JPS6253714B2 - - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention relates to a capacitor discharge type internal combustion engine ignition system that does not use a signal coil.

As a capacitor discharge type internal combustion engine ignition system,
The output of the positive half cycle of the exciter coil provided in the magnet generator charges the capacitor, and the output of the subsequent negative half cycle from the exciter coil gives an ignition signal to the thyristor for controlling discharge. There are some devices in which the ignition operation is performed by discharging the charge in the capacitor to the primary coil of the ignition coil through the ignition coil. According to such a configuration, a signal coil for determining the ignition position is not required, so that the structure of the generator attached to the engine can be simplified. However, in the conventional ignition system of this type, due to the armature reaction due to the current flowing from the exciter coil to the capacitor during the positive half cycle of the exciter coil,
There was a problem in that the rise of the output in the next negative half cycle was delayed, resulting in a delay in the ignition position. This tendency becomes more pronounced as the engine speed (rpm) increases, so in conventional ignition systems of this type, the characteristics of the engine ignition position θi with respect to the engine speed N are as shown by the broken line in Figure 5. The drawback was that the ignition position was significantly delayed at high speeds. The ignition position θi on the vertical axis in Fig. 5 is the angle before the top dead center of the engine, which is the ignition position at the normal rotation speed (3000 rpm).
It is shown as

In addition, with conventional ignition systems of this type, an ignition signal is sent to the capacitor discharge thyristor even when the engine is rotating in reverse, so the engine is ignited even when the engine is rotating in reverse, which is a problem with two-stroke engines. It was unsuitable as an ignition device.

SUMMARY OF THE INVENTION An object of the present invention is to provide a capacitor discharge type internal combustion engine ignition system that has a simple configuration that does not use a signal coil, and that can prevent delays in ignition position at high speeds and generation of sparks during reverse rotation. .

DESCRIPTION OF THE PREFERRED EMBODIMENTS The present invention will be described in detail below along with embodiments thereof with reference to the drawings.

FIG. 1 shows a circuit according to an embodiment of the present invention, in which 1 is an exciter coil arranged in a magnet generator that rotates synchronously with the internal combustion engine, 2 is a primary coil 2a, and a secondary coil 2b. One end of the primary and secondary coils 2a and 2b of the ignition coil are commonly connected and grounded. Reference numeral 3 denotes a spark plug connected to the secondary coil 2b, and this spark plug is attached to a cylinder of an engine (not shown). One end 1 of exciter coil 1
diodes 4 and 5 are connected to a and the other end 1b, respectively.
The cathodes of these diodes are connected and the anodes of these diodes are grounded. Also connected to one end of the exciter coil 1 is the anode of a diode 6, whose cathode is connected to one end of a capacitor 7 for storing ignition energy. The other end of the capacitor 7 is connected to the non-grounded terminal of the primary coil 2a of the ignition coil, and also to the anode of a damper diode 8, the cathode of which is grounded. The anode of a discharge control thyristor 9 is connected to the connection point between the cathode of the diode 6 and the capacitor 7, and the cathode of the thyristor 9 is grounded. The anode of a Zener diode 10 is connected to the gate of the thyristor 9, and the cathode of the Zener diode 10 is connected to the other end 1b of the exciter coil 1 via a current limiting resistor 21.
It is connected to the. In this embodiment, the diode 4,
The Zener diode 10 and the current limiting resistor 21 constitute a signal supply circuit that provides a firing signal to the thyristor 9 using the negative half-cycle output of the exciter coil 1, and the output voltage of the exciter coil 1 in the direction of the dashed arrow shown in the figure is zener diode 10
Exciter coil 1 → Current limiting resistor 21 → Zener diode 1 when the temperature exceeds the Zener level.
Thyristor 9 in the path of 0 → gate cathode of thyristor 9 → diode 4 → exciter coil 1
An ignition signal is given to the ignition signal. In this specification, the polarity of the output of the exciter coil is such that the polarity of the half cycle in which the capacitor 7 is charged is positive, and the polarity in the half cycle in which the ignition signal is given to the thyristor 9 is negative.

In order to control the supply of signals to the thyristor 9,
A signal control circuit 11 is provided. This control circuit includes a thyristor 12 whose anode is connected to the other end 1b of the exciter coil 1, and the cathode of the thyristor 12 is grounded via a resistor 13 having a small resistance value. The thyristor 12 is provided to substantially short-circuit the negative output voltage of the exciter coil 1 when conductive, and the anode and cathode are forward biased by the negative output voltage of the exciter coil 1. It becomes conductive. The control circuit 11 also includes a signal control capacitor 14 whose one end is grounded, and the other end of the capacitor 14 is connected to the gate of the thyristor 12 via a resistor 15. A cathode of a diode 17 is connected to the connection point between the capacitor 14 and the resistor 15 via a resistor 16, and an anode of the diode 17 is connected to one end 1a of the exciter coil 1. Therefore, the signal control capacitor 14
is charged to the polarity shown in the figure through the diode 17 and the resistor 16 by the positive polarity output of the exciter coil 1 (output v ₂ in the direction of the solid arrow shown in the figure). The resistors 15 and 13 constitute a first discharge circuit that discharges the capacitor 14 through between the gate and cathode of the thyristor 12. A firing signal is provided to the thyristor 12. The collector of a transistor 18 whose emitter is grounded is connected to one end of the non-grounded side of the capacitor 14, and the base of the transistor 18 is connected to the non-grounded terminal of the resistor 13 through a resistor 19. The transistor 18 is for discharging the capacitor 14, and the transistor 18 and the resistor 19
and 13 constitute a second discharge circuit 20 that discharges the capacitor 14 while the thyristor 12 is conductive.

In the ignition system of the above embodiment, when the engine rotates in the positive direction, the exciter coil 1 has a negative polarity first half cycle voltage v ₁ and a positive polarity second half voltage v 1 during one rotation of the rotor when the engine rotates in the positive direction. A cycle voltage v ₂ and a third half cycle voltage v ₃ of negative polarity are generated sequentially. Figure 2 shows an example of a magnet generator that generates this kind of voltage in the exciter coil.
This magnet generator consists of a magnet rotor 30 and a stator 40. The magnet rotor 30 consists of a rotor body 31 made of a magnetic material and a magnet 33 fixed in a recess 32 provided on the outer periphery of the rotor body 31. It has a shaft mounting hole 34 into which a drive shaft such as a shaft is fitted. The magnet 33 is magnetized in the radial direction of the rotor,
The magnetic pole on the outer circumferential side of the magnet 33 (N pole in the example shown) 33
a and magnetic poles (S poles in the illustrated example) 33b and 33c appearing on both sides of the recess 32 constitute three rotor magnetic poles.

The stator 40 is a laminated iron core 4 formed in a substantially U-shape.
1, and magnetic pole portions 44 and 45 are formed at the tips of both leg portions 42 and 43 of this iron core 41 to face the magnetic poles of the rotor via a predetermined gap.
The distance between the magnetic pole parts 44 and 45 of the iron core 41 is
The spacing is set approximately equal to the spacing between the rotor magnetic poles 33b and 33c, so that the magnetic pole portions 44 and 45 can simultaneously face the rotor magnetic poles 33b and 33c, respectively. An ignition coil 2 consisting of a primary coil 2a and a secondary coil 2b is wound around one leg 42 of the iron core 41, and an exciter coil 1 is also wound thereon. In this generator, the exciter coil 1 when the engine rotates in the forward direction and the rotor 30 rotates in the forward clockwise direction in FIG.
When the induced voltage waveform of is shown with respect to the rotation angle θ, it becomes as shown in FIG. 3a. This induced voltage has a waveform in which a negative polarity voltage v ₁ , a positive polarity voltage v ₂ , and a negative polarity voltage v ₃ appear in sequence, and is generated once per ignition cycle. Here, one ignition cycle is the period from one ignition in a cylinder of the engine until the next ignition, and in the example shown in FIG.
It is equal to the period of rotation. In addition, in FIG. 2, when the magnet rotor 30 rotates counterclockwise, the induced voltage waveform of the exciter coil 1 is the third waveform.
As shown in FIG. b, the waveform is such that a positive half-cycle voltage v ₃ ′, a negative half-cycle voltage v ₂ ′, and a positive half-cycle voltage v ₁ ′ appear in sequence.

In the example shown in FIG. 2, since the ignition coil 2 is wound around the stator core 41, a voltage is also induced in the ignition coil 2 due to the rotation of the rotor 30. In this embodiment, a voltage having a phase opposite to the output voltage of the exciter coil 1 is induced in the primary coil 2a of the ignition coil 2. That is, in FIG. 1, when a voltage v ₂ of positive polarity in the direction of the solid arrow is induced in the exciter coil 1, a voltage of negative polarity in the direction of the solid arrow is induced in the primary coil 2a. Note that the ignition coil 2 does not necessarily have to be provided inside the magnet generator, but may be provided outside the magnet generator.

Next, the operation of the above embodiment will be explained. When the rotor 30 of the magnet generator shown in FIG. 2 rotates in the forward direction, a voltage exhibiting a no-load waveform as shown in FIG. 4a is induced in the exciter coil 1 with respect to the rotation angle θ. This waveform is similar to that shown in Figure 3a. When a positive half-cycle voltage v ₂ is induced in exciter coil 1 at an angle θ ₁ , exciter coil 1 → diode 6 → capacitor 7 → diodes 8 and 1
A current flows through the path of the secondary coil 2a → diode 5 → exciter coil 1, and the capacitor 7 is charged to the polarity shown. At this time, the terminal voltage of the capacitor 7 changes as shown in FIG. 4b. Further, due to this positive polarity voltage _v2 , a current flows through the diode 17, the resistor 16, the capacitor 14, and the diode 5, and the signal control capacitor 14 is charged to the illustrated polarity. The charge of this capacitor 14 is the resistance 1
5. Since the discharge occurs between the gate and cathode of the thyristor 12 and through the resistor 13, the thyristor 12 becomes conductive at the same time as a negative voltage _v3 is induced in the exciter coil ₁ at an angle θ2. Thyristor 12
conducts, the exciter coil 1 to the thyristor 12 to the resistor 21 are connected as shown by the solid line in Fig. 4d.
A current i _b flows through the resistor 13 and the exciter coil 1 is substantially short-circuited. Therefore, the voltage applied to the Zener diode 10 (voltage v _c across the diode 5) has a value lower than the Zener level v _z as shown by the solid line in FIG. Not given.

The current i _b flows to a position delayed from the falling position of the waveform of the voltage v ₃ when no load is applied due to the armature reaction. When the thyristor 12 becomes conductive, a voltage drop occurs across the resistor 13, and this voltage causes the resistor 19 to
A base current flows through the transistor 18 through the transistor 18. Therefore, transistor 18 becomes conductive, and the charge in capacitor 14 is discharged through the collector-emitter of transistor 18. Thyristor 12 receives negative polarity voltage v ₃ from the exciter coil.
The capacitor 14 remains conductive while the current is generated, and the base current continues to be supplied to the transistor 18 during this time, so that the capacitor 14 is completely discharged by the end of the half cycle of the negative polarity voltage _v3 . Then the angle θ ₄
, a first half-cycle voltage v ₁ of negative polarity is induced in the exciter coil 1, but at this time, the capacitor 1
Since there is no charge on thyristor 4 and no firing signal is applied to thyristor 12, thyristor 12 is held in a decremented state. Therefore, the instantaneous value of the negative polarity voltage v ₁ increases, and when the voltage v _c applied to the Zener diode 10 becomes equal to or higher than the Zener level v _z at the angle θi, a firing signal is given to the thyristor 9. As a result, the thyristor 9 becomes conductive, and the charge in the capacitor 7 is rapidly discharged through the thyristor 9 and the primary coil 2a. This discharge current causes a large magnetic flux change in the iron core of the ignition coil 2, which induces a high voltage v _h (Fig. 4e) in the secondary coil 2b, causing a spark to occur in the ignition plug 3 and igniting the engine. The peak value of the negative polarity voltage v ₁ induced in the exciter coil 1 increases as the engine speed increases, and the phase at which the voltage v ₁ reaches the Zener level of the Zener diode 10 progresses, so the ignition position θi is It progresses as the rotation speed increases. The characteristic of this ignition position θi with respect to the engine rotational speed N is shown by curve b in FIG.

In the conventional ignition device, since there is no signal control circuit 11, an ignition signal is given to the discharge control thyristor ₉ by the negative voltage v3 generated following the positive voltage _v2 . This negative polarity voltage v ₃ is applied to capacitor 7
The ignition position is delayed because the start-up is delayed due to the armature reaction caused by the charging current, and this delay in the ignition position becomes significant as the engine speed increases, as shown by curve a in FIG. On the other hand, in the present invention, the ignition signal is sent to the discharge control thyristor 9 at the negative polarity voltage v ₁ in the half cycle before the positive polarity voltage v ₂ (half cycle for charging the ignition energy storage capacitor). Therefore, the ignition position θi will not be delayed when the engine is running at high speed, as shown by curve b in FIG. 5, without being affected by armature reaction.

One feature of the present invention is that a current limiting resistor 21 is provided. If there were no current limiting resistor 21 in the above embodiment, a large short-circuit current would flow when the thyristor 12 conducts, so the period in which the short-circuit current would flow due to armature reaction would be longer, and the rotational speed would increase to N ₁ , N ₂ and The current waveforms of the exciter coil 1 when N ₃ (N ₁ < N ₂ < N ₃ ) are shown in Fig. 6.
The waveforms are shown with N ₁ , N ₂ and N ₃ attached. Therefore, in a high-speed region where the rotational speed exceeds _N2 , the thyristor 12 continues to conduct until the half cycle in which the negative polarity voltage _v1 is generated, as shown by the broken line in Fig. 4d, and as shown in Fig. 4c. As shown by the broken line in , the voltage applied to the Zener diode 10 becomes lower than the Zener level even during the period of the angle θ ₄ to _{θ 1} where the negative polarity voltage v ₁ is generated, so that the ignition operation is no longer performed.

On the other hand, when the current limiting resistor 21 is provided as in the present invention, the current flowing to the exciter coil is limited when the thyristor 12 conducts, so the armature reaction is reduced and the period during which the current i _b flows is shortened. be done. Therefore, even at high speeds, the thyristor 12 is turned off at a position before the angle θ ₄ at which the negative polarity voltage v ₁ rises, and the ignition operation is performed without any trouble.

Next, consider a case where the magnet rotor 30 rotates in the opposite direction in the generator shown in FIG. In this case, a voltage v ₃ ' of positive polarity is first generated in the exciter coil 1, as shown in FIG. 3b, and then a voltage v ₂ ' of negative polarity is generated. The capacitor 7 is charged by the positive voltage v ₃ ', and the capacitor 14 is also charged,
Due to the charge of this capacitor 14, the thyristor 12
An ignition signal is given to the ignition signal. Therefore, as soon as the positive voltage v ₃ ' is followed by the negative voltage v ₂ ', the thyristor 12 becomes conductive and the supply of the ignition signal to the thyristor 9 is blocked. The capacitor 14 is completely discharged while the negative polarity voltage v ₂ ' is generated, but
Next, when a positive polarity voltage v ₁ ′ occurs, it is charged again,
It is also charged by the next positive polarity voltage v ₃ '. Therefore, even when the negative polarity voltage v ₂ ' is generated next time, the thyristor 12 becomes conductive to prevent the supply of the ignition signal to the discharge control thyristor 9. In this way, when the generator is reversed, no ignition signal is given to the thyristor 9, so no ignition operation is performed. Therefore, when the present invention is applied to a two-stroke engine, it also serves as a device for preventing reverse rotation of the engine.

In the above embodiment, the ignition energy storage capacitor 7 is provided in series with the primary coil 2a of the ignition coil, and the discharge control thyristor 9 is provided in parallel with the series circuit of the capacitor 7 and the primary coil 2a. However, the capacitor discharge type ignition circuit only needs to discharge the electric charge of the capacitor 7 to the primary coil 2a when the thyristor 9 becomes conductive.For example, in FIG.
It is also possible to switch the positions of the thyristor 9 and the thyristor 9. Further, the damper diode 8 and the Zener diode 10 can be omitted.

Further, in the above embodiment, the second
Although the discharge circuit was constructed using the transistor 18, a thyristor may be used instead of the transistor. Further, the second discharge circuit can be configured only by resistors connected in parallel to both ends of the capacitor 14 without using a transistor or a thyristor. Furthermore, if the charge in the capacitor 14 can be almost completely discharged to zero through the resistor 15 and the gate cathode of the thyristor 12 before the negative polarity voltage v ₁ rises, this second discharge circuit can be omitted. Can be done.

In some cases, when the negative polarity voltage _v1 rises above the set rotation speed of the engine at high speed, the capacitor 14
It is also possible to set the discharge time constant of the capacitor 14 so that a charge remains in the capacitor 14. In this case, the ignition operation will not be performed above the set rotation speed, so that an overspeed prevention effect can be obtained. .
Further, by appropriately setting the size of the current limiting resistor 21, it is possible to prevent over-speed rotation by blocking the ignition operation at high speeds.

As described above, the present invention has the advantage that it is possible to eliminate the influence of the armature reaction of the magnet generator, thereby preventing delays in the ignition position at high speeds, and also preventing ignition operations during reverse rotation. Furthermore, in the present invention, since a current limiting resistor is inserted in series in the path of current flowing from the exciter coil through the signal control thyristor, the rotation range in which the ignition operation can be performed without any trouble can be extended to the high speed range. The engine can be ignited without any problem even in

[Brief explanation of the drawing]

FIG. 1 is a connection diagram showing a circuit according to an embodiment of the present invention, FIG. 2 is a front view showing an example of a magnet generator used in the present invention, with some parts omitted and partially cut away,
FIGS. 3a and 3b are waveform diagrams showing the output voltage of the exciter coil during normal rotation and reverse rotation of the generator shown in FIG. 2, respectively, and FIGS. FIG. 5 is a diagram showing the characteristics of the ignition position relative to the rotational speed of the ignition device of the present invention and the conventional ignition device. 1... Exciter coil, 2... Ignition coil,
3...Spark plug, 4-6...Diode, 7...
... Capacitor for ignition energy storage, 9 ... Thyristor for discharge control, 12 ... Thyristor for signal control, 13 ... Resistor, 14 ... Capacitor for signal control, 16 ... Resistor, 17 ... Diode, 18 ...
...transistor (semiconductor switch for reset),
19...Resistance.

Claims (1)

[Claims] 1 The ignition coil is provided in a magnet generator that rotates in synchronization with the rotation of the internal combustion engine, and when the engine rotates in the forward direction, the voltage of the first half cycle of negative polarity and the voltage of the second half cycle of positive polarity are an exciter coil that sequentially outputs a third half-cycle voltage of negative polarity; and an ignition energy storage provided on the primary side of the ignition coil and charged to one polarity by the positive output voltage of the exciter coil. a discharge control thyristor provided to discharge the electric charge of the capacitor to the primary coil of the ignition coil when the capacitor is electrically connected; A capacitor discharge type internal combustion engine ignition device comprising a signal supply circuit that provides an ignition signal to a thyristor, the signal control capacitor being charged to one polarity by the positive output voltage of the exciter coil, and the exciter coil. a signal control thyristor provided in parallel with the exciter coil in such a direction that the anode and cathode are biased in the forward direction by the negative output voltage in order to substantially short-circuit the negative output voltage of the exciter coil; , discharging the charge in the signal control capacitor through a current limiting resistor inserted in series in a path of a current flowing from the exciter coil through the anode and cathode of the signal control thyristor, and the gate cathode of the signal control thyristor; A capacitor discharge type internal combustion engine ignition device characterized by comprising a discharge circuit.