so-called electronic power distribution type ignition system for a four-cylinder engine, and obtains crank angle information from a ring gear etc. carved into the engine's flywheel. That is, as shown in FIGS. 13(a) and 13(b), a predetermined number (for example, 108) of ring gears 1a that mesh with the starter motor are formed on the outer periphery of the flywheel 1, and ring gears 1a made of a magnetic material are formed. A bottle 1b is formed to protrude radially outward (radially). The electromagnetic pickup 2 detects the teeth of the ring gear 1a and calculates the unit crank angle θ, (θ, -360°/108=3.33
The electromagnetic pickup 3 detects the pin 1b and outputs the unit angle signal SI corresponding to the reference crank angle θr (θ
r=360') is output. Note that the reference angle signal Sr is output when the piston of the first cylinder is at the position of the mark before top dead center. This is because ignition timing control is performed at a timing before top dead center, and necessarily requires a reference angle signal Sr before top dead center. Then, based on such a signal S r % S 1, an ignition coil energization signal is distributed to two ignition coils of the two-cylinder time ignition system, and ignition sparks are emitted simultaneously to the two corresponding cylinders. The ignition coil energization signal is output at the optimum ignition timing determined by a microcomputer or the like, and ignition sparks fly simultaneously in the cylinder in the compression stroke and in the cylinder in the exhaust stroke. The combinations are usually the 1st cylinder and 4th cylinder (hereinafter referred to as the 1st cylinder group) and the 2nd cylinder and the 3rd cylinder (hereinafter referred to as the 2nd cylinder group), and the individual cylinders in each cylinder group are The crank angles are in phase, but the stroke is 360
° It's off. Further, the crank angles of the first cylinder group and the second cylinder group are different from each other by 180°. Therefore, at least 3
If it is possible to determine which cylinder group each cylinder belongs to every 60 degrees, it becomes possible to take separate shots of ignition coil energization signals based on the determination result, and the above-mentioned device is based on this principle. Note that when starting the engine, first the first cylinder group is determined, then an ignition spark flies, and then the second cylinder group is ignited and the engine continues to rotate. This is because the ignition control circuit made up of the above-mentioned microcomputer etc. is reset by the reference angle signal Sr, and ignition starts only in the first cylinder group at the time of startup. However, in such a conventional ignition cylinder discrimination device, the cylinder group is discriminated based on the reference angle signal Sr that is output once every 360 degrees. As mentioned above, the start is limited to the first cylinder group, and depending on the positional relationship between the flywheel 1 and the electromagnetic pickup 3 when the engine is stopped, the reference angle signal Sr is applied until the crankshaft rotates almost 360 degrees after the start of cranking. A situation arises in which no output is made and the start of ignition is delayed. In such a case, startability (particularly startability at low temperatures) is impaired. On the other hand, in order to eliminate such a problem, it is conceivable to install two sensors for detecting the reference crank angle θr, but this will result in increased costs. In particular, in the case of a vehicle engine, sensors are required to have high environmental resistance, resulting in high costs. (Object of the Invention) Therefore, the present invention provides a reference angle detector capable of identifying each cylinder group on a rotating member (for example, a flywheel), generates two types of reference angle signals from one sensor, and By determining the ignition cylinder based on the reference angle signal, it is possible to properly identify the cylinder group that is in the compression stroke first at the start of cranking at a low cost, and immediately distribute the ignition control signal, improving engine startability. The purpose is to (Structure of the Invention) The ignition cylinder discriminating device for an internal combustion engine according to the first invention, as shown in the overall configuration diagram in FIG. A first reference angle detector provided at a corresponding position, a second reference angle detector provided at a position a predetermined crank angle away from the first reference angle detector, and a second reference angle detector provided at a predetermined crank angle from the first reference angle detector. 180°
It has a third reference angle detector provided at a position corresponding to the crank angle of the second remote cylinder group, and a unit angle detector provided for each predetermined unit crank angle. A reference angle detection means for detecting a reference crank angle based on the rotational positions of a rotating rotating member a and first, second, and third reference angle detectors of the rotating member a, a unit angle detector of the rotating member a; The unit angle detection means C detects the unit crank angle based on the rotational position of the engine, and the ignition cycles of the first and second cylinder groups are determined based on the outputs of the reference angle detection means and the unit angle detection means and a distributing means d for distributing ignition control signals to each cylinder according to the determination result. Further, as the overall configuration diagram of the ignition cylinder discriminating device for an internal combustion engine according to the second invention is shown in FIG. a first reference angle detector provided at a position a predetermined crank angle away from the first reference angle detector, a second reference angle detector provided at a position a predetermined crank angle away from the first reference angle detector,
It has a third reference angle detector provided at a position corresponding to the crank angle of the second cylinder group 0° apart, and a unit angle detector provided for each predetermined unit crank angle, and is synchronized with engine rotation. a rotating member a that rotates, and a first and second rotating member a of the rotating member a;
, a reference angle detection means for detecting a reference crank angle based on the rotational position of the third reference angle detection body; and a unit angle detection means for detecting a unit crank angle based on the rotational position of the unit angle detection body of the rotating member a. and distribution means d, which determines the ignition cycles of the first and second cylinder groups based on the outputs of the reference angle detection means C and the unit angle detection means C, and distributes the ignition control signal to each cylinder according to the determination result. and a delay means e for delaying the output of the reference angle detection means inputted to the distribution means d by a predetermined time from the start of cranking when the engine is in a starting state. Each of the above devices immediately determines the ignition cylinder from the start of cranking. (Example) Hereinafter, the first and second inventions will be described based on the drawings. First, the first invention will be explained. 2 to 7 are diagrams showing an embodiment of the first invention, and are examples in which the first invention is applied to an ignition device of a two-cylinder time ignition type. First, to explain the configuration, in FIG. 2, 11 is a flywheel (rotating member) of a 4-cylinder engine, and 108 ring gears lla are formed on the outer periphery of the flywheel 11 as in the conventional example. , first to third bins (first to third reference angle detectors) 12a to 1 made of magnetic material
2c is formed to protrude in the axial direction. The first pin 12a and the second pin 12b are provided at positions corresponding to the ignition cycle of the first cylinder group, and face each other with one ring gear lla in between. That is, the second bin 12b is separated from the first bin 12a by 6.6 degrees in crank angle. Also, the third pin 1
2c is provided at a position corresponding to the ignition cycle of the second cylinder group, and is separated from the first bin 12a by 180° in terms of crank angle. An electromagnetic pickup (unit angle detection means) 13 faces the ring gear Ila at a predetermined interval, and the electromagnetic pickup 13 detects a unit crank angle θ1 (θ -3, 33°) is output. On the other hand, an electromagnetic pickup (reference angle detection means) 14 faces the first to third bins 12a to 12c, and the electromagnetic pickup 14 detects the first bin 12a and increases the crank angle of the first cylinder group. When the position is 120 degrees before dead center, the first reference pulse Pc is generated, the second reference pulse Pc2 is generated 6.6 degrees later than Pc1, and the second reference pulse Pc2 is generated 180 degrees later than Pc1 (the crank angle of the second cylinder group is higher). 3rd reference pulse P when the position is 120° before dead center)
output the reference angle signal Sr that generates c) (Fig. 3 (
a)). In this case, the flywheel 11 is rotating in the direction of arrow R in the figure. FIG. 4 is a block diagram of the present device. In this figure, an electromagnetic pickup 13 and an electromagnetic pickup 14 are shown.
Each of the outputs S1 and Sr are waveform shaping circuits 15 and 16, respectively.
The waveform shaping circuits 15 and 16 shape the waveforms of these signals S, , and Sr, respectively, to produce signals SL',
Sr' is output to a distribution circuit (distribution means) 17. Further, the output Si' of the output Si of the waveform shaping circuit 15 is input to the control unit 18, and the control unit 18 further includes a sensor group 19 (for example, a water temperature sensor, an intake negative pressure sensor, etc.) that detects the operating state of the engine. A signal Ss from a sensor, etc.) and an ignition reference signal S11° (details will be described later) from a distribution circuit 17 are input. The control unit 18 performs ignition control (control of ignition timing, ignition coil energization time, etc.) according to the operating state,
The ignition control signal Sig is output to the distribution circuit 17. As shown in detail in FIG. 5, the distribution circuit 17 is broadly divided into a cylinder discrimination circuit 19 and a signal distribution circuit 20. The cylinder discrimination circuit 19 includes a 4-by-7 preset counter 21, an RSS flip-flop 2, a D flip-flop 23, a monostable multi-byte break 24, an inverter, resistors R1 to R5, and a capacitor C1. The clock terminal C and preset terminal PE of the preset counter 21 are supplied with signals S, ', and
Sr' is input, and the preset counter 21 receives the signal Sr'.
' in response to the pulse of preset data terminal P, #P4.
(0011) (equivalent to [3] in decimal system) is set in binary (0011) (equivalent to [3] in decimal system), and after that, it starts counting down in response to the pulse of signal Sl', and the count value increases.

When it becomes [0], the inverted carry signal 5co (
(signal that becomes (L) level when it is (0)) is output. The inverted carry signal Sco is input to the reset terminal R of the RS flip-flop 22 via the inverter 4, and the R
The set terminal S of the S flip-flop 22 receives a signal Sr'.
is input. The RS flip-flop n is set by the signal Sr' and receives an inverted signal (that is, a carry signal) 3 of the inverted carry signal S
It outputs a signal Sd that is reset by co. The signal Sd is input to the monostable multivibrator 24, and the monostable multivibrator U outputs a signal 5ltO that is a pulse of a predetermined width (determined by the resistor R5 and the capacitor C1) in synchronization with the rising edge of the signal Sd. do. This signal S+SO has the above-mentioned pulse that goes to the ()I) level every 180 degrees of the crank angle, and is used for starting the ignition timing counter in the control unit 1B, generating an interrupt to the CPU (the path shown in the figure), etc. used. Further, the signal Sd is input to the data terminal of the D flip-flop, and the inverted signal Sco is input to the reset terminal R of the D flip-flop, and the signal Sr' is input to the clock terminal C of the D flip-flop. D flip-flop command is signal S
When the pulse of r' is clock input, if the signal Sd, which is the data input, is at the [H] level, the signal Sf becomes (H), and when the carry signal Sco, which is the reset input, becomes the (H) level, the signal Sf becomes (L). is output from output terminal Q. That is, the signal Sf rises when the (H) clock input Sr' is input when the data input Sd is at the (H) level.
It falls when the reset input SCO becomes (H). Although the details will be described later, the data input Sd rises in response to the pulse Pc of the signal Sr', and at this time, the pulse Pc,
The D flip-flop rule in which the clock is inputted accepts the clock input Sr' by the data input Sd, but P
Since there is a slight time delay between the rises of signals Sd and C, the signal Sf does not rise at the same timing as Pc1. Therefore, the signal Sf rises only in response to the pulse PC2 of the signal Sr' (see FIG. 6, which will be described later), and is used as a so-called discrimination signal for the first cylinder group. The signal Sf is input to the signal distribution circuit 20, and the signal distribution circuit 20 includes a 2-bit ring counter 26,
Reset priority circuit 27, monostable multivibrator 28
, an AND circuit 29, an OR circuit 30, an inverter 31, an OR gate 32, a Nandt gate 33, 34, a resistor R6, and a capacitor C2. The ignition control signal Sig from the control unit 18 is connected to the clock terminal C of the ring counter 26 and the inverter 3
1 as an inverted signal Sig, and the signal Sf from the D flip-flop Okara and the output St of the reset priority circuit 27 are input to the reset terminal R via an OR gate 32. The ring counter 26 is reset in response to the rise of the signal St and the output St of the reset priority circuit nail, and sets the output Sl+ of the output terminal Qo to the (H) level. Then, in response to the rise of the clock Sig, the count is increased and the output Sl+ is changed from (H) to (L) level, and the output S of the output terminal Q1 is changed from (L) to (H). Next, at the next rise of the clock Sig, the count is further increased to change the output S12 to (H)-CL), the output SIa of the output terminal Q2 to [L]-[H], and at the same time, the output S13 At the rising pulse of , the output St of the reset priority circuit H becomes (H) level and is reset. The reset priority circuit 27 is composed of NOR gates 41, 42, 43 and an inverter 44, and when the output S13 rises at a timing synchronized with the signal Sig as a clock, the signal 5t is set to the (H) level, and thereafter the next signal S
In response to the fall of ig, signal St is set to [L] level. In other words, the reset priority circuit 27 has the function of resetting the ring counter 4 using the output S, but since the output S is a single instantaneous pulse (with almost no width), in order to ensure the reliability of the reset, Reset signal St
This is because it has a predetermined width. Therefore, after being reset by the signal Sr at the first time, the clock signal Sv
It performs a reset using its own output SI3 which is synchronized with g. Note that the outputs 511sS and 2 are used as signals for determining the ignition cycles of the first and second cylinder groups, respectively. On the other hand, the signal Sf is further input to the monostable multivibrator 4, and the monostable multivibrator 28 generates a pulse of a predetermined width (determined by the time constant of the resistor R6 and the capacitor C2) in synchronization with the rising edge of the signal Sf. Signals S and 4 having the same level and signals S and S having the inverted level thereof are outputted from output terminals Q and Q, respectively. In this case, the value of the time constant that determines the pulse width is the cranking rotation speed of 10 Or
, p, m is the pulse generation period of the signal Sf, 0,
It is set to about 6 seconds. Therefore, signal S14
changes from (L) to (H) with the first pulse of the signal Sf, and thereafter is maintained at the (H) level unless the engine rotation drops below 10 Or, p, rs. Similarly, signal S14
changes to (H)-(L) at the start of cranking, and thereafter C
L) held at level. The signals S, , 8.4 are respectively input to an AND circuit 29 and an OR circuit 30, and each of these circuits 29, 30 further receives a signal S11 from a ring counter 26.
, S+2 are input. The AND circuit 29 consists of a Nant gate 6 and an inverter 46, and is an AN of the signals Sll and S2.
The OR circuit 30 outputs a pulse signal S6 that satisfies condition D, and is composed of a NOR gate 47 and an inverter 48.
Pulse signal S1 that satisfies the OR condition of signals S12, S, and 4
Output i. That is, the signals S (5, S +b are the outputs S11, S of the monostable multi-bi break 28, respectively)
14 (in other words, by the first pulse of the signal Sf), the signal 5IISS+2 is allowed to pass. Signals S, S, and SLG are input to the Nant gate blades and wings, respectively, and ignition control Sig is further input to the Nant gates 33 and 34. The Nandt gates 33 and 34 output first and second ignition control signals S igl and S igz that satisfy the NAND condition of the input signals, respectively. These signals S jgt and S tgz correspond to signals Sig distributed as ignition control signals for the first and second cylinder groups. Now, in FIG. 4 again, the first and second ignition control signals S
ig, , S4g2 are respectively switch circuits 51.
The switch circuits 51 and 52 input the primary current from the battery 55, which is energized to the ignition coil 54, to the first and second ignition control signals 51g1 and S1, respectively.
Intermittent control is performed in response to g2. The ignition coil 53 generates a high voltage on the secondary side by intermittent primary current, and supplies it to the spark plugs 56a, 56b of the first cylinder group. Similarly, the ignition coil 54 also includes spark plugs 57a and 57 of the second cylinder group.
Supply high voltage to b. Next, the effect will be explained. Generally, in a so-called electronic power distribution type engine in which a plurality of cylinders are ignited simultaneously, a sequential ignition control signal is divided in parallel for each corresponding cylinder group. Normally, crank angle information is used for this division (distribution), and for this purpose, an existing flywheel is simply used as a sensor target. On the other hand, there is a recent trend to further improve the drivability of engines, and conventional sensor information is insufficient to meet such demands because of the delay in the initial cylinder discrimination at the start of cranking. Therefore, in this embodiment, we focused on the fact that electronic processing circuit elements are cheaper than the sensor body, which requires environmental resistance, and made simple improvements to the flywheel and electronically processed the sensor signal. This makes it possible to immediately identify cylinders from the start of cranking while maintaining low cost. This will be explained below with reference to the timing chart shown in FIG. 6.7. First, for convenience of explanation, let us begin with Figure 6 (al~
(The description starts from the normal operation shown in (b). The first cylinder group #1, #4 and the second cylinder group #2, #3 repeat the stroke shown in Fig. 6(a). Accordingly, the signals from the electromagnetic pickups 13 and 14 are waveform-shaped and become the signals Sl shown in (C) and (bl), respectively.
', Sr' are input to the distribution circuit 17. Now, when the pulse Pcl of the signal Sr' rises at timing t, as shown in FIG. 6(b), the preset counter 21 starts counting down in response to the signal S,' as a clock. Also, in response to the rise of this Pc, RS
The flipflop 22 is set and the signal Sd rises as shown in FIG. 6(Q). Furthermore, in response to the rising edge of the signal 3d, the monostable multi-by-break 24 is activated as shown in FIG.
As shown in f), a signal Slto of a predetermined pulse width is generated. Note that although they are shown at approximately the same timing in the figure,
There is a slight time delay (element operation delay) compared to the rise of the signal Sd, and the signal Sd is input to the D flip-flop with a slight delay from the pulse PC1. Therefore, timing 1. Then, the output of the D flip-flop, that is, the signal Sf does not rise (see FIG. 6(g)). Next, the preset counter 21 counts down by 2.
The next pulse P
When ct rises, when the count value of the flip-flop 21 is [1], it is preset again and the count value is set to [3] again, so that the signal Sco is still (L).
) level. At this time, since the signal Sd is at the (H) level when the PC2 is input as a clock, the D flip-flop 23 raises its output Sf as shown in FIG. Sf
does not correspond to the first pulse Pc of the first cylinder group, but rises in response to the second pulse Pc2. Next, at timing t, the count value of the preset counter 21 becomes

When it becomes [0], the carry signal Sco rises (see FIG. 6 (dl)), so the RS flip-flop 7 block 22
is reset and the signal Sd falls, and in response to the rise of the carry signal Sco, the D flip-flop is reset and the signal Sf falls (see Figure 1).Then, the first cylinder group operates at TDC. When the timing t11 has passed, the pulse Pc3 of the signal s r 7 rises.Although the ignition control signal Sig etc. have changed before this,
These will be described later. When the pulse Pc3 rises, the signal Sd and the signal SIgo rise in sequence in the same way as the pulse Pc1 described above. However, the signal Sf is at this timing t I
+ does not rise for the reason mentioned above. Then, at timing t12, the counter value of the preset counter 21 becomes

When it becomes [0], the carry signal Sco rises, and in response, the signal Sd rises. Note that after timing tI+, the signal Sd is at the (H) level, but the pulse of the signal Sr' is not input, so the D flip-flop does not operate and the signal Sf remains at the (L) level (Fig. 6). (See Ig). Similarly, the above-described process is repeated corresponding to each pulse of the signal Sr'. therefore,
Signal 5l (o is the first pulse of each cylinder group (Pc, Pc,
) (with some time delay), the signal Sf rises every 180 degrees, and the signal Sf rises every 360 degrees in response only to the second pulse Pc2 of the first cylinder. From this, only the ignition cycle of the first cylinder group can be determined by determining the level of the signal Sf. On the other hand, the control unit 18 calculates the optimum ignition timing according to the operating state of the engine, and counts the signals S,' by an internal counter every time the signal S+go is input, and when the optimum ignition timing is reached, the ignition starts. Control signal Sig
is output as (H) level (see FIG. 6(h)). Note that the signal Sig falls when the ignition coil group and the winnow start being energized, and falls when igniting (when the energization is cut off). Also, the pulse width changes as the engine speed increases.
This indicates that the energization angle (closed angle) has increased. Such a signal Stg is directly connected to the Nantes gate 33.3.
4, and is inverted via the inverter 31 and input to the ring counter 26 as a signal Sig (see FIG. 6(1)). The ring counter 26 receives the signal Sig as a clock, counts it in a ring, and outputs the signals SI1 and S+2 as shown in FIG. 6(J) and fh) to the AND circuit hole and the OR circuit 30, respectively. There is. In this case, after the ring counter 26 is reset for the first time by the signal Sf that discriminates the ignition cycle of the first cylinder group, it is sequentially reset by its own output signal S12 based on this discrimination. Ring counting is performed in accordance with the ignition cycle of each cylinder group. Therefore, the signals Sll and S12 are signals synchronized with the ignition cycles of the first and second cylinder groups, respectively. Then, a sequential ignition control signal Sig is sequentially distributed to each ignition cylinder based on the signals Sll and S12. That is, the signals S, SH input to the AND circuit 29 and the OR circuit 30 are maintained at the (H) level and (L) level, respectively, by the monostable multi-by-break 28 by the first falling pulse of the signal Sf. , the AND circuit 29 and the OR circuit 30 output the signals S, , S as they are, respectively, and the signals S 5 , S
It becomes 4. Then, the signal SIS is NANDed with the signal Sig by the Nant gate 33 and is inputted to the switch circuit 51 as the ignition control signal Sig for the first cylinder group, as shown in FIG. 6(1). On the other hand, the signal S16 is NANDed with the signal Sig by the Nantes gate 34, and the ignition control signal 51 of the second cylinder group is generated as shown in FIG.
It is input to the switch circuit 52 as g2. At this time,
As described above, the signal S1 is synchronized only with the ignition cycle of the first cylinder group, and the signal S7 is synchronized only with the ignition cycle of the second cylinder group. Therefore, the signal Sig is appropriately distributed by the signals S+l and S12 in synchronization with the ignition cycle of each cylinder group. The signals distributed in this way cause ignition sparks to fly in each cylinder and ignite the air-fuel mixture. Next, an example at the time of starting will be explained. Figure 7 (Al indicates the cylinder stroke as in Figure 6. When power is supplied to the device in synchronization with the starting operation, each circuit element is reset. Immediately after the start of cranking, Figure 7 ( As shown in bl, when a pulse pc3 is first generated in the signal Srj at timing tz+, the preset counter 21 starts counting down due to this pulse Pc3, and the RS flip-flop 22 is reset.However, at this time, the signal Since the rise of Sd is delayed from the pulse Pc3, the signal Sf output from the D flip-flop does not rise.

When it becomes [0] (that is, after counting three pulses of signal 5.1), signal SCO rises and resets both the RS flip-flop 22 and the D flip-flop. Therefore, although the signal Sd falls, the signal Sf
continues to be held in the (L) state. In this way, the pulse P
When c3 occurs first, signal Sd is generated, but
As shown in FIG. 7 (C1), the pulse of the signal Sf does not rise. Since the pulse of the signal S does not rise, it is determined that the ignition cycle at this time is the second cylinder group. , the ring counter 26 is reset as an initial process at the same time as the starting operation, and at this time the signal 511
is [H], and the signal S7 is in the (L) state.
h>, see (1)). The signal Sig, which is an inversion of the ignition control signal Sig (see FIG. 7(f)) from the control unit 18, is generated at timing t as shown in FIG. 7(g).
, t, the ring counter 26 performs a ring count and the signal SIf is output as shown in FIG.
-, change the level of S12. These signals Sll
, SL2 are input to the AND circuit 29 and OR circuit 30, respectively, but since the pulse of the signal Sf has never risen in the signals SI3 and S input to each of these circuits 29 and 30, The level has not changed since the start (see FIGS. 7(d) and (e)). Therefore, the outputs S and SI6 of each circuit 4 and 30 are respectively signal 5H5sS as shown in FIG. 7 (J) and (G)).
It is maintained at the same level as 14. Therefore, the signal S fgt output from the Nantes gate 33 is as shown in FIG.
As shown in 1), the signal 51g2 that is maintained at the [H] level and output from the Nantes gate 34 is shown in FIG.
As shown in the figure, the signal changes and rises at different timings in response to the signal Sig. That is, it is possible to determine that the second cylinder group is in the ignition cycle based on the first pulse Pc2, and correctly distribute the ignition control signal Sig to the second cylinder group and output it to the switch circuit 52 as the second ignition control signal stg2. Next, when pulses P c 1 and P c2 are generated in the signal Sr' at the timings tzs and tz, respectively, the timing 'J' occurs similarly to the process shown in FIG.
At 4, the signal Sf rises for the first time. As a result, the monostable multivib break signal operates, and the levels of the signals SIS and St+ change as shown in FIGS. 7(d) and (Q), respectively, and thereafter are maintained at the same level. Further, the ring counter 26 is forcibly reset by the rising edge of the signal Sf, and the levels of the signals S11 and SL2 change as shown in FIG. The first
It is determined that the cylinder group is in an ignition cycle. Then, when the level of the signal Sig changes at timing tt5, this time, unlike the case at timing t22, the signals S, , S
Since the levels of , are reversed, the signal Sig falls at timing ttS as shown in FIG. 7(1). That is, it is determined that the first cylinder group is in the ignition cycle based on the pulses P c 1 and P C2, and the ignition control signal Si
g to the first cylinder group correctly and the first ignition control signal S
It can be output to the switch circuit 51 as igl. Once the ignition cylinder is correctly determined, the signals S11 and S are alternately repeated as in the case of FIG.
12 alternating level changes), the signals Stg are distributed accurately. In this way, no matter which of the first and second cylinder groups is in the ignition position at the start of cranking, the ignition cycle is correctly determined and the engine can be started immediately, unlike in the past. That is, the minimum rotation angle until the ignition cylinder is determined is within the range of approximately 0° to slightly less than 180° in terms of crank angle, and starting performance can be significantly improved even when starting at low temperatures. Note that the determination of the first cylinder group is delayed by the time that three pulses of signal 81' are input (3.3° x 3'' = 10') after pulse PC2 of signal Sr' is input, but the generation of pulse Pc1 There is no problem in practical use as long as the timing is set sufficiently before top dead center (TDC).For example, in the case of this embodiment, the generation timing of pulse Pc is set at 120 degrees before top dead center. In addition, the present invention requires only one expensive sensor and requires only simple improvements to the existing flywheel and changes to the signal processing circuit, so the above effects can be achieved at extremely low cost. can be obtained. Next, the second invention will be explained. FIGS. 8 to 12 are diagrams showing an embodiment of the second invention,
In describing this embodiment, the same components as those in the embodiment of the first invention described above are given the same reference numerals, and the explanation thereof will be omitted. In FIG. 8, 61 is a delay circuit (delay means),
The delay circuit 61 is interposed between the waveform shaping circuit 16 and the distribution circuit (distribution means) 62. Delay port FIlr61
A start signal Sst is manually input from the starter switch 63, and the starter switch 63 outputs the start signal Sst which becomes [H] when the starter (not shown) is operating. The delay circuit 61 receives the start signal Sst
The circuit has the function of delaying the pulse of the signal Sr' by a predetermined time from the rising point of the signal Sr', and the detailed circuit is shown in FIG. In FIG. 9, the delay circuit 61 includes a monostable multivibrator 64, a down counter 65, an RS flipflop 66, a D flipflop, and an AND gate 68.69.
and an inverter 70. The monostable multipipe rake 64 outputs a signal Sc that becomes a pulse of a predetermined width and an inverted signal Sε of this signal from output terminals Q and Q in synchronization with the rising edge of the start signal Sst. Note that the period during which the signal Sc is at the [H] level (ie, the above-mentioned pulse width) corresponds to the delay time Ts. The signal Sc is input to an AND gate 69, and when the signal Sc is at the (H) level, the AND gate 69 passes the signal 3r' and outputs it to the preset terminal PE of the down counter 65 as a preset signal Spe. The down counter 65 further has a signal S□' input to its clock terminal C, and the down counter 65 receives a preset signal S
In response to the pulse of pe, the recent data terminals p, xp
4 in binary (0011) (in decimal notation [3]
(equivalent to ), and after that, it starts counting down in response to the pulses of the signals S and ', and the count value increases.

When it becomes [0], the inverted carrier signal Sc is output from the inverted carrier out terminal CO.
Output o. The inverted carry signal Sco is sent to the inverter 70
The preset signal S is input to each reset terminal R of the RSS flip-flop 6 and the D flip-flop through the
pe is input. RSS flip-flop 6 receives signal S
A signal Sd which is input by pe and reset by carrier signal Sco is outputted from output terminal Q to the data terminal of D flip Flora Pro. On the other hand, the inverted signal S of the monostable multi-bi break 64
τ is input to an AND gate 68, which inputs the signal Sr when the signal Sτ is at the ()I) level.
/ is passed through and output as a signal S r ''. This is,
Conversely, when the signal S'''c is at the (L) level (within the delay period Ts), it means that the signal Sr' is blocked from passing.The signal Sr'' is the clock terminal of the D flip-flop 67. It is input to C, and D flip-flop 6
7 indicates that when the pulse of the signal S r '' is input as a clock, the signal Sd, which is the data input, is at the (H) level (
When the carrier signal Sco, which is the reset input, becomes (H) level, a signal Sr that becomes (L) is output from the output terminal Q. That is, the signal sr is the data human power Sd
When is at the (H) level, the clock human power Sr' at (H)
It rises when input, and falls when reset manual power Sco becomes (H). Therefore, the signal Sf rises only in response to the pulse of the signal Sr'', and is used as a so-called discrimination signal for the first cylinder group. The signals Sf and Srn are input to the distribution circuit 62, which further includes The signal SI' and the ignition control signal Sig are input.The distribution circuit 62
As shown in FIG. 0, the signal generating circuit is composed of a ring counter 73 of 71, 72, and 2 bits, an OR gate 74, and an inverter 75. The signal generation circuit 71 generates a signal S r
"When the pulse Pc2 of " is generated, the signal sb□ before top dead center of the first cylinder group is output, and this signal SbI and signal Sf are inputted to the reset terminal R of the ring counter 73 via the OR gate 74. The signal generation circuit 72 generates a signal S'
'', a signal Sug which becomes (H) level every 180 degrees of crank angle is generated and output to the control unit 18. On the other hand, the clock terminal C of the ring counter 73 receives an ignition control signal from the control unit 18. Sig is input as an inverted signal -5-31g via the inverter 75, and the ring counter 73 receives the signal Sb1 or the signal S
It is reset in response to the rise of f, and sets the output Sig of the output terminal Qo to the (H) level. Then, in response to the rise of the clock Sig, the counter knob changes the output Sig from the (H) level to the (L) level, and also changes the output 51g2 of the output terminal Q from the (L) level to the (H) level. change to That is, the inverted signal %Sig which is reset by the signals Sb, , Sr is ring-counted and the output signal %Sig is outputted.
Change the level of 1g2. In other words, the signal Sb
, , Sf, the inverted signal Sig is distributed to each of the first and second cylinder groups as signals Sig, , 51g2, respectively. The rest is the same as the embodiment of the first invention described above. In the above configuration, FIGS. 11 and 12 show timing charts of the operation. First, the background of this embodiment will be described. As explained in the embodiment of the first invention, the apparatus according to the first invention can identify the ignition cylinder immediately from the start of cranking, compared to the conventional apparatus, but when the engine is stopped, It is expected that there may be some difficulty in determining the ignition cylinder depending on the piston stop position. In other words, flywheel■1
When the piston stops at a position where the electromagnetic pickup 14 faces the flywheel 11 (hereinafter referred to as a specific stop position) between the first pin 12a and the second pin 12b, the signal Sr is activated at the start of cranking. There is a possibility that the first pulse of the engine is only a single pulse, and even though the first cylinder group is in the ignition cycle, the signal is processed as if the second cylinder group is in the same cycle. Incidentally, such a case is actually extremely rare, and its frequency is extremely low. In this embodiment, even in such a rare case, the ignition cylinder is intended to be accurately determined immediately from the start of cranking. FIG. 11 (al to (1)) is a timing chart when the piston stops at a specific stop position. Bin 12a and the second
When the engine is stopped with the electromagnetic pickup 14 facing the intermediate position of the bin 12b, when a starting operation is performed at timing t11 and the starter is activated,
At the same timing tit, the start signal Sst rises as shown in FIG. 11(C), and the signal Sε falls as shown in FIG. 11(d). And this timing ts+
Immediately after, a pulse PC2 is generated in the signal Sr' as shown in FIG. 11(b). At this time, during the delay period Ts from timing t31 to timing tiL, the inverted signal S
Since τ is maintained at the (L) level, Fig. 11 (11)
As shown in , the pulse corresponding to Pc2 is not generated in the signal Sr''. Therefore, the distribution circuit 62, which has the function of operating in response to the pulse of the signal Sr'', is not yet activated, and the signal S1@. generation and ignition control signal Si
H is not distributed (see FIG. 11(f) to fl). This means that the ignition cylinder will not be determined if the edge PC2 occurs alone, and so-called erroneous determination can be prevented. Next, at timing t33, the start signal Sst becomes (L
), and at timing t)◆, the pulse PC is applied to the signal S'
1 is generated, since the inverted signal sE has already returned to the [L] level, the AND gate 68 allows the passage of the pulse Pc3, and the signal Sr' is outputted from the AND gate 68 as the signal s rT/ ( Figure 11 (see el)
. Then, based on this signal srI+, the delay circuit 61
Then, each part of the distribution circuit 62 starts operating. Therefore, the distribution circuit 62 uses the same timing t5.
+, a (H) level pulse is generated in the signal 5lfO, and the distribution process of the ignition control signal Sig is started. That is, from the generation of pulse Pc3, it is determined that the second cylinder group is in the ignition cycle, and the ignition control signal Sig is first distributed to the second cylinder group (see FIG. 11 (1)). Next, as shown in FIG. 11, when pulses Pc, Pc2 are generated in the signal Sr', the signal Sr' also has pulses PCI, PC2, and the first cylinder group enters the ignition cycle. It is determined that there is an ignition control signal S.
ig is distributed to the first cylinder group (see FIG. 11). In this way, even if the piston is stopped at a specific stop position, the predetermined delay period T from the start of cranking
A signal S that delays the output of the pulse Pc2 of the signal Sr' by s and substantially erases (masks) this pulse Pc2.
By determining the ignition cylinder based on r'', the determination can be made accurately and starting control can be improved. FIG. 12 shows the pulse P of signal Sr' at the start of cranking.
This is a timing chart in the case where c1 and Pc2 occur consecutively, but Pc, force (masked) and a signal Sr' having pulses after Pc2 are input to the distribution circuit 62. is shown.Now, the timing t
When the starter is started with @, the start signal Sst rises at the same timing as shown in Figure 12 (dl), and a unit angle pulse is generated in the signal Sl' as shown in Figure 12 (C). Then, at this timing t@
After a slight delay, pulses Pc, Pc2 are generated in the signal Sr' as shown in FIG. At this time, during the delay period Ts from timing t@, the inverted signal Sτ is maintained at the (L) level as shown in FIG. 12(f), so the pulse PC8 of the signal Sr' is masked and )
As shown in , no pulse corresponding to Pc is generated in the signal s rll. On the other hand, the signal Sc rises simultaneously with the timing t41 as shown in FIG. 12 (li!1), and during the delay period Ts (H
) level. Therefore, the first pulse Pc of the signal % S r' is ANDed with the signal Sc and becomes the signal S
The signal Sd is preset inputted to the down counter 65 as pe, and the signal Sd rises as shown in FIG. 12(J). As a result, the down counter 65 is set to the initial value [3].
] and starts counting unit angular pulses of the signals S,'. After the count starts and before counting 3 unit angle pulses (
In other words, when the count value finishes counting the second unit angle pulse (before the count value changes down from [3] to [1]), pulse PC2 is generated again in the signals S and #, but at this time the delay period has already started. Since Ts has elapsed, this pulse PC2 is clocked into the D flip-flop 67. Furthermore, since the signal Sd, which is the data input to the D flip-flop 67, is at (H) at this time, the output Sf of the D flip-flop 67 rises in response to the pulse PC2 as shown in FIG. 12 (kl). , in response to the pulse PC2, the signal Sl@O rises at the same timing as the signal Sf, as shown in FIG. 12(1). That is,
At the start of cranking, pulse Pc of signal 5 r//. and Pc2 occur consecutively, but even if Pc is masked, the delay period Ts elapses before the down count value of the down counter 65 changes from [3] to [1], and the pulse PC2 Since it is not masked,
A signal Sf capable of determining the ignition cycle of the first cylinder group and a signal sago used for updating ignition timing data, etc. can be generated. And these signals S f
-, S+1o, the distribution circuit 62 determines that the first cylinder group is in the ignition cycle, and the ignition control signal S
ig is distributed to the first cylinder group (Figure 12 ((2)
, Tnl). Thereafter, as in the case of FIG. 11 described above, the ignition cylinder is appropriately determined based on the signal Sr'', and the ignition control signal Sig is accurately distributed to the corresponding cylinder group (see FIG. 12 ((2)).
) to (0)). In this way, even if the pulse Pcm at the start of cranking is masked and only a single pulse PC2 is generated, the signal Sf is generated by the unit angular pulse counting process, and the first cylinder group is activated during the ignition cycle without error. It is possible to determine that the ignition control signal Sig is present and distribute the ignition control signal Sig. Note that the delay period Ts is determined by the signal Sr'' at the start of cranking.
It is sufficient to set the length to such a length that the pulses of 1 to 2 are masked, and in this embodiment, the length is set to about Ioms. Furthermore, according to this embodiment, when the engine is restarted (when the engine body is at a high temperature), it is possible to avoid problems such as when the ignition cylinder is misjudged and the cylinder during the intake stroke is ignited, causing a backfire. I can do it. Note that the first and second inventions are not limited to the example in which signal processing is performed by a wired logic circuit as shown in the above embodiments, but can of course be realized by, for example, a microcomputer. (Effects) According to the first and second inventions, the ignition cylinder can be determined immediately at the start of cranking and ignition control signals can be accurately distributed, and engine startability can be improved at low cost. Moreover, especially according to the second invention, even when the piston stops at a specific stop position, the ignition cylinder can be accurately determined.

[Brief explanation of drawings]

Figure 1 (al is the overall configuration diagram of the first invention, Figure 1 (b)
2 is an overall configuration diagram of the second invention, FIGS. 2 to 7 are diagrams showing an embodiment of the first invention, FIG. 2(a) is a side view of the flywheel and electromagnetic pickup, and FIG. (b) is a front view of the flywheel and electromagnetic pickup, Fig. 3 (a), fig. 3) is a timing chart showing the output signal of the electromagnetic pickup, Fig. 4 is its block configuration diagram, and Fig. 5 is its Detailed circuit diagram of the distribution circuit, Figure 6 (al
〜(ni) is a timing chart for explaining the operation during steady operation, FIG. FIG. 8 is a diagram showing an embodiment of the invention, FIG. 8 is a block diagram of its pro-7 configuration, FIG. 9 is a detailed circuit diagram of its delay circuit, FIG. 10 is a detailed circuit diagram of its distribution circuit, and FIG. 1
Figures I (a) to (11 are timing charts for explaining the action at the time of starting), Figure 12 (al to (01) are timing charts for inventing other actions at the time of starting, and Figure 13 is the conventional Fig. 13 is a diagram showing a flywheel and an electromagnetic pickup of an ignition cylinder discriminating device for an internal combustion engine;
Figure (a) is its side view, and Figure 13 (bl is its front view. 11-.-Flywheel (rotating member), 12a-1
2 c ------1st to 3rd pins (1st to 3rd reference angle detectors), 13- - Electromagnetic pickup (unit angle detection means), 1
4-.-Electromagnetic pickup (reference angle detection means), 17.
62--Distributing circuit (distributing means), 61-...
-・Delay circuit (delay means).

Claims (2)

[Claims] (1)a) A first reference angle detector provided at a position corresponding to a predetermined crank angle before top dead center of the first cylinder group whose crank angles are in the same phase, and a first reference angle detector provided at a position corresponding to a predetermined crank angle before top dead center of the first cylinder group whose crank angles are in the same phase; a second reference angle detector provided at a position corresponding to the crank angle of the second cylinder group; a unit angle detector provided for each unit crank angle; a rotating member that rotates in synchronization with engine rotation; b) rotation of first, second, and third reference angle detectors of the rotating member; a reference angle detection means for detecting a reference crank angle based on the position; c) a unit angle detection means for detecting a unit crank angle based on the rotational position of a unit angle detector of a rotating member; d) a reference angle detection means; An internal combustion engine characterized by comprising: a distributing means for discriminating the ignition cycles of the first and second cylinder groups based on the output of the unit angle detecting means, and distributing an ignition control signal for each cylinder according to the discrimination result. Engine ignition cylinder discrimination device. (2)a) A first reference angle detector provided at a position corresponding to a predetermined crank angle before top dead center of the first cylinder group whose crank angles are in phase, and a predetermined crank angle away from the first reference angle detector. a second reference angle detector provided at a position corresponding to the crank angle of the second cylinder group; a unit angle detector provided for each unit crank angle; a rotating member that rotates in synchronization with engine rotation; b) rotation of first, second, and third reference angle detectors of the rotating member; a reference angle detection means for detecting a reference crank angle based on the position; c) a unit angle detection means for detecting a unit crank angle based on the rotational position of a unit angle detector of a rotating member; d) a reference angle detection means; a distributing means for discriminating the ignition cycles of the first and second cylinder groups based on the output of the unit angle detecting means, and distributing the ignition control signal for each cylinder according to the discrimination result; e) when the engine is in a starting state; An ignition cylinder discriminating device for an internal combustion engine, comprising: a delay means for delaying the output of the reference angle detection means input to the distribution means by a predetermined time from the start of cranking.