JPS582468A - Engine ignition control device - Google Patents

Abstract

(57) [Summary] This bulletin contains application data before electronic filing, so abstract data is not recorded.

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention relates to an engine ignition control device, and particularly to prevention of malfunction due to noise generated during ignition.

In recent years, with the development of electronic technology, engine ignition control devices are also rapidly becoming digital. In this case −
The Eishin ignition control system for two-wheeled vehicles includes a crank angle rotor that is attached to the crankshaft and has teeth at a pitch of, for example, 2° on the outer periphery, and a crank angle rotor that is attached to the crankshaft and has one protrusion on the outer periphery. A crank angle pickup sensor detects the teeth of the crank angle rotor, and a crank angle signal is extracted every 2° rotation of the crankshaft. The passage of the protrusion of the reference position rotor is detected and a reference position signal is taken out.゛Then, when the ignition control section receives the reference position signal,
By sequentially counting the crank angle signal as a clock signal, the duel angle and ignition timing are set.

The ignition coil is configured to be controlled via a dry nose.

However, the engine ignition control device configured in this manner performs various controls digitally using pulse signals output from the reference position big-a-razo sensor and crank angle pickup sensor.
Although its operation is extremely accurate and complex control can be performed easily, it has a major problem of malfunctions caused by noise. Since the ignition control device applies high voltage to the spark plug to force a discharge, a high level of noise is generated when this discharge occurs and is induced into the signal line of the reference position pickup sensor. As a result, the ignition control device with a digital configuration will mistakenly take in this noise signal as the output of the base position backup sensor, making it impossible to perform ignition control based on the exact ignition position. It has the problem of

Accordingly, one object of the present invention is to provide an engine ignition control device that prevents malfunctions due to ignition noise generated during ignition.

In order to achieve such an object, the engine ignition control device according to the present invention generates the ignition operation and ignition noise a little later than the ignition start control, and also performs the reference position pick after a predetermined time delay from the generation of the ignition noise. Focusing on the fact that the detection signal is output from the Tetsuzo sensor, the output of the monostable multi-noibrator circuit is controlled by using the ignition control signal generated from the ignition control section. The effect of ignition noise is removed by prohibiting input to the ignition control unit using the ignition control unit.

Hereinafter, the engine ignition control device according to the present invention will be explained in detail with reference to the drawings.

FIG. 1 is a circuit diagram showing an embodiment of an engine ignition control device according to the present invention. In the figure, reference numeral 1 indicates a crank angle pickup sensor that detects, for example, 2° pitch teeth provided on the outer periphery of the crank angle rotor attached to the crankshaft (not shown) of the engine, and 2.3 is attached to the crankshaft. This is a reference position pickup sensor that generates a reference position signal by detecting a protrusion provided on the outer periphery of a reference position rotor (not shown) that is mounted on the crankshaft in order to control the ignition systems in different series. mutually against.

It is located 180 meters away. 4 to 6 are waveform shaping circuits that shape the outputs of the crank angle pickup sensor 1 and the reference position pickup sensors 2 and 3, respectively. Reference numeral 7 denotes an ignition control unit which inputs reference position signals B and O supplied from the waveform shaping circuits 5 and 6 via crank angle signals and angle signals supplied from the waveform shaping circuit 4 and 8.9, respectively. This is the ignition control section. The ignition control section 7 sets the duel angle and the ignition timing by counting the crank angle signal over a predetermined value with reference to the reference position signals B and O, and then outputs the ignition control signal.

Send E.

10 is an ignition control signal outputted from the ignition control section 7;
1.12.13 A mono multi-noise ibrator circuit in which the output of -t- is inverted from @H'' to @L0 for a predetermined time when the OR gate 11 is triggered by the falling output of the OR gate 10. are the ignition control signals output from the ignition control section 7, and the dry nozzles for driving the ignition coils 14 and 15 are controlled by H, respectively. It is a spark plug that ignites the air-fuel mixture in the cylinder by doing so.

In the engine ignition control device configured in this way,
When the engine (not shown) is started, the crank angle pickup sensor 1 first detects the teeth of the crank angle rotor that is attached to the crankshaft and rotates.
By shaping the output in the waveform shaping circuit 4, a crank angle signal A as a rotation angle of, for example, 2 pitches is sent out. On the other hand, the reference position pickup sensors 2 and 3 detect the reference position shown in FIGS. Position signals B and 0 are generated and shaped into a Norse shape in waveform shaping circuits 5 and 6.

In this case, the output of the monostable multi-nobulator circuit 11 is 0.During normal times, the output is °H'' as shown in FIG. 2(c), so the reference position signal B, 0 is The signal is supplied to the ignition control unit 7 via the gates 8 and 9. When the reference position signal B, 0 is supplied, the ignition control unit 7 generates the crank angle signal A'' based on the reference position signal B, 0. By counting 1, Figure 2 (C
).

The ignition control signal B, which is sent out from the time when the crank rotation tK shown in (d) is detected, is set to 1H°. As shown in FIG. 2(0)*(d), this ignition control section 7 turns into ignition control section 1 at the time when the rotation of the predetermined duel angle Q is detected.

E is switched from ``H'' to @L as shown in Fig. 2 (c). However, when E changes from ``'' to @L°, the crankshaft is almost at its optimum ignition. Therefore, the dwell angle Q and rotation angle are set by back calculation based on the optimum ignition position.

In this way, when the ignition control signal E sent from the ignition control section 7 changes as shown in FIG. Supply current to coils 14.15. Then, at the time when the ignition control part, number, E is reversed from 1H (support) to 1L'', when the supply current to the ignition coils 14 and 15 is cut off, the ignition coils 14 and 15 are A high voltage is generated at the spark plugs 16 and 17, and ignition is performed by discharging the high voltages.In this case, the ignition control signal sent from the ignition control section 7, against the fall.

The discharge at spark plug i 6 * 17 is a+μse
c is generated at a later point in time. Therefore, each reference position pickup senna line has t (
b), the ignition start point of the ignition control signal (Fig. 2 (
C), the ignition control signal shown in (d) is induced as noise N at a position slightly delayed from the falling point of Ft). Then, with some delay after the occurrence of this noise N, the reference position signals B and 0 are output from the reference position @1 track up stager 2.3.

On the other hand, 10 is the ignition control signal output from the ignition control section 7, and E is the monostable multi-nobulator circuit 1.
1, this monostable multi-noise isolator circuit 11 is triggered every time the ignition control signal B falls, and its output is predetermined as shown in section 21i(e). It becomes “Lo” only during the period of time T. In this case,
The operating time of the monostable multi-novel circuit 11, t
The time T for the specific output 1L is determined by the ignition control signal.

The generation of noise N has completely ended from the point in time when the ignition of signal E starts (falling point be), and the reference position signal B is reached.

It is set in a range that does not include the period in which 0 occurs.

In this way, when the output of the monostable multi-noise isolator 11 becomes @L'' for only one hour, the AND gates 8 and 9 are closed and the noise N is prohibited from being supplied to the ignition control section 7. Therefore, , monostable multi-novel circuit 1
1 @L.

The output will act as a masking signal for the noise N generated during ignition. As a result, the ignition control section 7 receives only the reference position signal from which the ignition noise N has been removed, thereby ensuring stable ignition control operation without being affected by noise.

In the above embodiment, in order to shorten the operation time of the monostable multi-nobrator 11 and improve the operation accuracy, the ignition control signal is triggered at the falling edge of E. If time can be secured during operation.

It goes without saying that the trigger may be triggered at the second rising edge of the ignition control signal.

As described above, the engine ignition control device according to the present invention is triggered by an ignition control signal output from the ignition control section as a signal for driving the ignition coil, and includes the ignition noise generation region and generates the reference position signal. This system generates an output that does not reach the range, and prohibits the signal input to the ignition control section using the output of this monomultiple nobrator circuit. Therefore, the ignition control unit has an excellent effect of eliminating the influence of ignition noise induced at a large level and achieving reliable operation.

[Brief explanation of the drawing]

FIG. 1 is a circuit diagram showing an embodiment of an engine ignition control system according to the present invention, and FIGS. 2(a) to (e) are operation waveform diagrams of each part of the circuit shown in FIG. 1. 1... Crank angle pickup sensor, 2,
3--Reference position pickup sensor, 4-6... Waveform shaping circuit, 7... Ignition control section, 8, 9... AND gate, 10... OR gate, 11-... Monostable multi-noise 9 Isolator circuit, 12.13... Dry nose etc.
14.15...Ignition coil, 16.17...Spark plug. Agent Patent Attorney Suzumoto Akira Gokutomi 9 333

Claims (1)

[Claims] (1) Ignition is controlled by inputting and calculating a crank angle signal generated every predetermined unit angle rotation of the crankshaft and a reference position signal representing the reference position of the crankshaft.
A wind engine ignition control device comprising: an ignition control unit that generates both signals; and an ignition coil that is driven by the ignition control signal output from the ignition control unit to generate a high voltage and supplies the high voltage to a spark plug. a monostable multivibrator circuit that is triggered by an ignition control signal output from the ignition controller and generates an output during a period that includes an ignition noise generation area and does not reach a reference position signal generation area; An engine ignition control device comprising: a gate circuit that prohibits input of a base i-position IIt signal system to the ignition side m section only during an output transmission period of the monostable multi-novel circuit.