JPS5838378A - Ignition timing controlling apparatus - Google Patents

Abstract

PURPOSE:To prevent occurrence of knocking at the time of acceleration, by adding a simple circuit including a constant-time circuit and a reference voltage setting circuit to an ordinary electronic circuit for controlling the ignition timing. CONSTITUTION:Output of an engine speed sensor 41 is applied to an ignition timing calculating circuit 43 via a waveform shaping circuit 42, and the circuit 43 calculates the ignition timing according to the engine speed. On the other hand, an output signal of a sensor 45 for detecting the throttle opening of an engine, negative pressure at the manifold or change of angular acceleration or the like is applied to a reference voltage setting circuit 47 for a prescribed while by a constant-time circuit 46. The circuit 47 holds the reference voltage of the ignition timing calculating circuit 43 under ordinary operation of engine, but the setting value of the reference voltage is varied if the output signal of the sensor 45 is applied to the circuit 47 continuously for a prescribed while preset in the constant-time circuit 46 after generation of the output signal from the circuit 45. On the basis of the setting value of the reference voltage thus varied, the circuit 43 actuates an igniting circuit 44 with delay of the ignition timing.

Description

[Detailed Description of the Invention] This invention prevents the occurrence of knocking during acceleration by detecting fluctuation factors during acceleration of a two-wheeled vehicle, etc., and advancing the electronic advance angle by changing the reference voltage for the electronic advance angle for a certain period of time. The present invention relates to an ignition timing control device that can reduce fuel consumption.

Generally, the ignition timing of an internal combustion engine is determined by the output and knocking zone of the internal combustion engine, and the output and the knocking zone place conflicting demands on the ignition timing.

In order to further increase output and improve fuel efficiency, it is desirable to set the ignition timing to an advanced position, but advancing the ignition timing will reduce the output and output when the engine enters the knocking zone during acceleration and when the engine is under heavy load. It does not lead to improved fuel efficiency.

To solve this problem, a knock control system that detects knock vibration and retards the ignition timing when knock occurs has been proposed and put into use, but it requires a complicated circuit to separate the knock signal, which increases the initial cost of the engine. This makes it particularly unsuitable for small engines.

This invention was made in order to eliminate the above-mentioned conventional drawbacks, and has a simple configuration suitable for small engines.It retards the ignition timing to avoid knocking during acceleration, and advances the ignition timing during steady operation. An object of the present invention is to provide an ignition timing control device that can reduce fuel consumption of an engine by squaring the ignition timing.

Embodiments of the ignition timing control device of the present invention will be described below with reference to the drawings. FIG. 1 is a block diagram showing the configuration of one embodiment.

To explain the outline of the operation in Fig. 1, 41 is a normal signal generator (hereinafter referred to as a rotation detection sensor) that uses barrier pull reluctance, etc., and is synchronized with the engine rotation and proportional to the engine rotation speed. Generates a signal pulse.

Further, 42 is a waveform shaping circuit that adds the output of the rotation detection sensor 41 to the advance angle calculation circuit 43 to calculate the ignition timing according to the engine rotational speed. This is an ignition circuit that ignites the engine at the optimum position depending on the engine speed.

On the other hand, 45 is a sensor for detecting changes in the engine throttle opening, i-nifold negative pressure, angular acceleration stage, etc.;
Reference numeral 6 denotes a fixed time circuit that maintains the signal for a fixed period of time after the sensor 45 generates the signal and supplies the signal to the reference voltage setting circuit 47. The reference voltage setting circuit 47 normally holds the reference voltage for the advance angle calculation circuit 43 and allows the advance angle calculation circuit 43 to calculate appropriate ignition timing based on engine rotation.
After the signal is generated, if the signal is applied for the time set by the fixed time circuit 46, the set value of the reference voltage changes during that period, and the advance angle calculation circuit 43 adjusts the ignition timing to be calculated partially relative to the engine rotation. Configured to be angularly delayed.

Therefore, the ignition timing of the engine is retarded for a certain period of time after the throttle opening of the engine changes, or for a certain period of time after the manifold negative pressure changes, or for a certain period of time after the engine enters the acceleration state.

In general, under the conditions described above, the engine is susceptible to knocking, but knocking can be prevented by delaying the ignition timing by a certain period of time. It can be set at the optimum position and can greatly contribute to reducing the engine's fuel consumption and improving the engine's output.

Next, the structure and operation of an embodiment of the present invention will be explained with reference to FIGS. 2 to 4. First, the circuit configuration of the ignition timing control device shown in FIG. 2 will be described.

In FIG. 2, 1 is a power generation coil, 2.3 is a diode), one end of the power generation coil 1 is grounded, and the other end is a diode 2, an ignition capacitor 4, an ignition coil 50, and a primary coil 5a. It is grounded via 1-. A diode 3 is connected in parallel with the power generating coil 1.

One end of the secondary winding 5b of the ignition coil 5 is connected to one end of the primary winding 5a, and the other end is grounded via the spark plug 6. Further, the connection point between the diode 2 and the ignition capacitor 4 is grounded via a thyristor, and a resistor R1 is connected between the gate and cathode of the thyristor 7.

On the other hand, 8 is a signal coil for detecting the ignition position, one end of which is grounded via a diode 9 and connected via a diode 10 to a connection point PsK.

The connection point P1 is connected to the gate of the thyristor 7,
It is also grounded via a diode 20 and further connected to the output end of the comparator 18 via a capacitor 19.

The other end of the signal coil 8 is grounded via a diode 11, and connected to a flip/flop circuit (hereinafter referred to as FF) 130 set input terminal S via a diode 12.
It is connected to the. The output terminal Q of this FF13 is resistor 14
It is connected to the inverting input terminal of an operational amplifier 16 (hereinafter referred to as an operational amplifier) through the inverter.

A voltage of Vs is applied to the non-inverting input terminal of the operational amplifier 16, a capacitor 15 is connected between the output terminal of the operational amplifier 16 and the inverting input terminal, and the output terminal of the operational amplifier 16 is connected to the converter 17. It is connected to the inverting input terminal of 18. The non-inverting input terminal of converter 17 has v
A voltage of 11 is applied to it, and its output terminal is connected to the reset input terminal R of the FF 13.

The non-inverting input terminal of the comparator 18 is the connection point P! between the resistors I and 35! It is connected to the.

The resistors 34 and 35i are connected in series between the power supply and ground, and are further connected to the output terminal of the comparator 32 via the resistor 33.

Reference numeral 21 denotes a sensor for detecting negative pressure throttle opening and the like, and the sensor 21 is connected to the base of the transistor 230 via a diode 22.

The collector of the transistor 23 is connected to a power supply, and the emitter is grounded through a resistor 24 and connected to the base of a transistor 27 through a capacitor 25. The base of this transistor 27 is the resistor 26
It is grounded through.

The resistor 26 forms a differential circuit together with the capacitor 25,
The output of transistor 23 is differentiated and a pulse is applied to the base of transistor 27.

The emitter of the transistor 27 is grounded, and the collector is connected to a connection point P via a resistor 28. This connection point P is connected to the peak source via a resistor 29, grounded via a capacitor 3o, and further connected to the inverting input terminal of a comparator 31.

The resistor 28 forms a charging/discharging circuit for the capacitor 3o,
The resistor 29 forms a timer circuit together with the capacitor 3o and the comparator 31. A voltage of V is applied to the non-inverting input terminal of the comparator 31, and the comparator 3
1 output M? It is connected to the inverting input terminal of the i comparator 32. A voltage of Vg is applied to the non-inverting input terminal of the comparator 32. Comparator 32 is adapted to interact with comparator 31.

Next, the operation of the ignition timing control device of the present invention constructed as described above will be described with reference to the time chart shown in FIG. Figure 3 (Q or Figure 3 or Figure 2C respectively)
- This shows the waveform at point F.

The negative wave output from the power generation coil 1 is short-circuited by the diode 3, and the positive wave flows through a series circuit consisting of the diode 2, the capacitor 4, and the ignition primary coil 5a, and photoelectrically converts the capacitor 4 to the polarity shown.

When a signal is applied to the gate of the thyristor 7 at the engine ignition timing, the thyristor 7 becomes conductive, and the charge in the capacitor 4 is discharged through the thyristor 7 to the primary coil 51 of the ignition coil 5, and a high voltage is applied to the secondary coil 56. to ignite the engine. This causes the engine to rotate.

The signal coil 8 generates positive and negative voltages in synchronization with the rotation of the engine, and its output is full-wave rectified by the diode C410.
is added directly to the gate of thyristor 7, and
and the voltage in the other direction (leading side voltage in the direction shown)
is applied to the set input terminal S of the FF13.

In Figure 3, A indicates the crank position of the engine, and T
DC indicates the top dead center T1 indicates the position at the time of retardation, and T2 indicates the position of the person at the time of advance. B indicates the output voltage of the signal coil 8, and the a-direction voltage in FIG. 2 is generated at the TI position, and the b-direction voltage is generated at the T2 position.

CF shows the voltage waveform of each symbol part shown in FIG. 2, and the b direction voltage which is the leading side voltage of the signal coil 8 is T,
When it is applied to the set input terminal S of the FF 13, the output terminal Q becomes a high level as shown in FIG. 3 (Q), and the capacitor 15 in FIG. is discharged with a current I2 determined by the resistor 4 billion, and the operational amplifier 16
Due to the discharge of T8, the voltage at the output end of T8 drops with a certain slope as shown in FIG. 30.

Since the output terminal of the operational amplifier 16 is connected to the inverting input terminal (one terminal) of the comparator 17, if the output terminal voltage drops and becomes lower than the reference voltage v2 of the comparator 17, the output terminal of the comparator 17 goes high. This level is applied to the reset input terminal RK of FF13, so the F
The output terminal Q of F1B becomes low level, and the capacitor 15
The voltage at the output terminal of the operational amplifier 16 starts to rise again as shown in FIG.

On the other hand, the output terminal of the operational amplifier 16 is a Hun Valley 2180
Since the reference voltage Va is connected to the inverting input terminal and is applied to the non-inverting input terminal of the comparator 18, the output voltage of the operational amplifier 16 decreases linearly as shown in FIG. At the time when Ta becomes low, the output terminal of the comparator 18 becomes a high level as shown in FIG. 3, and a differential waveform shown in FIG.

When the output voltage of the operational amplifier 16 increases and becomes higher than the reference voltage Vc of the comparator 18, the charge in the capacitor 19 is discharged through the diode 20 in preparation for the next signal.

Further, the a-direction voltage of the signal coil 8 is also applied to the gate of the thyristor 7 via the diode IO, but the operation of the thyristor 7 causes the engine to ignite at the earlier UQ of these two pulses.

As described above, the engine is ignited using the output differential waveform when the heavy pressure capacitor 8 on the a side of the signal coil 8 becomes high level.The output differential waveform of the comparator 18 and the rotation of the engine will be explained in detail.

Figure 3 0) Ig and It shown by IK are the above-mentioned resistance 14.
The value of tb is determined by the reference voltage of the voltage operational amplifier 16 of the FF circuit.
, is unrelated to engine rotation.

Therefore, the ratio of h in FIG. 3 is always constant, and β is a foot angle false regardless of the rotation speed.

Since the signal coil 8 generates the b@co11 pressure, the third
Figure The time it takes for the old voltage to reach VG is α, ■! β is the discharge period of
Then, the following equation holds true. Here, t is the time until the voltage of D changes from the VcO value to charging, and is expressed by the following equation.

From both equations, here β is as described above, assuming that the capacitance of the constant angle KVamη capacitor 15 is constant, α is a function only of the rotational speed N, and is 1
It decreases proportionally as the rotation increases.

The decrease in α is a change in the position of Ta in FIG. 3, and indicates that Ta approaches T, that is, advances as the rotation increases. When the engine speed is low, α is thick (Ta
is closer to TDC than Tt, ignition occurs at T1,
When the rotation increases and Ta is between T1 and T, 0, Ta
Ignition takes place at 9 rus.

When the rotation of the engine reaches a certain value, α becomes 0, that is, the voltage at point 111 in FIG.
The output of the terminal terminal Q, which was at high level during the time it was applied to the set input terminal S of , makes the output of the operational amplifier 16 low level,
The engine is ignited by setting the output of the controller/intermediate regulator 18 at a high level, and ignition is always performed at point 72 at higher rotation speeds. This is shown by the advance angle characteristic shown by the solid line in FIG.

Next, when the output voltage of the sensor 21 in FIG. 2 changes at the time Ts (any point) in FIG. A voltage pulse, which is the output of the differentiating circuit, is applied to the pace of the transistor 27, so that the transistor 27 is not energized, and the charge stored in the capacitor 30 is discharged through the resistor 2B, and
The inverting input terminal of 1 is the reference voltage V applied to the non-inverting input terminal.
, becomes very low, and the output of the comparator 31 remains at a high level. In this state, the capacitor 30 is charged through the resistor 29, and the voltage V at the inverting input terminal of the comparator 31 becomes very high. 29 and capacitor 30
The voltage continues for a certain period of time determined by the time constant, and returns when the voltage of the capacitor 30 becomes higher than fv3.

Fixed time comparator 3 determined by this timer circuit
When the output of the comparator 32 shifts to a high level, the voltage at the inverting input terminal of the comparator 32 becomes higher than the reference voltage at the non-inverting input terminal, and the output terminal of the comparator 32 shifts to a low level.
The capacitor/4 is maintained at the reference voltage VG through the resistor 34.
The voltage at the non-inverting input terminal of the regulator 18 is reduced by the amount of current that is shunted to the condenser 32 through the resistor 33.

In FIG. 3, when the sensor 21 is activated at point Ta and the reference voltage VG on the D characteristic drops to yc/, the ignition timing of the engine is Ta! JT, / in other words, it will be delayed. This retard amount is determined by the voltage cap of vG - vG', but when the reference voltage reaches vG', the advance angle characteristic becomes as shown by the dotted line in Fig. 4, and remains constant as long as the sensor 21 is activated. The time advance characteristic shifts from the solid line to the dotted line.

Since the above explanation is limited to the advance angle calculation circuit using a method commonly called the voltage comparison method, the range in which the retard angle can be controlled is Nl in Fig. 4.
Although the range is limited to from N to N, the so-called F-V method allows control over the entire range of N1 and above, and linearly controls the circuit from the transistor 32 to the resistor 33. By doing so, the amount of retardation can also be changed according to the output of the sensor 21.

As described above, according to the ignition timing control device of the present invention,
By adding a simple circuit that includes a constant time circuit and a reference voltage setting circuit to a normal electronic advance angle circuit, it is possible to detect fluctuation factors related to the acceleration of a motorcycle, etc., and change the reference voltage of the electronic advance angle for a certain period of time. By advancing the engine angle and preventing knocking during acceleration, the initial objective can be achieved and fuel efficiency can be improved at low cost.

[Brief explanation of the drawing]

FIG. 1 is a block diagram showing the configuration of an embodiment of the ignition timing control device of the present invention, FIG. 2 is a circuit diagram of an embodiment of the ignition timing control device of the present invention, and FIGS. FIG. 4 is a time chart for explaining the operation of the ignition timing control device as described above, and FIG. 1... Power generation coil, 2, 3.8~12, 20° 22... Diode, 4, 15, 19, 25, 30.
... Capacitor, 5 ... Ignition coil, 8 ... Signal coil, 13 ... Flip, 70 tube circuit, Rs,
14.24126.28, 29.33-35. R,・
...Resistance, 16...Operational amplifier, 17.
1 B, 31°32... Comparator, 21.4
5... Sensor, 41... Rotation detection sensor, 42...
・Waveform shaping circuit, 43...Advance angle calculation circuit, 44...
Ignition circuit, 46... Fixed time circuit, 47... Reference voltage setting circuit. Agent Makoto Kuzuno - Procedural amendment (voluntary) February 2, 1981 [] 2. Ignition timing control with the name of Zu and Akira! Preparation 3. Part 5: Detailed explanation of the invention of the specification to be amended. 6. Correction details +x+ 7th xi7 line or converter J 2 F comparator". (2) 7th negative 8th to 9th row 1 converter 17'' to [
Correct with Conno 9 Rator 17J. [31 Page 8, line 15, “Charging/discharging circuit”? "Discharge (b)
Correct it to ``Road''. +41i 9 pages m1 lines (D r Vg Jk r V4
J (!: M positive T le. (5) 10th negative line 7th line “Retard time point position”? Correct as “Retard time point position”. (7) 14th negative line 13th line “Additional position”? (8) Correct “before” in the 15th negative 4th line to “before”. (9) Correct “transistor 3” in the 16th negative 16th to 17th lines.
2" 2r) Landsuta 23".

Claims (4)

[Claims] (1) A rotation detection sensor that generates a pulse circuit proportional to the rotation of the engine, calculates the engine's ignition timing according to the number of pulses generated from this rotation detection sensor, and advances the ignition timing according to the rotation speed. an ignition circuit that ignites the engine based on the output of this advance angle calculation circuit, a senna that detects elements other than engine speed such as negative pressure in the manifold,
A timer circuit that receives the output change of this sensor is a timer circuit that maintains the signal for a certain period of time after the output change.By receiving the signal of a certain period of time generated by this timer circuit, it is possible to change the output voltage according to the time length of the input signal. An ignition timing control device comprising a reference voltage number setting circuit that supplies this output voltage as a reference transformer for setting the advance angle of the advance angle calculation circuit. (2) Obtaining changes in the senna output Next, the senna output was added to the differentiating circuit, and the output of the differentiating circuit was added to the timer circuit, making it possible to control the operating time of the timer circuit according to the output of the differentiating circuit. An ignition timing control device according to claim (1). (3) Claim No. 1 (1) characterized in that the sensor uses a throttle opening sensor that detects the throttle opening.
) and the ignition timing control device according to item (2). (4) The ignition timing control device according to claims (1) and (2), characterized in that an acceleration sensor is used as the sensor.