JPH0562844A - Charging coil for cdi igniting device use - Google Patents

Abstract

(57) [Abstract] [Purpose] A charge coil of a CDI ignition device uniformly generates a high voltage over a wide engine rotation range. [Structure] A partition plate 18d is provided on the coil bobbin 18 of the charge coil 11, and the coil winding portion is divided into two in the winding axis direction of the coil. The coil 19 for the high speed range was wound around the coil winding part on the rotor 6 side, and the coil 20 for the low speed range was wound around the other coil winding part. The coil 19 for the high speed range is closer to the rotor 6 than the coil 20 for the low speed range
Will enable efficient power generation. When the engine is rotating at high speed, the voltage generated in the charge coil 11 does not drop too much, and the generated voltage value becomes a uniform value.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a charge coil used in a CDI ignition device for a motorcycle engine, and more particularly to the structure of a coil bobbin for the charge coil.

[0002]

2. Description of the Related Art Conventionally, as a CDI ignition device used for a motorcycle engine, a permanent magnet is attached to a rotor that rotates together with the crankshaft of the engine, and a charge serving as a power source for charging a capacitor is provided at a position facing the permanent magnet. Some have a coil attached.

Since the generated voltage of the charge coil used in this type of CDI ignition device changes according to the engine speed, the number of turns of the coil wire material is changed according to the characteristics of the engine. That is, the charge coil for the high speed engine has a small number of turns, and the charge coil for the low speed engine has a large number of turns.

However, if the characteristics of the charge coil are limited to the high speed type and the low speed type as described above,
It cannot be used for an engine that requires a high voltage in a wide rotation range from a low speed range to a high speed range. To solve such a problem, both a high-speed type charge coil and a low-speed type charge coil may be installed. However, if this is done, the battery charging battery provided adjacent to the charge coil may be installed. It is necessary to reduce the number of coils and the number of coils.

As a charge coil for solving such a problem, one in which two kinds of coils, a high speed region coil and a low speed region coil, are wound around the same coil bobbin has been adopted. This charge coil is formed by winding a coil for high speed range and a coil for low speed range coaxially around a coil bobbin.A coil for high speed range is located on the center side in the radial direction of the coil bobbin and a coil for low speed range is located on the outside in the radial direction. It was wound. As an example, both of these coils are connected in series with the high-speed range coil on the capacitor side, and the connecting portion of both coils is grounded via a diode. With this configuration, it is possible to suppress the generated voltage during high-speed rotation in which a high voltage is easily obtained, and therefore, a large voltage is not applied to the electronic components of the ignition device to damage it, and a high voltage is maintained to some extent over a wide engine rotation range. The voltage can be obtained.

[0006]

However, in such a two-coil type charge coil, although the generated voltage value becomes large over almost the entire engine rotation range, the performance is greatly deteriorated from the medium speed rotation range to the high speed rotation range. There was a problem of becoming. That is, a constant voltage value is not obtained irrespective of the engine speed, but the voltage value suddenly decreases when the engine speed becomes higher than or equal to medium speed. If the voltage value fluctuates in this way, the intensity of the spark generated at the spark plug changes depending on the engine speed, so a high-performance engine cannot always be obtained.

[0007]

In a charge coil for a CDI ignition device according to the present invention, a partition plate is provided on a coil bobbin of the charge coil, and the coil winding portion is divided into two parts in the winding axis direction of the coil so that The coil for high speed region is wound around the coil winding part, and the coil for low speed region is wound around the other coil winding part.

[0008]

The coil for the high speed region is located closer to the magnet provided on the rotor than the coil for the low speed region and positioned at a portion having a high magnetic flux density, so that the coil for the high speed region can efficiently generate power.

[0009]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS An embodiment of the present invention will be described in detail below with reference to FIGS. 1 is a side view of a motorcycle engine equipped with a charge coil for a CDI ignition device according to the present invention, FIG. 2 is a sectional view taken along line II-II in FIG. 1, and FIG. 3 is a charge coil for a CDI ignition device according to the present invention. 4 is a front view showing a mounting state of the charge coil, FIG. 4 is a circuit diagram of a CDI ignition device adopting the charge coil according to the present invention, FIG. 5 is a view showing a coil bobbin of the charge coil, and FIG.
The same figure (b) is a front view. FIG. 6 is a graph showing the characteristics of the charge coil. In these figures, 1 is a single cylinder two-cycle engine for a motorcycle, 2 is a cylinder of the engine 1, and 3 is a crankcase. A crankshaft 4 is rotatably supported by the crankcase 3, and a piston (not shown) is connected to the crankshaft 4 via a connecting rod 5.

Reference numeral 6 is a generator rotor, and 7 is a stator. The rotor 6 has a conventionally well-known structure and is formed in a cylindrical shape with a bottom. The bottom portion of the rotor 6 is key-connected to the left end portion of the vehicle body of the crankshaft 4 with the opening facing the left side of the vehicle body. A plurality of permanent magnets 8 are fixedly attached to the inner peripheral portion of this rotor.

The stator 7 also has a conventionally known structure,
A battery charging coil 9 and a charge coil 11 of a CDI ignition device 10 described later are provided. The stator 7 is fixed to the generator cover 3a that closes the left side opening of the crankcase 3 with mounting screws 7a. The battery charging coil 9 is arranged along the circumferential direction of the rotor 6 as shown in FIG.
It is installed individually.

As shown in FIG. 4, the CDI ignition device 10 has the same structure as the conventional device except for the charge coil 11. In FIG. 4, 12 is a CDI ignition device 10.
The control unit 12 includes a capacitor 13 for storing electric charges generated by the charge coil 11, a trigger circuit 15 for controlling a thyristor 14 as an ignition switch, an ignition timing control circuit 16, a power supply circuit 17, and the like. It consists of

The charge coil 11 is a coil bobbin 1.
The coil 8 for the high speed range and the coil 20 for the low speed range are wound around the coil 8, and are attached to the stator 7 by an iron core 21 penetrating the coil bobbin 18. The two coils of the charge coil 11 are connected in series, and the connecting portion between the two coils is grounded via a diode 22 provided in the control unit 12. Further, one end of the coil wire material forming the high speed coil 19 is connected to the capacitor 13. As for the number of coil turns, the coil 19 for the high speed range is set to be smaller than the coil 20 for the low speed range.

In FIG. 4, 23 is an ignition coil, 24 is an ignition plug, and 24a is an engine stop switch.

Next, the structure of the charge coil 11 will be described in detail. Coil bobbin 1 of charge coil 11
8 is integrally molded of synthetic resin, as shown in FIG.
As shown in (b), the flange portions 18b and 18c are provided at both ends of the coil winding rectangular tube portion 18a, and both the flange portions 18 are formed.
A partition plate 18d is provided at a position between b and 18c.

The partition plate 18d includes collar portions 18b and 18c.
And the coil winding portion between and are divided into two in the winding axis direction of the coil. In FIG. 5B, the coil winding portion between the collar portion 18b and the partition plate 18d is indicated by A, and the coil winding portion between the partition plate 18d and the collar portion 18c is indicated by B.

In the coil bobbin 18 thus constructed, the coil 19 for high speed region is wound around the coil winding portion A,
The coil 20 for low speed region is wound around the coil winding portion B to be assembled.

In order to attach the coil bobbin 18 to the stator 7, first, the iron core 2 formed in a substantially T shape.
The long side portion of No. 1 is provided in the coil winding rectangular tubular portion 18a and the collar portion 18b.
The core portion 18 of the iron core 21.
The end projecting from the c side is fitted into the stator 7 to carry out. The connecting portion between the iron core 21 and the stator 7 has an engaging groove 7b extending in the thickness direction of the stator 7, as shown in FIG.
The end of the iron core 21 is press-fitted along the axial direction of the rotor 6 (thickness direction of the stator 7).

That is, by attaching the coil bobbin 18 to the stator 7 in this manner, the coil 1 for high speed range is
9 is positioned on the outer side in the radial direction of the rotor 6 with respect to the coil 20 for the low speed range and approaches the permanent magnet 8.

Reference numeral 25 is a pulsar coil of the CDI ignition device 10. The pulsar coil 25 is mounted at a position facing a projection 6a partially provided on the outer peripheral portion of the rotor 6. And this pulsar coil 25
Is configured to output an ignition signal to the control unit 12 of the CDI ignition device 10 when the protrusion 6a passes in front of the pulsar coil 25.

According to the CDI ignition device 10 constructed as described above, the rotor 6 rotates together with the crankshaft 4 to cause the charge coil 11 to generate power and the capacitor 13 to store the charge. Then, when the ignition signal from the pulsar coil 25 is input, the ignition coil 23 is energized and a spark is emitted to the ignition plug 24.

As for the value of the voltage applied to the ignition plug 24 (voltage generated on the secondary side of the ignition coil 23), the ratio of the secondary side to the primary side of the ignition coil 23 is 100: 1 in this embodiment. From the relationship, it is about 100 times the voltage generated by the charge coil 11 (shown in FIG. 6). In FIG. 6, the vertical axis represents the voltage value generated in the charge coil 11, and the horizontal axis represents the engine speed. In addition, FIG.
The voltage change curve shown by the solid line shows the case of the charge coil 11 according to the present invention, and the voltage change curve shown by the chain line is 2
A case where a conventional two-coil type charge coil in which coils of various types are concentrically arranged is used is shown.

The engine speed increases in accordance with the engine speed until the engine speed reaches from the low speed region to the medium speed region, and a high voltage equivalent to that when the conventional two-coil type charge coil is used is generated. Then, when the engine speed increases from the middle speed range to the high speed range, the voltage value decreases, but when the charge coil 11 according to the present invention is used, the voltage decrease amount decreases. That is, as shown in FIG. 6, the voltage change curve becomes gentle as compared with the case of using the conventional two-coil type charge coil.

This is because the coil 19 for the high speed range of the charge coil 11 is arranged closer to the rotor 6 than the coil 20 for the low speed range, and is positioned at a portion having a high magnetic flux density. This is because power can be generated efficiently.

In this embodiment, the coil 20 for low speed range and the coil 19 for high speed range are connected in series to the capacitor 13, but the present invention is not limited to such a limitation, and the low speed range is not limited. It is also possible to apply a type in which the range coil 20 and the high speed range coil 19 are connected in parallel to the capacitor 13.

[0026]

As described above, the CDI according to the present invention
The charge coil for the ignition device is provided with a partition plate on the coil bobbin of the charge coil, the coil winding portion is divided into two in the winding axis direction of the coil, and the coil for the high speed region is wound around the coil winding portion on the rotor side. Since the coil for low speed range is wound around the coil winding part of, the coil for high speed range is positioned closer to the rotor than the coil for low speed range and has a high magnetic flux density so that the high speed range coil can generate electricity efficiently. become.
Therefore, since the voltage generated in the charge coil does not drop too much when the engine is rotating at high speed, the generated voltage value becomes substantially uniform in the middle and high speed regions of the engine speed. Therefore, the CDI according to the present invention
When the charge coil for the ignition device is used, the spark of the spark plug having a stable strength can be obtained over a wide rotation range, so that a high-performance engine can be obtained.

[Brief description of drawings]

FIG. 1 is a side view of a motorcycle engine equipped with a charge coil for a CDI ignition device according to the present invention.

FIG. 2 is a sectional view taken along line II-II in FIG.

FIG. 3 is a front view showing an attached state of a charge coil for a CDI ignition device according to the present invention.

FIG. 4 is a CDI adopting a charge coil according to the present invention.
It is a circuit diagram of an ignition device.

5A and 5B are views showing a coil bobbin of a charge coil, wherein FIG. 5A is a plan view and FIG. 5B is a front view.

FIG. 6 is a graph showing characteristics of a charge coil.

[Explanation of symbols]

 4 crankshaft 6 rotor 7 stator 10 CDI ignition device 11 charge coil 12 control unit 18 coil bobbin 18d partition plate 19 coil for high speed region 20 coil for low speed region

Claims (1)

[Claims] 1. A charge coil for a CDI ignition device, comprising: a coil for a high speed region and a coil for a low speed region wound on the same coil bobbin, facing a rotor with a magnet that rotates together with a crankshaft of an engine. A partition plate is provided on the coil bobbin, and the coil winding part is divided into two in the winding axis direction of the coil, the high-speed region coil is wound around the rotor-side coil winding part, and the other coil winding part is for the low-speed region. A charge coil for a CDI ignition device characterized by winding a coil.