201137229 六、發明說明： 【發明所屬之技術領域】 本發明係關於一種引擎點火系統的控制方法及裝置， 尤心一種可轉速變化及供油量大小適應性地調整點火電 壓之相關技術。 【先前技術】 一般引擎係利用高壓電火花點燃混合汽以進行運轉， 刖述的點火系統主要係以數千伏特之高壓電跳過火星塞之 電極間隙以產生火花，並點燃已壓縮之混合汽以形成一火 焰核，再迅速擴及整個燃燒室以產生快速之燃燒，使氣體 迅速膨脹’並推動活塞產生動力。 根據實驗得知，汽缸内產生最大壓力時，曲轴位置在 上死2刖1 5左右，引擎可以得到最大動力，但自火星塞 跳火至混合汽燃燒以產生最高壓力所需之時間受引擎之 壓縮比、汽油辛烷值、混合汽量、混合汽濃度、引擎轉速 等因素影響而有所不同。換言之，引擎欲獲得最大動力， 點火的時機必須隨引擎工作情況而改變。 又 >飞油引擎性能良窳受點火系統的影響極大，火花德 弱或點火時間不準確’將使引學無力、耗油、爆震，並售 1排出氧化奴等廢氣。因此一良好的點火系統控制絮 置必須考慮前揭因素。 如我國發明專利權第1227302號「一種提昇機車引驾 f火效率的方法」，主要係在一使用化油器之機車引擎j 電子控制單元（Electronic Control Unit, ECU)，請！ 201137229 圖所示，該電子控制單元1(Ecu)内建—多段式變化 =火角度的邏輯分析程式6,且電子控制單元彳輸出端透 電容放電單元(Capacitance Discharge 丨gnmon， 11與火星塞12連接，以執行點火動作；再者，該 :控制單疋1亦分別接收引擎轉數2、引擎負載3及引 ’皿度7等資訊’經過分析後以決^ —最佳的點火角度。 另電子控制單& 1輸出端設有一警示燈8,且電子控制單201137229 VI. Description of the Invention: [Technical Field] The present invention relates to a control method and apparatus for an engine ignition system, and is particularly useful in a technique for adaptively adjusting the ignition voltage by varying the number of revolutions and the amount of oil supplied. [Prior Art] The general engine uses a high-voltage electric spark to ignite the mixed steam to operate. The ignition system described above mainly uses a high-voltage electric current of several thousand volts to skip the electrode gap of the spark plug to generate a spark and ignite the compressed one. The vapor is mixed to form a flame core, which is then rapidly expanded throughout the combustion chamber to produce rapid combustion, allowing the gas to rapidly expand and push the piston to generate power. According to the experiment, when the maximum pressure is generated in the cylinder, the crankshaft position is about 2刖15, and the engine can get the maximum power, but the time required to generate the highest pressure from the spark plug to the mixed steam combustion is affected by the engine. The compression ratio, gasoline octane number, mixed steam volume, mixed vapor concentration, engine speed and other factors are different. In other words, the engine wants to get the most power, and the timing of the ignition must change with the engine's working conditions. Also > the performance of the flying oil engine is greatly affected by the ignition system, the spark is weak or the ignition time is not accurate 'will make the school less power, fuel consumption, knocking, and sell 1 exhaust gas such as oxidized slave. Therefore, a good ignition system control flotation must take into account the precautions. For example, China's invention patent No. 122732, "A method for improving the efficiency of locomotive driving," is mainly used in a locomotive engine j electronic control unit (ECU) using carburetor, please! 201137229 The figure shows that the electronic control unit 1 (Ecu) has built-in multi-stage change = fire angle analysis logic 6 and the electronic control unit 彳 output trans-capacitor discharge unit (Capacitance Discharge 丨gnmon, 11 and Mars plug 12 Connected to perform the ignition action; in addition, the control unit 1 also receives the engine revolution number 2, the engine load 3, and the information such as the 'draft degree 7', which are analyzed to determine the optimal ignition angle. The electronic control unit & 1 output is provided with a warning light 8 and an electronic control unit
凡1並與一電腦4連結，以變更邏輯分析程式6的設定， 另可接受一檢測器5的檢測。 知引2料㈣的主要㈣在於電子控料元1隨時檢 ， 速及引擎負載的訊息，藉以選擇一最佳點火角度 再命令一電容放電單元11以最佳點火角度進行放電點火 的作業’以達到提昇機車引擎之點火效率的目的。 則述發明專利案所揭#的點火控制方法雖❺了檢知引 擎轉速訊號以外’更進-步檢知引擎負載的訊息(如引擎的 :管壓力、油門開度等)，以決定一最佳的點火角度，然而 引述發明專利案並未進—步揭示引擎轉速、歧管塵力或油 門開度之間的關係’亦未詳細揭示當引擎轉速、歧管壓力 2門開度在何種條件下所決定的點火角度為何？因此儘 s引述專利案提不了同時檢知引擎轉速、歧管壓力或油門 開度等訊息以決定最佳的點火角[進而提升點火效率， 然而具體的技術手段則付之闕如。 另如前揭所述，當引擎點火的火花微弱或點火時間不 準確，將出現引擎無力、耗油'爆震及大量排出廢氣等狀 況，不僅浪費能源，更影響環境品質。 201137229 由上述可知，既有引擎點火系統的控制裝置仍未盡周 延，有待進一步檢討改進，並謀求可行的解決方案。 【發明内容】 因此，本發明主要目的在提供一種引擎點火系統之控 制方法，其同時根據引擎的轉速資訊與燃料供應量的多寡 ，以決疋一點火電壓；使於低速或高油量的狀況下提升電 壓進行點火以達到充分燃燒、提高點火效率之目的；又由 ® 於燃燒完全，可避免火星塞積碳，又因大幅降低廢氣排放 量，故有助於節能減碳。 為達成前述目的採取的主要技術手段係令前述控制方 法係令一點火系統的控制裝置執行以下步驟，包括： 接收一引擎轉速訊號’並判斷引擎轉速是否滿足一設 定條件； 接收一油門開度訊號’以判斷是否滿足一高油量條件Any one is connected to a computer 4 to change the setting of the logic analysis program 6, and another detector 5 can be detected. The main (4) of the reference material (4) is that the electronic control unit 1 can detect the speed and the engine load at any time, so as to select an optimal ignition angle and then command a capacitor discharge unit 11 to perform the discharge ignition operation at the optimal ignition angle. To achieve the purpose of improving the ignition efficiency of the locomotive engine. The ignition control method disclosed in the invention patent case, while detecting the engine speed signal, is more in step-by-step detection of engine load information (such as engine: tube pressure, throttle opening, etc.) to determine the most Good ignition angle, however, the invention patent case does not further reveal the relationship between engine speed, manifold dust force or throttle opening'. It also does not disclose in detail what the engine speed and manifold pressure are. What is the ignition angle determined under the conditions? Therefore, the patent case can not mention the simultaneous detection of engine speed, manifold pressure or throttle opening to determine the best ignition angle [and thus improve the ignition efficiency, but the specific technical means are not available. As mentioned above, when the ignition of the engine is weak or the ignition time is not accurate, there will be a situation such as engine powerlessness, fuel consumption 'knocking and a large amount of exhaust gas exhaustion, which not only wastes energy but also affects environmental quality. 201137229 It can be seen from the above that the control device of the engine ignition system is still not fully extended, and further improvement is needed, and a feasible solution is sought. SUMMARY OF THE INVENTION Therefore, the main object of the present invention is to provide a control method for an engine ignition system, which simultaneously determines the ignition voltage according to the speed information of the engine and the amount of fuel supply; and enables the situation of low speed or high oil quantity. The lower boost voltage is used for ignition to achieve full combustion and improve ignition efficiency. It is also fully burned to avoid spark sequestration of carbon, and it can contribute to energy saving and carbon reduction by greatly reducing exhaust emissions. The main technical means for achieving the foregoing objective is to cause the control method of the ignition system to perform the following steps, including: receiving an engine speed signal 'and determining whether the engine speed meets a set condition; receiving an accelerator opening signal 'To determine whether a high oil condition is met
I 交又判斷前述引擎轉速訊號及油門開度訊號是否符合 一轉速油量設定條件； §引擎轉速低於一設疋條件或滿足一高油量條件時， 將提供一升壓後的點火電壓進行點火，由於高油量狀況下 以高電壓進行點火，可使混合汽充分燃燒，而大幅提高點 火效率，且由於燃燒完全’故可有效降低廢氣排放量，符 合減碳的環保概念；若引擎轉速或油門開度未滿足設定條 件’則不提升點火電壓，而依一般條件進行點火》 本發明又一目的在提供一種引擎點火系統之控制裝置hi 5 201137229 ，該控制裝置包括有： 、二，制單元，内建一判斷程序’並設定有一個以上的 轉速叹定值及個以上的油門開度設定值；又控制單元分 別連並接收弓丨擎轉速訊號及一油門開度訊號，並透過 前述判斷程序交？八4 2丨敬 又刀析引擎轉速訊號與油門開度訊號，以 判斷引擎轉速與油門 β 、 ]開度疋否滿足對應的設定值； -電容式放電點火單元，主要係由一電容、一點火線 圈電子開關組成’其中電子開關係與前述控制單元連 接’並接受控制單元的控制，以決定電容是否對點火線圈 放電而執行點火； -充電電壓供應單元，係設於前述控制單元與電容式 放電點火單元之間，其受控制單元控制而決定是否提升或 降低電容式放電點火單元中的電容電壓； 利用刖述裝置以控制引擎 ^ _ 年t點火時，畲引擎轉速低於 一轉速設定值或油門開声 门開度苻合一設定值（高油量），控制單 元將使充電電壓供應單元裎斗料發― ^ 兀耠升對電谷放電式點火單元的電 1壓，而在電子開關導通時，遂以較高的電容電壓送至 點火線圈進行點火·又4 *" 右為南轉速/低油量時，則以較低的 電谷電壓送至點火線圈進 声-入τ ^ 1 订點火’藉此可使燃燒系統的燃 燒全，不僅有效提高點 门點火效率，更可大幅減少排放 ’達到節能減碳的目的。 "孔 【實施方式】 清參閱第一圖所示，福古 揭不有本發明控制裝置一 知例的具體電路構造，主 賞 主要係由一控制單元（10)、一電容 6 201137229 放電式點火單元（20)及一充電電壓供應單元（3〇)等組成； 其中： 該電容式放電點火單元（20)主要係由一電容（21)、_ 點火線圈（22)及一電子開關（23)組成’其中電容（21)一端係 透過電子開關（23)與充電電壓供應單元（3〇)的輸出端連接 ’電容（21.)另端則連接至點火線圈（22);於本實施例中， 該電子開關（23)係由一矽控整流器（SCR)構成，其陽極A 係與電容（21)及充電電壓供應單元（30)的輸出端連接，其 • 間極G則與控制單元（1〇)的一輸出端連接，接受控制單元 (1〇)的輸出訊號控制其導通與否，進而決定電容（21)是否 對點火線圈（22)放電以執行點火。 §玄充電電壓供應單元（30)係設於前述控制單元（1〇)與 電谷式放電點火單元（2〇)之間，於本實施例中，該充電電 壓供應單元（30)主要係由一放大電路（3彳）及一升壓用的變 壓器（32)組成，其中放大電路（31)包括一場效電晶體Q1， 其閘極係與控制單元（10)的一輸出端連接，又場效電晶體 • Q1的汲極則與變壓器（32)的一次側連接，而變壓器（32)的 一次側則與電容放電式點火單元（2〇)的輸入端連接，當控 制單元（10)的輸出端送出一脈波訊號，將透過放大電路 (31)放大後送至變壓器（32)的一次側，並在變壓器（32)的二 次側感應產生一電壓訊號，用以對電容放電式點火單元 (20)中的電容（21)充電，一旦控制單元（1〇)使電容放電式點 火單τι: (20)中的電子開關（23)導通，則充電電壓供應單元 (30)輸出端接地，電容（21)隨即對點火線圈（22)放電而執行 點火，根據上述工作原理，當控制單元（1〇)送至充電電壓 201137229 供應單元（30)的電壓訊號提高時，充電電壓供應單元（3〇) 對電容（21)充電的電壓亦將提高；反之，若控制單元（10) 送至充電電壓供應單元（30)的電壓訊號降低時，充電電壓 供應單元（30)對電容（21)充電的電壓亦相對降低》 該控制單元（1 0)係由一微控制器構成，並進一步可為 一具備脈寬調變（PWM)功能的控制器，又控制單元（1〇)除 與電容放電式點火單元（20)及充電電壓供應單元（30)具備 前述的連接關係外，該控制單元（1 〇)的一輸入端進一步充 Φ 電電壓供應單元（30)的輸出端連接，以偵測其輸出的充電 電壓；又控制單元（1〇)另分別接收一引擎轉速訊號及一油 門開度訊號’其中引擎轉速訊號可透過一感測器偵測取得 ’該油門開度訊號則取自化油器節流閥的開度。I also judge whether the engine speed signal and the throttle opening signal meet the one-speed oil quantity setting condition; § When the engine speed is lower than a set condition or meet a high oil condition, a boosted ignition voltage is provided. Ignition, due to high-intensity ignition at high voltage, can make the mixed steam fully burn, and greatly improve the ignition efficiency, and because of the complete combustion, it can effectively reduce the exhaust gas emissions, in line with the environmental protection concept of carbon reduction; Or the throttle opening does not satisfy the set condition 'the ignition voltage is not raised, and the ignition is performed according to the general conditions.>> Another object of the present invention is to provide a control device for an engine ignition system hi 5 201137229, the control device comprising: Unit, built-in a judgment program' and set more than one speed sigh value and more than one throttle opening setting value; and the control unit respectively receives and receives the bow engine speed signal and a throttle opening signal, and through the foregoing Judging the program? 8 4 2 丨 又 又 引擎 引擎 引擎 引擎 引擎 引擎 引擎 引擎 引擎 引擎 引擎 引擎 引擎 引擎 引擎 引擎 引擎 引擎 引擎 引擎 引擎 引擎 引擎 引擎 引擎 引擎 引擎 引擎 引擎 引擎 引擎 引擎 引擎 引擎 引擎 引擎 引擎 引擎 引擎 引擎 引擎 引擎 引擎 引擎 引擎 引擎 引擎 引擎 引擎 引擎 引擎The fire coil electronic switch constitutes 'where the electronic open relationship is connected with the aforementioned control unit' and is controlled by the control unit to determine whether the capacitor discharges the ignition coil to perform ignition; - the charging voltage supply unit is provided in the aforementioned control unit and capacitive Between the discharge ignition units, which are controlled by the control unit to determine whether to increase or decrease the capacitance voltage in the capacitive discharge ignition unit; when the engine is controlled to control the engine ^ _ year t ignition, the engine speed is lower than a speed setting value Or the throttle opening degree is combined with a set value (high oil quantity), and the control unit will make the charging voltage supply unit 裎 发 ― ^ 对 对 对 对 对 对 对 对 对 电 电 电 电 电 电 电When the switch is turned on, 遂 is sent to the ignition coil with a higher capacitor voltage for ignition. · 4 *" Right for south speed/low oil, lower The electric valley voltage is sent to the ignition coil to enter the sound-injection τ ^ 1 to ignite the ignition system, so that the combustion system can be fully burned, which not only effectively improves the ignition efficiency of the gate, but also greatly reduces the emission ‘to achieve the purpose of energy saving and carbon reduction. "孔[Embodiment] As shown in the first figure, Fugu reveals that there is no specific circuit structure of a control device of the present invention. The main reward is mainly composed of a control unit (10) and a capacitor 6 201137229. The ignition unit (20) and a charging voltage supply unit (3〇) and the like; wherein: the capacitive discharge ignition unit (20) is mainly composed of a capacitor (21), an ignition coil (22) and an electronic switch (23) The composition 'where one end of the capacitor (21) is connected to the output end of the charging voltage supply unit (3〇) through the electronic switch (23) 'the capacitor (21.) and the other end is connected to the ignition coil (22); in this embodiment The electronic switch (23) is composed of a voltage controlled rectifier (SCR), and the anode A is connected to the output of the capacitor (21) and the charging voltage supply unit (30), and the interpole G is connected to the control unit. An output of (1〇) is connected, and the output signal of the control unit (1〇) is controlled to control whether it is turned on or not, thereby determining whether the capacitor (21) discharges the ignition coil (22) to perform ignition. The charging voltage supply unit (30) is disposed between the control unit (1) and the electric valley discharge ignition unit (2〇). In this embodiment, the charging voltage supply unit (30) is mainly composed of An amplifying circuit (3彳) and a boosting transformer (32), wherein the amplifying circuit (31) comprises a field effect transistor Q1, the gate system of which is connected to an output end of the control unit (10), Effector crystal • The drain of Q1 is connected to the primary side of the transformer (32), while the primary side of the transformer (32) is connected to the input of the capacitor discharge ignition unit (2〇), when the control unit (10) The output end sends a pulse signal, which is amplified by the amplifying circuit (31) and sent to the primary side of the transformer (32), and a voltage signal is induced on the secondary side of the transformer (32) for discharging the capacitor. The capacitor (21) in the unit (20) is charged, and once the control unit (1〇) turns on the electronic switch (23) in the capacitor discharge ignition unit τι: (20), the output terminal of the charging voltage supply unit (30) is grounded. The capacitor (21) then discharges the ignition coil (22) and executes the point. According to the above working principle, when the voltage signal sent by the control unit (1〇) to the charging voltage 201137229 supply unit (30) is increased, the voltage charged by the charging voltage supply unit (3〇) to the capacitor (21) will also increase; If the voltage signal sent from the control unit (10) to the charging voltage supply unit (30) is lowered, the voltage charged by the charging voltage supply unit (30) for charging the capacitor (21) is also relatively lowered. The control unit (10) is A microcontroller is configured, and further can be a controller with a pulse width modulation (PWM) function, and the control unit (1) is provided with a capacitor discharge ignition unit (20) and a charging voltage supply unit (30). In addition to the foregoing connection relationship, an input end of the control unit (1 〇) is further connected to the output end of the electric voltage supply unit (30) to detect the charging voltage of the output; and the control unit (1〇) separately Receiving an engine speed signal and an accelerator opening signal 'where the engine speed signal can be detected by a sensor to detect 'the throttle opening signal is taken from the opening of the carburetor throttle valve.
再者’該控制單元（10)内建一判斷程序，並設定有一 個以上的轉速設定值及一個以上的油門開度設定值；其中 可行的轉速設定值包括：小於1〇〇 RPM、大於1〇〇 RPM 且小於1000 RPM、大於1000 rpm且小於6000 rpm; 籲 又油門開度設定值可為：大於或小於50 %。（前述數值係 為方便以后的實施例說明，非用以限定於該具體的數值， 合先陳明），又控制單元（1 〇)將根據接收的引擎轉速訊號、 油門開度訊號及前述設定值，透過前述判斷程序交又分析 引擎轉速訊號與油門開度訊號是否滿足對應的設定值，其 具體流程請參閱第二圖所示，包括： 檢知引擎轉速訊號以判斷引擎轉速是否小於1〇〇 RPM(201);若小於1〇〇 RPM，表示機車為媳火停止狀態 ’故停止充電（電容電壓為〇)，以節省電力； 201137229 當引擎轉速大於100 RPM’接者判斷是否大於loo。 RPM(202) ’若小於1 000 RPM則提升電容電壓至275V， 並送至點火線圈執行點火動作（206);該點火線圈的阻數比 若為1:100，則可將點火電壓提升至27500V ; 若引擎轉速訊號大於1 〇〇〇 RPM，則進一步判斷引擎 轉速是否小於6000 RPM(203); :¾引擎轉速大於6000 RPM’即交又分析油門開度訊 號以檢知油門開度是否小於50 %(205丨； _ 右油門開度小於50 %，即降低電容電壓至225V ,並 送至點火線圈執行點火動作（206);此時經過點火線圈升壓 後的點火電壓約22500V，相較於高油量時的點火電壓已 大幅降低； 當前述步驟（203)判斷引擎轉速小於6000 RPM，且交 叉判斷油門開度小於50 %時（204)，則控制單元（1〇)將不 &升也不降低充電電壓供應單元（3〇)輸出的充電電壓，即 以常態的電容電壓進行充電及點火。 ® 除刖述判斷流程外，该控制單元（1 〇)亦可設定其他條 件例如设定引擎轉速在某一高轉速（如6000 RPM)以下 ，而油門開度達一定開度（如80%)以上時（例如爬坡時即為 高轉速高油量），亦可提升電容電麼，使燃燒完全，提升點 火效率並減少排放廢氣。 由上述可知，引擎轉速低或油門開度大時，顯示為低 速高油量的狀態，在此狀況下提升電容電壓執行點火，將 可使:合八充分燃燒，不僅提高點火效率且有效減少廢氣 排放里、避免火星塞積碳；另—方面，當引擎高速運轉， 201137229 但油門開度小時，顯示為高 則降低電容電壓以執行點火 明係根據引擎的轉速與化油 火用的電容電壓，以達到提 減碳的目的》 速低油量的狀態，在此狀況下 ’以減少能量消耗，因此本發 器供油的狀況適應性地調節點 南點火效率、節約電力及節能 【圖式簡單說明】Furthermore, the control unit (10) has a built-in determination program and is provided with more than one speed setting value and one or more accelerator opening setting values; wherein the feasible speed setting values include: less than 1〇〇RPM, greater than 1 〇〇RPM and less than 1000 RPM, greater than 1000 rpm and less than 6000 rpm; call and throttle opening setting can be: greater than or less than 50%. (The foregoing numerical values are for convenience of the following embodiments, and are not limited to the specific numerical values, and the first control unit), and the control unit (1 〇) will be based on the received engine speed signal, the throttle opening signal and the foregoing settings. The value is analyzed by the foregoing judgment program to analyze whether the engine speed signal and the throttle opening signal satisfy the corresponding set value. For the specific process, please refer to the second figure, including: detecting the engine speed signal to determine whether the engine speed is less than 1〇. 〇RPM(201); if less than 1〇〇RPM, it means that the locomotive is in the bonfire stop state, so stop charging (capacitor voltage is 〇) to save power; 201137229 When the engine speed is greater than 100 RPM', the receiver judges whether it is greater than loo. RPM(202) 'If less than 1 000 RPM, boost the capacitor voltage to 275V and send it to the ignition coil to perform the ignition action (206); if the resistance ratio of the ignition coil is 1:100, the ignition voltage can be raised to 27500V. If the engine speed signal is greater than 1 〇〇〇RPM, further determine whether the engine speed is less than 6000 RPM (203); :3⁄4 engine speed is greater than 6000 RPM' and then analyze the throttle opening signal to check if the throttle opening is less than 50 %(205丨; _ The right throttle opening is less than 50%, that is, the capacitor voltage is reduced to 225V, and sent to the ignition coil to perform the ignition action (206); at this time, the ignition voltage after boosting by the ignition coil is about 22500V, compared to The ignition voltage at high oil quantity has been greatly reduced; when the above step (203) determines that the engine speed is less than 6000 RPM and the cross determination valve opening is less than 50% (204), the control unit (1〇) will not & The charging voltage output from the charging voltage supply unit (3〇) is also not reduced, that is, charged and ignited by the normal capacitor voltage. ® The control unit (1 〇) can also set other conditions, such as setting, in addition to the description flow. Engine turn When the throttle opening is below a certain speed (such as 6000 RPM) and the throttle opening reaches a certain degree of opening (such as 80%) (such as high speed and high oil when climbing), it can also improve the capacitance and make the combustion Completely, the ignition efficiency is improved and the exhaust gas is reduced. As can be seen from the above, when the engine speed is low or the throttle opening is large, the state is shown as a low speed and high oil quantity. Under this condition, the boosting capacitor voltage is ignited, which will enable: Combustion not only improves ignition efficiency but also effectively reduces exhaust emissions and avoids carbon deposits on Mars. On the other hand, when the engine is running at high speed, 201137229, but the throttle opening is small, the display is high to reduce the capacitor voltage to perform the ignition according to the engine. The speed and the capacitor voltage used for the oil fire to achieve the purpose of reducing the carbon" speed and low oil state, in this case 'to reduce energy consumption, so the condition of the hair supply oil adaptively adjusts the point south ignition Efficiency, power saving and energy saving [simple description of the schema]
第一圖：係本發明控制裝置的電路圖。 第二圖：係本發明控制方法的流程圖。 第三圖：係我國發明專利權第|227302號之結構示意 (20)電容放電式點火單元 (22)點火線圈 (30)充電電壓供應單元 (32)變壓器 【主要元件符號說明】 (10)控制單元 (21)電容 (23)電子開關 (31)放大電路 10First Fig.: A circuit diagram of a control device of the present invention. Second Figure: A flow chart of the control method of the present invention. The third picture: the structure of China's invention patent No. 227302 (20) Capacitor discharge type ignition unit (22) Ignition coil (30) Charging voltage supply unit (32) Transformer [Main component symbol description] (10) Control Unit (21) capacitor (23) electronic switch (31) amplifier circuit 10