KR100353219B1 - A rotatable senser for controlling ignition timing of automobile - Google Patents

Abstract

The present invention relates to an ignition device of a vehicle, and more particularly, by configuring the structure of the rotation sensor for controlling the ignition timing of the ignition device in a back bias type, which is a cross section, to improve the failure of sensor assembly in an engine assembly and an actual vehicle. It relates to a rotation sensor for controlling the vehicle ignition timing.

Conventional ignition timing control sensor has a difficult problem when assembling the engine by assembling the blade between the "c" shaped sensor, the gap between the "c" shaped sensor and the blade is only 1mm, accumulate assembly during engine assembly When a tolerance occurs, the sensor and the blade are touched to cause a sensor defect. If the vehicle is operated for a long time, the blade is touched to the sensor by vibration and abrasion of the vehicle. Since the lower part is composed of a hall IC and a control circuit associated with the lower side, the blade and the magnet are close to each other, thereby causing breakage of the magnet when assembling the engine and making it impossible to adjust the gap between the blade and the sensor.

The present invention to solve the above problems,

In the rotation sensor for controlling the ignition timing in the ignition device of all cars using the internal combustion engine,

It is characterized in that the blade is placed on top of the "b" shaped sensor to detect the rotation timing (Timing) as it rotates by the rotation axis.

Therefore, according to the present invention, the magnet is located behind the Hall IC in the back bias structure, thereby preventing the failure of the magnet during assembly, and the reliability of the parts is improved by preventing the failure of the magnet, thereby improving the quality of the automobile. As a result, the performance and lifespan of the vehicle can be improved, and the gap between the blade and the sensor can be freely manipulated, thereby improving the assemblability when assembling the engine of the vehicle.

Description

A rotatable senser for controlling ignition timing of automobile}

The present invention relates to an ignition device of a vehicle, and more particularly, by configuring the structure of the rotation sensor for controlling the ignition timing of the ignition device in a back bias type, which is a cross section, to improve the failure of sensor assembly in an engine assembly and an actual vehicle. It relates to a rotation sensor for controlling the vehicle ignition timing.

In general, the car is a very complex structure, but the car is divided into a chassis and a body.

The chassis is a generic term for the rest of the body removed from the vehicle and consists of a frame, an engine, a power transmission device, a suspension device, a steering device and a brake device as parts and devices.

The engine is a device for generating power for driving an automobile, and is composed of various devices such as a valve device, a lubrication device, a cooling device, a fuel device, an ignition device, a starter device, as well as an engine main part such as a cylinder block.

The ignition system is an apparatus that causes combustion by igniting an electric spark in a mixer compressed in a combustion chamber, and includes a battery ignition system, a magnet ignition system, a transistor ignition system, and the like. .

As shown in FIG. 1, the battery ignition type ignition device includes a battery 1, an ignition switch 2, an ignition coil 3, a distributor 4, a spark plug 5, and the like. It is.

Referring to the operation of the ignition device configured as described above, when the ignition switch 2 is first closed, the primary current flows from the storage battery 1 to the primary coil 3a of the ignition coil 3 via the ignition switch 2.

At this time, the current flows toward the ground when the breaker contact point 4a is closed, and the primary current is blocked when the interrupter contact point 4a is opened.

On the other hand, a high voltage is generated in the secondary coil 3b of the ignition coil 3 by self-induction.

The high voltage thus generated is applied to the spark plug 5 through the distributor 4 to cause a spark discharge to burn the mixed gas.

Here, the ignition coil 3 is a step-up transformer for generating a current of a voltage of 20,000 ~ 30,000V high, 2 is wound on the core by using the electromagnetic induction (Electro Magnetic Induction) and mutual induction (Mutual Induction) In the four coils, the input side is called a secondary coil 3b.

Since the primary current is direct current, no induced voltage appears.

However, when the primary current is interrupted by the interrupter, a voltage E ₁ higher than the power supply voltage (battery voltage) is generated in the primary coil 3a by the magnetic induction action.

The voltage E ₁ generated on the primary coil 3a side depends on the number of turns of the primary coil 3a, the magnitude of the current, the rate of change of the current, and the material of the iron core.

In addition, the secondary coil 3b generates a voltage E ₂ which is almost in proportion to the number of turns by the mutual induction action.

In other words,

Where N ₁ : number of turns of primary coil N ₂ : number of turns of primary coil

The structure of the ignition coil (3) as described above is composed of iron core type and iron core type of the individual, the iron core type of the pitch compound, oil-filled case type and low pressure iron core, cold of high-pressure iron core type There is a type, and there is a cold type of low pressure iron core in the iron core type.

The closed core type is also called an integrated type, and the primary terminal, the secondary terminal, etc. are synthetic resins having high insulation, and are integrated with the coil body, so that they have a compact and light advantage, but are widely used in two-wheeled vehicles because they are inferior in heat dissipation.

On the other hand, the iron core type is a separate type, also known as a separate type, the car type is often used in automobiles are a case type of the iron core type is filled with a pitch compound for the insulation between the coil and the case and oil injection type injecting insulating oil.

The pitch compound type has been used for a long time, and the oil injection type has excellent cooling effect and can be miniaturized.

The ignition coil has important performance characteristics, that is, speed characteristics and temperature characteristics, and the speed characteristics should be maintained at 6 mm or more at a prescribed rotation speed as the discharge gap becomes narrower as the rotation speed of the engine increases.

In addition, since the thermal characteristics generate high voltage, the insulation is considered to be the most important among electrical appliances, and the insulation resistance and the breakdown voltage decrease with increasing temperature, but should be 10 MΩ or more at 80 ° C.

When the temperature rises, the resistance of the primary coil is increased to decrease the primary current, and accordingly, the discharge gap on the secondary side is reduced, thereby defining performance at 80 ° C.

The distributor 4 distributes the high-pressure current induced in the ignition coil 3 to the spark plug 5 of each cylinder according to the ignition order of the engine, and interrupts the primary current of the ignition coil 3 therein. The camshaft or crankshaft is driven by the camshaft or crankshaft to adjust the chopper, the battery 1 to prevent burnout of the contactor contacts, and the ignition timing. In a two-cycle engine, it is driven 1: 1 by the crankshaft.

The main function of the distributor 4 is to adjust the ignition timing according to the rotational speed of the engine, to send the high-voltage electricity to the spark plug 5 according to the ignition order, to interrupt the primary current to the secondary coil To induce.

As described above, the rotation sensor for controlling the ignition timing in all the ignition apparatuses using the internal combustion engine, that is, the cam position sensor (hereinafter referred to as CPS or below), the crank angle sensor (hereafter referred to as CAS or below) and the rotation The blade is configured to detect the timing of the rotation (Timing) as the blade 20 enters between the "c" shaped sensor 10 as shown in Figure 2a and rotated by the rotation axis 30 have.

As shown in FIG. 2B, the sensor 10 includes a magnet 10c inside the case 10a and a hall IC 10b and a related control circuit 10d below the case 10a. It consists of a double-sided interrupt type with).

At this time, the sensor 10 and the blade 20, as shown in Figure 2c, the blade 20 is inserted and fixed between the "c" shaped sensor 10 to be fixed at intervals of 1mm.

The ignition timing control sensor configured as described above, as the blade 20, which is a magnetic metal, passes between the magnet 10c and the hall IC 10b located inside the "c" shaped sensor 10, The magnetic flux flowing by the magnet 10c is blocked, while the blade 20, which is a magnetic metal, passes between the magnet 10c and the hole IC 10b located inside the “c” shaped sensor 10. If not, the operation of passing the magnetic flux flowing through the magnet 10c is repeated to output a signal.

However, the conventional ignition timing control sensor as described above has a difficult problem when assembling the engine by assembling the blade between the "c" shaped sensor, the distance between the "c" shaped sensor and the blade is only 1mm. If the accumulated accumulation tolerance occurs when assembling the engine, the sensor and the blade are touched to cause the sensor to be defective.If the actual vehicle runs for a long time, the blade is touched to the sensor due to the vibration and wear of the vehicle. do.

In addition, since there is a magnet on the upper side and the hall IC and the related control circuit on the lower side, the blade and the magnet are close to each other, so that the breakage of the magnet occurs when the engine is assembled, and the gap between the blade and the sensor cannot be adjusted.

Accordingly, the present invention was devised to solve the above-mentioned problems, and by configuring the rotation sensor for controlling the ignition timing of the ignition device in a back bias type, which is a cross section, sensor breakdown in an engine assembly and an actual vehicle. It is an object of the present invention to provide a rotation sensor for controlling a vehicle ignition timing to improve the defect.

Rotation sensor for controlling the vehicle ignition timing of the present invention for achieving the above object,

In the rotation sensor for controlling the ignition timing in the ignition device of all cars using the internal combustion engine,

It is characterized in that the blade is placed on top of the "b" shaped sensor to detect the rotation timing (Timing) as it rotates by the rotation axis.

1 is a configuration diagram of a ignition device of a typical vehicle;

2a to 2c is a configuration diagram of a rotation sensor for general ignition timing control,

3a to 3c is a configuration diagram of a rotation sensor for controlling the vehicle ignition timing according to the present invention,

4 is an internal circuit diagram of the hall IC of FIG. 3.

<Explanation of symbols for the main parts of the drawings>

1: storage battery 2: ignition switch

3: ignition coil 4: distributor

5: spark plug 15: sensor

20: blade 30: rotation axis

15a: Case 15b: Hall IC

15c: magnet 15d: control circuit

15e: cable

Hereinafter, exemplary embodiments of the present invention will be described with reference to the accompanying drawings.

As shown in FIG. 3A, the rotation sensor for controlling the ignition timing of the vehicle according to the present invention includes a rotation sensor for controlling the ignition timing in all the ignition apparatuses of the automobile using the internal combustion engine.

The blade 20 is placed on top of the “b” shaped sensor 15 and configured to detect the timing of rotation as it is rotated by the rotation shaft 30.

As shown in FIG. 3B, the sensor 15 has a Hall IC 15b at the upper end of the case 15a, and a back bias having the magnet 15c positioned at the lower end of the Hall IC 15b. Bias) structure, and includes a control circuit (15d) associated with the lower side of the case (15a).

At this time, the sensor 15 and the blade 20, as shown in Figure 3c, by positioning the blade 20 between the "b" shaped sensor 15 to be freely adjustable up to a gap of up to 3mm It is fixed.

The rotation sensor for controlling the vehicle ignition timing according to the present invention configured as described above has a case 15a of the sensor 15 according to the rotation of the blade 20 when the blade 20 made of ferromagnetic metal rotates around the rotation shaft 30. The magnetic flux formed in the front part of the hall IC 15b is changed by the magnet 15c located inside the N-axis.

As the magnetic flux formed in the front part of the hall IC 15b is changed as described above, the current and voltage inside the hall IC 15b are changed, so that the sensor 15 outputs a signal in an open collector method. Done.

That is, when the blade 20 rotates to contact the sensor 15, the hall IC 15b located inside the sensor 15 may turn off the power supply circuit 15b-1 as shown in FIG. 4. The power supply voltage Vcc supplied through the amplifier 15b-3 is amplified by the Hall element 15b-2, and the power amplified through the amplifier 15b-3 is supplied through the Schmitt trigger 15b-4. The "high" level is output to the output transistor 15b-5.

On the other hand, when the blade 20 rotates and moves away from the sensor 15, the hall IC 15b located inside the sensor 15 may receive a power supply voltage supplied through the power supply circuit 15b-1. Vcc is amplified in the amplifier 15b-3 through the hall element 15b-2, and the power amplified through the amplifier 15b-3 is output through the Schmitt trigger 15b-4. Outputs a "low" level.

Therefore, the sensor 15 controls the ignition timing of the ignition device by the hall IC 15b which repeatedly outputs the "high" level and the "low" level as described above.

As described in detail above, the rotation sensor for controlling the vehicle ignition timing according to the present invention has a back bias structure, and the magnet is located behind the hall IC, thereby preventing the failure of the magnet during assembly. This improves the quality of the car, thereby improving the performance and life of the car, and can freely control the gap between the blade and the sensor, thereby improving the assemblability when assembling the engine of the car. have.

Although the invention has been described in detail only with respect to the specific examples described, it will be apparent to those skilled in the art that various modifications and variations are possible within the spirit of the invention, and such modifications and variations belong to the appended claims.

Claims (3)

In the rotation sensor for controlling the ignition timing in the ignition device of all cars using the internal combustion engine, Rotation sensor for controlling the vehicle ignition timing, characterized in that configured to sense the rotation timing (Timing) as the blade 20 is positioned on the top of the "b" shaped sensor (15) to rotate by the rotary shaft (30). The method of claim 1, The sensor 15, There is a Hall IC 15b at the upper inside of the case 15a, It has a back bias structure in which the magnet 15c is placed at the lower end of the hall IC 15b, Rotation sensor for controlling the vehicle ignition timing, characterized in that it comprises a control circuit (15d) associated with the lower side inside the case (15a). The method of claim 1, The sensor 15, Rotation sensor for controlling the vehicle ignition timing, characterized in that configured to be freely adjustable up to a blade 20 and the interval of up to 3mm.