JPS59162366A - No-contact ignition apparatus - Google Patents

Abstract

PURPOSE:To provide stable characteristic of ignition timing by offering an ignition signal on the basis of the first signal of an acute rotation detecting angle at the low speed running time of an engine and offering an ignition signal on the basis of the second signal of a wide rotation detecting angle at the high speed running time thereof. CONSTITUTION:The rotation detecting angle theta of the signal projection of a low speed running pulser 19 is set small, on account of which variation of turning speed of a crankshaft will not be detected, while the rotation detecting angle theta of the signal projection of a high speed running pulser 23 is set great. The measuring error may be minimized. The outputs of the two pulsers 19 and 23 are changed over according to engine speed, thereby providing stable characteristic of ignition timing.

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention relates to a non-contact ignition device, and particularly to an ignition signal generating device thereof.

The ignition signal generator for an engine consists of an ignition position detection device and a signal processing circuit.The ignition position detection device (hereinafter referred to as an ignition pulsar), for example, a pulsar rotor that rotates with the engine crankshaft, and a pulsar rotor that rotates with the engine crankshaft, and a In the ignition pulsar, which consists of a pulsar coil that is fixed and generates a pulse signal when the front side is crossed by the protrusion of the pulsar rotor, two pulsar coils are used to obtain advance angle characteristics according to the engine speed. Or, in order to improve detection accuracy, two pulser coils with different performance may be installed, or if one pulser coil is unstable, two pulser coils may be installed for reasons such as switching to the other coil. There was something I did.

However, since two pulsar coils were installed on one pulsar rotor on the crankshaft, the two pulsar coils caused magnetic interference with each other, causing accuracy errors (σ). In order to avoid this magnetic interference, it is desirable to separate the two pulsar coils as much as possible, but this is difficult with - pulsar rotors.

In addition, in order to detect the rotation speed of the crankshaft with a pulsar, when the protrusion of the pulsar rotor crosses the pulsar coil,
In other words, when both edges of the protrusion cross the pulsar coil, they each emit a pulse signal, so by understanding these two types of pulse signals, the rotation angle of the pulsar rotor can be determined, and the time between these pulses can be determined. If you measure it, you can measure one angular velocity, that is, the number of rotations.

However, in conventional ignition position detection devices, the pulser coil output signal is directly used as the ignition position signal, so
Accurate ignition timing can be obtained at low rotations, but at high rotations, a phase shift occurs due to the frequency characteristics of the pulsar coil, which causes the ignition timing to fluctuate.

The present invention was devised in view of these problems, and provides a non-contact ignition device equipped with an ignition signal light emitting device that can obtain stable ignition timing characteristics from a low rotation range to a high rotation range. Its characteristics are that at low rotations, the pulsar coil output is directly used as the ignition signal, and at high rotations, the rotation speed is calculated by measuring the time elapsed as the angle θ between both edges of the pulsar rotor rotates. This is how the ignition timing is calculated.

An embodiment of the present invention illustrated in FIGS. 1 to 9 will be described below.

1 is an engine σ) crankshaft, and the crankshaft 1 is rotatably supported by a crankcase 2 via a bearing 3.

One end of the crankshaft 1 (right side in Figure 1)
A pulsar rotor 4 for low rotation is attached to the end, and a pulsar rotor 8 for surface rotation is attached to the other end (left side in Fig. 1).

The low rotation pulsar rotor 4 is a rotating body as shown in FIGS. 2 and 3, and has a signal protrusion 5 protruding from its outer periphery, and an angle θ ( The rotation detection angle) is set to an extremely small angle. The low-speed pulsar rotor 4 is attached to the end 1aK of the crack shaft 1 with bolts 6, and the position of the pulsar rotor 4 and the crankshaft 1 is determined by a pin 7.

In addition, the rotor 8 has a 41N nozzle and has a sleeve 9, a magnet 10, and a magnet 10.
2. Consisting of a balancer weight 13 and a magnet cover 14, a magnet 10 is placed on the outer periphery 9a of the sleeve 9, and two balls 111 and 12 are placed between the magnets 10 and 14. And Magnetsu) 10
and the outer periphery 9aIc on the opposite side of the balls 11 and 12. A balancer weight 13 is arranged, the magnetic cover 14 is fitted onto the outer periphery 9a of the sleeve 9, and the magnetic cover 14 is integrally riveted to the sleeve 9 through rivets 15. I'm wearing it. As shown in FIG. 6, the number of rivets 15 is 1.5 Vc.
13 balancer weights are riveted to sleeve 9, 1 each
Book Rivets) 15Vc Ball 11 and Ball 12
is integrally riveted to the sleeve 9.

Each of the balls 11o and 12 has a signal protrusion 1.
．． 1a and 12a protrude, and the angle θ (rotation detection angle) between both signal protrusions 11a and 12a is set to a predetermined angle.

The high-speed pulsar rotor 8 configured in this way is attached to the crankshaft l by bolts 16 as shown in FIG.
The pulsar rotor 8 and the crankshaft 1 are positioned by a pin 17.

A pulsar coil 18, which together with the signal protrusion 5 protruding from the low-speed pulsar rotor 4 constitutes the low-speed pulsar 19, is attached to a mounting board, and the mounting board row is connected to the crankcase 2. The casing 21 K is fixed. Note that the 2 Dorsa Acoi A>18 are arranged at two locations on the circumference as shown in FIG.

Further, a pulsar coil 22, which constitutes a high-speed pulsar 23, is attached to a mounting board 24 together with signal protrusions 11a and 12a protruding from the high-speed pulsar rotor 8, and the mounting board row is attached to the crank case. 2VC attached casing 25Vc fixed.

Next, the control circuit of the above embodiment will be explained.

As shown in FIG. 9, the low rotation pulser 19 is connected to an F-V converter 27 via a waveform shaper 26,
Roughly four F-V converters 27c and an operational amplifier are connected to the non-inverting input terminal.

The inverting input terminal of the operational amplifier is connected to an on-vehicle batch 11- (not shown) through a resistor R,' (5), and the battery voltage Vc is connected to the other end of the resistor R and the inverting input terminal. is grounded via resistor R2.

Thus, the reference voltage VS is applied to the inverting input terminal.

Roughly speaking, the output terminal G of the operational amplifier 4 is connected to the inverter 29.
is connected to one terminal of the asode gate 300A input terminal through the
The terminals were connected. And the above and gate (9)
The input terminal 17) and other terminals are connected to the output terminal of the waveform shaper 26.

On the other hand, the high-speed pulser n is connected to the other input terminal of the AND gate 31 via a waveform shaper 32.

The output terminals of the Gira r (also the previous J Ant game) 30 and the AND gate 3 are connected to the input terminals of the OR gate 33, the output terminal of the OR gate 33 is connected to the ignition controller 34, and the output terminal of the OR gate 33 is connected to the ignition controller 34. It is connected to the park unit 35. In addition, the ignition controller 34 and the spark unit 3s are integrated (shown with broken lines).
It is designed to be centrally controlled by a computer.

Further, the spark unit 35 is connected to the primary side of the ignition coil 36, and roughly connected to one end of the spark plug 37 from the secondary side of the ignition coil 36, and the other end 6 of the spark plug 37 is also grounded.

Since the embodiment shown in FIGS. 1 to 9 is constructed as described above, the engine starts and the crankshaft 1
When the pulsar rotor 4 starts rotating, the low rotation rotor 4 and the high rotation pulsar rotor 8, which are integrally arranged on the crankshaft l, rotate, and the signal protrusion 5 of the low rotation pulsar rotor 4 rotates with the pulsar rotor 8. The high-speed pulsar rotor 8 crosses the pulsar coil 22, respectively.

Therefore, a low rotation 111 consisting of a signal protrusion 5 and a noggle coil 18, a pulser 19 and a signal protrusion 11
a・12a,! = A pulse signal is generated from each of the high-speed pulsers 23VC consisting of the pulser coil 22. As shown in FIG. 9, the pulse signals generated by the low-speed pulsers 19 are shaped by a waveform shaper 26. One of the voltages is converted into a voltage by the F-NJ converter 27 and applied to the non-inverting input terminal of the operational amplifier, where it is compared with the reference voltage VB. The reference voltage Vs corresponds to the engine speed N1, and the engine speed N1 is set in a transition region between a low speed range and a high speed range. Therefore, when the engine speed is less than N1r, p, m, the arithmetic increaser [11 unit 4] outputs a low level signal (hereinafter referred to as the signal); when it exceeds N+r-p-mY, it outputs a low level signal (hereinafter referred to as (referred to as H signal) is output,
Send each signal to Asodogate, 31.

Further, the pulse signal generated by the high-speed pulse qno-23 is shaped by a waveform shaper 32 and sent to an AND gate 31.

Thus, the logic circuit shown in FIG. 9 becomes the truth table shown in the following table. The opening indicates the engine rotational speed N, and the horizontal column indicates each gate number.

As shown in the truth table above, the AND gate 30 outputs an H signal when the engine speed N<N, that is, when the engine speed is in the low speed range, whereas the AND gate 31 outputs an L signal at this time.
Output a signal.

When the speed of the engine increases and the engine speed reaches N2H4, that is, when the engine speed reaches a high speed range, the AND gate 30 outputs an L signal and the asodo gate 31 outputs an H signal Z.

Therefore, the or gate 33 is in the low rotation speed range (N(N+
) outputs the signal of the low rotation balser 19,
Supply the ignition controller 3LK, and in the high rotation speed range (N≧N,
VC supply kA tro. Then, the ignition controller 34 supplies the spark output to the snoke unit 35 at a preset timing according to the low rotation signal t< Lusa 19 or the high rotation balser signal. The primary current of the ignition coil 36 is switched on and off from this spark unit 35K, a high voltage is induced on the secondary side of the ignition coil 36, and a spark is generated between the spark plugs 37.

In this way, in this embodiment, the low-speed balser 19
By arranging the high-speed balsers 19 and 23 at both ends of the crankshaft 1, it is possible to separate the balsers 19 and 23, thereby ensuring accurate and stable performance without magnetic interference between the balsers 19 and 23. Pulses can be generated.

In addition, in this embodiment, since the rotation detection angle θ of the signal protrusion 5 of the low rotation speed sensor 19 is set slightly,
Accurate engine speed can be detected without any speed fluctuations of the crankshaft l in the low speed range.On the other hand, the sequential projections 11a and 12a of the high speed balser 23
Since the rotation detection angle θ is set to a large value at a predetermined angle, by increasing the time tY required for rotation at the same rotation detection angle θ, it is possible to reduce the measurement error of this time and obtain accurate rotation speed. can be known.

In this way, signals corresponding to the rotational speeds detected by both pulsers 19 and 23 can be appropriately selected by the logic circuit shown in FIG. 9 and supplied to the ignition controller 34K. In other words, in the low rotation speed range, the ignition controller 34 can be activated by the accurate rotation speed detected by the low rotation balser 19, and in the high rotation speed range, the accurate rotation speed detected by the high rotation balcer 23VC can be activated. This allows the ignition controller 34 to be activated. In this way, by properly using balsers suitable for the low and high rotational speed ranges depending on the engine rotational speed, it is possible to obtain stable and accurate sparking output from high rotational speed to low rotational speed.

As explained above, in the present invention, a first signal protrusion with a narrow rotation detection angle and a predetermined first signal protrusion in the circumferential direction of the rotor are provided on the rotor disposed at both ends of the rotating shaft that rotates in synchronization with the rotation of the engine. A second signal protrusion with a wide rotation detection angle is provided protrudingly, and a noggle coil is provided facing each signal protrusion. The control means outputs a signal generated by the rotor as an ignition signal, and outputs a signal generated by the rotor provided with the second signal protrusion as an ignition signal when the engine speed exceeds a predetermined rotation speed. It is possible to obtain stable ignition timing characteristics from to high rotation range.

[Brief explanation of the drawing]

FIG. 1 is a cross-sectional side view showing an embodiment of a non-contact ignition device according to the present invention, FIG. 2 is a cross-sectional side view of a low-speed balser rotor in the same embodiment, and FIG. 3 is a front view thereof. Fig. 4 is a front view of the high-speed balser rotor in the same embodiment, Fig. 5 is a sectional view taken along the line V-V in Fig. 4, and Fig. 6 is a cross-sectional view taken along the line VI-Vl in Fig. 5. Figure 7 is a cross-sectional view taken along the same line as in Figure 4.
- A sectional view cut along the V11 line, FIG. 8 (a perspective view of the trunk, and FIG. 9 is a control circuit diagram in the same embodiment.・
Bearing, 4... Balsar rotor for low rotation, 5.
...Signal protrusion, 6...Bolt, 7...Pin, 8
...High speed noggler rotor, 9...Sleeve, 10...McNet, 11, 12...Ball, l
3... Balancer weight, 14... Magnet cover, 15... Rivet, 16... Bolt, 17.
...Pin, 18...Balser coil, 19...Balser for low rotation, Machining...Mounting board, 21...Casing, 22...Balser coil, Device...Balser for high rotation, etc.・Torii” board, z5...casing, 2
6... Waveform shaper, 27... F%7 converter, 4... Arithmetic amplifier, 29... Inverter, 30.3 I...
・AND gate, 32... Waveform shaper, 33... OR gate, 34... Ignition controller, 3
5...Spark unit, 36...Ignition coil, 37...Spark plug. Agent Patent Attorney Ehara Nozomi Imekai 4th Illustration Kan 5th Illustration

Claims (1)

[Claims] A first signal protrusion with a narrow rotation detection angle and a second signal protrusion with a wide rotation detection angle with a predetermined width in the circumferential direction of the rotor are installed on the rotor disposed at both ends of a rotating shaft that rotates in synchronization with the rotation of the engine. 4, with a protruding protrusion and a pulser coil facing each signal protrusion.
When the engine speed exceeds a predetermined rotation speed, a signal generated by the rotor provided with the first signal protrusion B is outputted as an ignition signal;
A non-contact ignition device characterized by comprising a control means for outputting a signal generated by the rotor provided with the second signal protrusion as an ignition signal when the rotational speed is above a predetermined rotation speed.