JP2808636B2 - Engine ignition timing control device - Google Patents

Description

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an ignition timing control device for an engine, and more particularly to an ignition timing control device for an engine suitable for an engine for a small boat such as an outboard motor.

[Conventional technology]

In the case of an engine for an outboard motor, the ignition timing is generally set to a crank angle of “0 ° to 10 ° after top dead center” because it is necessary to maintain smooth rotation at extremely low speed during trolling. Have been. In this case, it is desirable that the engine speed and the boat speed during trolling be stabilized by the slowest method. For this reason, the ignition timing is set and fixed so as to be as late as possible. Therefore, the throttle opening is closed as much as possible.

The ignition timing is generally controlled to be advanced with an increase in the engine speed or an increase in the throttle opening.

[Problems to be solved by the invention]

As described above, the ignition timing during trolling is generally of a fixed type. When the engine speed during trolling is changed, an adjustment method of changing the ignition timing and the throttle opening is adopted.

However, in the above-described conventional example, when the propeller size is changed, the load of the ship is changed, or when the engine warm-up state or weather conditions change, the load on the engine changes. As a result, there have been inconveniences such as the occurrence of engine stall or the trolling speed being too high due to excessive rotation.

[Object of the invention]

An object of the present invention is to provide an ignition timing control device for an engine which can solve the disadvantages of the conventional example and can maintain the speed during trolling almost constant even if the engine load fluctuates or external conditions change. To provide.

[Means for solving the problem]

In the present invention, a rotation speed sensor for detecting the rotation speed of the engine, a throttle sensor for detecting the opening of the throttle valve for the engine, an ignition timing setting means for selecting and setting the engine output during trolling, And an ignition timing controller that determines an optimal ignition timing of the engine based on the information to be obtained. Then, the ignition timing controller has a reference rotation speed storage function for storing each reference rotation speed during trolling corresponding to each engine output selectable by the ignition timing setting means, and a case where the output of the throttle sensor is the trolling opening. A rotation error calculating function for comparing a reference rotation speed corresponding to the engine output selected by the ignition timing setting means with an actual rotation speed input from a rotation speed sensor and calculating a deviation thereof; An engine speed control function for controlling the engine speed during trolling to be substantially constant by advancing or retarding the ignition timing based on the calculated data is adopted. This aims to achieve the above-mentioned object.

(Example of the invention)

Hereinafter, an embodiment of the present invention will be described with reference to FIGS. 1 to 7.

The embodiment shown in FIG. 1 includes pulsar coils 5 to 8 as rotation speed sensors for detecting the rotation speed of the engine, a throttle sensor 33 for detecting the opening of the throttle valve for the engine, and ignition timing of the engine during trolling. A rotation speed setting circuit 35 as an ignition timing setting means for setting the ignition timing, and an ignition timing controller for determining an optimum ignition timing of the engine based on information sent from these units.
30 and.

Among these, the ignition timing controller 30 has, in addition to various control functions to be described later, a reference rotation speed storage function for storing the engine rotation speed during trolling corresponding to each ignition timing set by the rotation speed setting circuit 35 as a reference rotation speed. ,
A rotation error calculation function for comparing the set reference rotation speed with the actual rotation speeds input from the pulsar coils 5 to 8 to calculate the deviation, and ignition based on the data calculated by the rotation error calculation function An engine speed control function is provided for controlling the engine speed during trolling to be substantially constant by advancing or retarding the timing.

In this case, the throttle sensor 33 first detects that the throttle opening is almost fully closed, and sends the information to the ignition timing controller 30. On the other hand, the ignition timing controller 30 compares the engine speed with the set reference value. When the rotation is too high, for example, a signal for setting the A ⁰ degree retard is output from the ignition timing controller 30 to the ignition coils 1 to 4. If the rotation is still high, the angle is further retarded and this operation is repeated. Then, the ignition timing becomes constant at the time of the set rotation. If the rotation is too low, the advance is controlled little by little. In this case, the change amount A ⁰ of the ignition timing is set, for example, 1 degree or less, and less.

 Hereinafter, this will be described in more detail.

In FIG. 1, four pulsar coils 5, 6, 7, 8 are provided corresponding to the ignition coils 1 to 4, respectively. Further, two charging capacitors C ₁ and C ₂ for separately applying an ignition pulse current to the primary sides of the ignition coils 1 to 4, and a capacitor charging coil 11 for charging the charging capacitors C ₁ and C ₂ with predetermined power. have.

As shown in FIG. 2, the pulsar coils 5 to 8 are arranged on the outer peripheral side of the magneto rotor 20 with a predetermined interval therebetween. On the outer peripheral side of the magneto rotor 20, a trigger pole 20A is provided at a predetermined interval. The capacitor charge coil 11 is connected to the magnet rotor 20
Are arranged and installed facing a plurality of magnets 20B, 20B,.

Each of the charging capacitors C ₁ and C ₂ is separately charged by the “+” side output and the “−” side output of the capacitor charging coil 11. The charging circuit for _one of the charging capacitors C1 includes a diode as shown in FIG.
D ₁ and D ₄ are the ground circuit section 9B and the capacitor charge coil 11
Through the series connected, the charging circuit of the other charging capacitor C _2, diode D _2, D ₃ are connected in series through the ground circuit portion 9A and the capacitor charge coil 11. Both end portions of the capacitor charge coil 11 is configured to be grounded as necessary to each other respectively via the diode D _13, D ₁₄ and stop switch S _T.

The outputs of the pulsar coils 5 to 8 are diodes D _{01 to} D _01
04, through each of the noise filter 10 and the diode D ₅ to D _8, is adapted to be applied to the corresponding gates of the thyristors SCR ₁ ~SCR _4.

This anode side of the diodes D ₅ to D ₈ that is provided on the output side of the noise filter 10, the ignition timing Kotorora 30 is connected through a switch circuit 31. The ignition timing controller 30 is actually a microcomputer (hereinafter simply referred to as “microcomputer 30”).

In addition, between the cathode and the ignition timing controller 30 of each diode D ₅ to D _8, the trigger output buffer 32 are connected. An output signal from the throttle sensor 33 is input to each of the trigger output buffer 32 and the switch circuit unit 31. The output stage of the trigger output buffer 32 has diodes D _{17 to} D _{20 in the} forward direction.
Are connected respectively.

The output terminals of the thyristors SCR ₁ ~SCR _4, the ignition coil 1
4 are individually grounded via the primary side. Check diodes D _{9 to} D ₁₂ are respectively connected to the primary sides of the ignition coils 1 to 4. Further, of the thyristor SCR ₁ ~SCR _4,
The anodes of the thyristors SCR ₁ and SCR ₃ are connected to the output terminal of the charging capacitor C ₁ described above, and the thyristors SC
R ₂ and SCR ₄ has its anode connected to the output terminal of the capacitor C ₁ as described above. Each of these control elements and each control circuit is the ignition timing controller described above.
The ignition timing is controlled by 30 as described later.

The ignition timing controller 30 includes an A / D converter 34
Are inputted timing signal I ₁ ~I ₇ to determine the ignition timing through. Reference numeral 35 indicates a rotation speed setting circuit, and reference numeral 35A indicates a timing switch.

The ignition timing controller 30 receives, via an interface 46, a neutral switch 51, a temperature sensor 52, an oil level sensor 53, an oil flow sensor 54, a first water sensor 55, a second water sensor 56, and the like. Are input. Here, the neutral switch 51 detects a shift operation of the engine from neutral to forward or reverse, and outputs a signal.

An alarm output circuit 50 is connected to the ignition timing controller 30, and an alarm light emitting element (alarm
The LED 57 is controlled to emit light. further,
The ignition timing controller 30 receives a predetermined timing signal from the gear count coil 13. The gear count coil 13 is provided so as to be opposed to the outer peripheral surface of the ring gear 14 which is coaxially and integrally provided with the magneto rotor 20. The ignition timing controller 30 controls the entire components of the apparatus as described later, thereby controlling the engine speed at a constant speed during trolling while the engine speed is stable.

 Next, the operation of this embodiment will be described.

First, when the magnet rotor 20 rotates, the magnetic flux of the magnet 20B mounted inside the magnet rotor 20 causes the magnet 2B to rotate.
An electromotive force is generated due to a change in the way of the capacitor charge coil 11 mounted so as to face 0B to the core. With the output on the “+” side, a current flows in the order of “capacitor charge coil 11 → diode D ₁ → capacitor C ₁ → ground 9B → diode D ₄ ” and charges capacitor C ₁ . When the rotor rotates further, this time to the capacitor charge coil 11 "-" output side is generated, a current as "capacitor charge coil 11 → diode D ₂ → capacitor C ₂ → ground 9A → diode D _3" flows, capacitor to charge the C _2.
Is shown in the example of a four-cylinder in this embodiment, the cylinder No.1 capacitor C ₁ is not shown as No.3, capacitor C ₂ is the cylinder No.
2 and No.4. Output waveforms of the capacitor charge coil 11 are shown in FIGS.

 Next, the ignition signal will be described.

After the capacitor C ₁ is charged, the end faces of the projections (trigger pole) 20A on the outside of the pulser coil (Built-in magnet coils) as shown in FIG. 2 (1) 5 of the core and the rotor A
When facing, the output waveform P _A shown in FIG. 5 (3) to the pulser coil 5 is generated, when the ignition timing is started advancing ignition timing I ₁ below, which is determined by the rotational speed and the throttle opening degree and, Because the microcomputer 30 does not make the switch circuit unit 31 conductive,
What such does not affect the gate of the thyristor SCR _1.

For this reason, when the magnet rotor 20 further rotates and this time opposes the other end B of the trigger pole 20A and the core of the pulsar coil 5, the waveform of FIG.
P _B occurs. And this output is the thyristor
Because exerted on the gate of the SCR _1, the thyristor SCR ₁ is turned on, the charge in the capacitor C ₁ charged in the previously rapidly discharged to "the primary coil of the capacitor C ₁ → thyristor SCR ₁ → ignition coil 1" As a result, a high voltage is generated in the secondary coil of the ignition coil 1, and the spark plug 1A ignites.
This is the start advancing the ignition timing I _1. This is for the purpose of improving startability. The same applies to the spark plug
2A, 3A, and 4A operate to ignite one after another.

When the start advance setting time T ₁ second elapses, the microcomputer 30
Then, a conduction signal for the switch circuit 31 is output, and the switch circuit 31 is turned on. Therefore, pulser coil output P _B shown in FIG. 5 (3) is bypassed by the switch circuit 31. Thus, totally eliminates the effect of P _B to the gate of the thyristor SCR ₁ ~SCR _4, all depending on the signal from the microcomputer 30, so that the thyristor SCR ₁ ~SCR ₄ is turned on to ignite.

This is performed by the following operation. Microcomputer output P _A of the pulser coil 5-8 is passed through a noise filter 10 30
, The myco 30 counts the output of the gear count coil 13. Then, at the ignition timing determined by the output ratio of the outputs V ₁ and V ₂ of the throttle sensor 33 determined by the throttle opening at that time and the engine speed, the microcomputer 30 sends the thyristors SCR _{1 to} SCR ₄ via the trigger output buffer 32 via the trigger output buffer 32. Since the thyristor is output to the gate, each thyristor is sequentially turned on and ignites at the spark plugs 1A to 4A. This operation is performed sequentially until thyristor SCR ₁ ~SCR _4. This is the range between the advance start ignition timing I ₃ ~ maximum advance ignition timing I ₂ of Figure 4. In FIG. 4, the relationship between the throttle opening and the ignition timing is shown for clarity, and the relationship with the engine speed is omitted.

In the above description, the start advance angle is assumed to be a predetermined time, but as shown in FIG. 4, a temperature sensor 52 is connected to the interface, and the temperature sensor 52 is disposed at an appropriate position of the cylinder, and is fixed. The system may be turned off when the temperature is lower than the temperature and turned on when the temperature is higher than the temperature. The setting time is longer when the temperature is off and shorter when the temperature is on. This is to increase the starting advance time when the engine is cold and to shorten it when warming up. Further, instead of setting the time, the system can be easily implemented as a system in which the starting advancing angle is set below the set temperature, and the starting advancing angle is set shortly (2 to 3 seconds) above the set temperature, and then immediately returns to the trolling ignition timing.

The following describes the fourth ignition timing of Figure I ₃ following trolling ignition timing I _4. The basic operation on the circuit is the same as the above-described ignition operation, but is a part for performing the operation of the present proposal, and will be described in detail with reference to FIGS. 6 and 7.

When starting the advance after completion throttle opening is theta ₁ below, trolling rotational speed is determined depending on the setting position of the rotational speed setting circuit 35 during trolling.

First, the position of the trolling speed setting circuit 35 is set to N ₃
When switched to N ₂ from the voltage change due to the change in resistance is converted into a digital signal by the A / D converter 34, is inputted to the microcomputer 30, the set rotational speed is switched from the N ₃ to N ₂ Is input to the microcomputer 30. At this time, the microcomputer 30, the signal from the pulser coil 5-8, and detects the engine speed N _E at that time, because it is "N _E <N _2", is Iθ [degrees] advance. Then check the t ₁ (seconds) engine speed, checks the still "N _E <N _2" a is for further cause Iθ DoSusumu angle t ₁ (seconds) after the engine rotational speed.

Repeating the above operations, it is brought close to the set number of circuits N _2. If the N ₂ or more Matagyaku, conversely retarded in units of each Iθ [degrees], performs an operation to return to N _2. If middle changed over the rotational speed setting circuit 35 from N ₂ to N _1, performs an operation of the engine rotational speed approaches the N ₁ in the same operation.

Also, in detecting the engine speed, it is necessary to have a certain width centered on the set speed, even if it is the set speed, and this width is “± N”. Otherwise, the microcomputer 30 will always determine that the engine speed is fluctuating, causing hunting. Also, it [theta], t ₁ is, depending on the engine, may be set to an appropriate value. In this system, the N ₁
Although the N ₅ up out trolling rotational speed settings, which may be increased or decreased as necessary not only to 5 out.

Further, in the marine engine, the load applied to the engine is considerably different between the forward or reverse gear-in state and the neutral state. For this reason, if the set rotation speed is excessively reduced in the neutral state, the load may increase when gearing in, and the engine may stall.

In our system, in order to solve this problem, as shown in the flowchart of FIG. 7, the engine speed set value N ₃
If set below, set value N ₄ , N
₅ and proceed, when the neutral state, are the manner not to operate at slower setting than N _3. Therefore, temporarily set the number of revolutions
If set to N _5, but operation is performed to N ₅ the engine speed if Gyain state, the set value until the engine rotational speed N ₃ When the neutral state is to up.

In our example, although the N ₃ in the neutral state, never stick thereto, may be selected appropriate settings.

More specifically, a neutral switch 51 that is on when neutral and off when neutral and below neutral (or vice versa) is mounted, and one side of the neutral switch 51 is connected to the interface of the circuit, and an on-off signal is output. It is connected to the microcomputer 30 via an interface. And if it is neutral and on,
According 30 programs, up to a set value N ₅ off other than the neutral up to the set value N _3, to operate.

The neutral switch 51 may be provided inside the engine or inside the microcomputer 30. By performing the above operations, the difference in the weight of the propeller and the ship, the difference due to the warm-up and cool-down of the engine, the deviation of the trolling speed caused by the weather condition, etc. are automatically corrected, and the necessary rotation of the driver is corrected. It is possible to get a number.

Regarding the engine rotation rules, not only the operation at the above warnings but also the trigger output from the microcomputer stops when trying to rotate more than the set number of rotations so that the engine does not overrun, the thyristor SCR does not turn on and the spark plug ignites It is possible to easily incorporate a system that does not work.

〔The invention's effect〕

As described above, according to the present invention, it is possible to keep the trolling speed constant even when the load of the hull or the size of the propeller is changed, or even when the weather conditions change, To provide an unprecedented superior ignition timing control device for an engine that can keep the engine speed constant even when there is a change in the state of the engine and can effectively prevent an increase in engine stall and rolling speed. Can be.

In addition, by prohibiting the setting of the low output side in the neutral state, it is possible to prevent the engine from being stopped due to a sudden increase in the load at the time of gain.

[Brief description of the drawings]

FIG. 1 is a circuit diagram showing an embodiment of the present invention, and FIG. 2 (1)
(2) is an explanatory view showing an arrangement state of a pulsar coil and a gear count coil, FIG. 3 is an explanatory view showing a setting operation section of a rotation speed setting circuit in FIG. 1, and FIG. 4 is a circuit diagram of FIG. Diagram showing ignition timing characteristics in FIG. 5 (1)
To (9) are diagrams showing output waveforms of respective parts in FIG. 1, FIG. 6 is an explanatory diagram showing a control operation of the ignition timing controller in FIG. 1, and FIG. 7 is a control of the same ignition timing controller. It is a flowchart which shows an operation. 1-4: ignition coil, 5-8: pulsar coil, 11
... a capacitor charge coil, 30 ... an ignition timing controller, 33 ... a throttle sensor, 35 ... a rotation speed setting circuit as ignition timing setting means, 52 ... a temperature sensor.

Claims (2)

(57) [Claims] 1. A rotational speed sensor for detecting an engine rotational speed, a throttle sensor for detecting an opening of an engine throttle valve, an ignition timing setting means for selecting and setting an engine output during trolling, An ignition timing controller for an engine, comprising: an ignition timing controller for determining an optimal ignition timing of an engine based on information sent thereto; wherein the ignition timing controller controls trolling corresponding to each engine output selectable by the ignition timing setting means. A reference speed storage function for storing each reference speed at the time, and the reference speed and the speed corresponding to the engine output selected by the ignition timing setting means when the output of the throttle sensor is a trolling opening. Compare the actual rotation speed input from the speed sensor and calculate the deviation. A rotation error calculation function for determining the rotation speed of the engine, and an engine speed control function for advancing or retarding the ignition timing based on data calculated by the rotation error calculation function to control the engine speed during trolling substantially constant. An ignition timing control device for an engine, comprising: 2. A rotational speed sensor for detecting an engine speed, a throttle sensor for detecting an opening of an engine throttle valve, ignition timing setting means for selecting and setting an engine output during trolling, and a neutral sensor. An ignition timing controller that determines an optimal ignition timing of the engine based on information sent from each of these units, wherein the ignition timing controller selects each engine output selectable by the ignition timing setting means. A reference speed storage function for storing each reference speed at the time of trolling corresponding to the reference speed, and the reference speed corresponding to the engine output selected by the ignition timing setting means when the output of the throttle sensor is the trolling opening. Number and the actual rotation speed input from the rotation speed sensor. A rotation error calculation function for comparing and calculating the deviation, and an ignition timing is advanced or retarded based on data calculated by the rotation error calculation function to control the engine speed during trolling to be substantially constant. An engine ignition timing control device having an engine speed control function and a function of restricting a low output side in a range of the engine output selectable by the ignition timing setting means in a neutral state by an output of the neutral sensor. .