JPS6052316B2 - Automotive power distributor - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention relates to an automotive power distributor, and more particularly to an automotive power distributor suitable for use in an electronic ignition timing control device.

This type of conventional power distribution device for automobiles, known from Japanese Patent Application Laid-Open No. 53-11542, etc., generally has side electrodes arranged in a number corresponding to the number of cylinders in the engine, facing a rotating electrode fixed to the rotating shaft of the engine. The side electrode is connected to the spark plug.

When the ignition advance angle is zero, the rotating electrode and the specific side electrode face each other, and a spark is generated at the spark plug corresponding to a predetermined cylinder, but the ignition advance angle is controlled according to the engine load information. When the ignition advance angle is large, the distance between the rotating electrode and the side electrode connected to the spark plug of the cylinder to be ignited becomes large.

In this case, the conventional power distributor has the disadvantage that, due to its structure, current is applied to other side electrodes adjacent to the side electrode that should originally be energized, and predetermined power distribution is not performed. An object of the present invention is to provide a power distributor for an automobile that can reliably distribute power even when the ignition advance angle is large without increasing the outer diameter of the lid body on which the side electrodes are disposed.

The feature of the present invention is that the rotating electrode and the side electrode are divided into two systems, and the power distribution paths of both systems are alternately achieved by the rotation of the rotor, and the current flow direction to both systems is An element for regulating this is provided between each rotating electrode and the center electrode, and this element is fixed to the rotor.

Hereinafter, the present invention will be explained based on embodiments shown in the drawings.

The structure of an automotive power distributor 100 according to the present invention is shown in FIGS. 2 to 4. In these figures, the engine body 20
A substantially V-shaped rotor 2 is mounted on a plane orthogonal to the rotating shaft 202 at the tip of the rotating shaft 202 that is linked to the crankshaft 202.
04 is fixedly installed, and a stepped portion 204A is formed on one side of the rotor 204. A conductor portion 206 is disposed in the center of the rotor 204 to be in contact with a contact of a center electrode, which will be described later. 204C
A rotating electrode 210 is implanted at the end of the electrode. On the other hand, a lid 220 that shields the rotor 204 is fixed to the engine body 200 by tightening means such as bolts.

A center electrode 212 is disposed at the center of the lid 220, and a long current collector 214 is provided in the circumferential direction of the lid 220.
A side electrode 214 having a short current collecting portion 216A and a side electrode 216 having a short current collecting portion 216A alternately rotate in the direction of the rotating shaft 202 by a number corresponding to the number of cylinders (in this embodiment, there are 6 cylinders, so there are 6 cylinders). It is provided facing the electrodes 208 and 210. The contactor 212A of the center electrode 212 is provided so as to be in contact with the conductor section 206, and a high voltage diode is provided between the conductor section 206 and the rotating electrodes 208, 210 to regulate the direction of flow of the ignition current. Dl and D2 are connected.

These high-voltage diodes Dl and D2 contribute to preventing conduction of current between the center electrode 212, the side electrode that should be energized, and the adjacent side electrode when the ignition advance angle is large. In the power distributor 100 having the above configuration, when a positive voltage is applied to the center electrode 212 from the secondary winding of the ignition coil, electricity is supplied from the rotating electrode 208 to the side electrode 216 via the diode D2. A high voltage is applied to the spark plug connected to electrode 216. On the other hand, at this time, the other rotating electrode 210 is in a position facing another side electrode 216, but the diode D1 restricts the energization and the gap between the rotating electrode 210 and the side electrode 216 is large, so the energization is not carried out. It never happens.

Further, the ignition advance angle is large and the rotating electrode 208 and the current collecting portion 216A of the side electrode 216 are located opposite each other. 'Even if it collapses, the side electrode 2
Since the gap between the electrodes is large, the side electrode 214 adjacent to the electrode 16 is not energized. The same applies to the case where a negative voltage is applied to the center electrode 212 from the secondary winding of the ignition coil, so a description thereof will be omitted.

Note that FIG. 3 is a perspective view showing the external appearance of the rotor 204.

Next, FIG. 4 shows an ignition timing adjustment circuit suitable for use with the automotive power distributor according to the present invention. In the figure, a side electrode 214 (indicated by a black circle in the figure) provided on the power distributor 100 is shown.

), 216 (indicated by white circles in the figure) are arranged alternately in the circumferential direction of the lid body 220. The electrodes on each side are connected to spark plugs P1 to P6 provided in each cylinder of the engine, and the secondary winding of the ignition coil 300! connected to one end of the On the other hand, a crank angle sensor J sensor 302 is provided on the crankshaft of the engine.
It is connected to input terminals A and B of 4.

Further, the output ends F and G of the control section 304 are connected to the ignition coil 30.
0 primary windings Lll, Ll2 and their collectors are connected to respective bases of drive transistors TRl, TR2, and the emitters of these transistors TRl, TR2 are both grounded.

Here, the winding directions of the primary windings Lll and Ll2 are opposite to each other.

This is to cause the polarity of the ignition voltage induced in the secondary winding L2 to alternately change every time the crankshaft rotates 120 degrees, as will be described later. and the winding Ll
l,]-12,L, and the power supply terminal H of the control unit 304 are connected to the battery VB via the switch S1.

In the above configuration, when the switch (for example, starter switch) S1 is closed, power is supplied to each part, and the control part 3
04 is a reference crank angle signal (hereinafter referred to as CRT) from the crank angle sensor 302.

) and a position pulse signal (hereinafter referred to as CPP), and as the crankshaft rotates, the primary windings Ll, Ll2 of the ignition coil 300 are connected to the bases of the transistors TRl and TR2 at every 240 degrees of rotation angle of the crankshaft. A control signal for intermittent primary current flowing through the output terminals F and G is sent out from the output terminals F and G. Here, the control signals outputted from the output terminals F and G have a phase difference corresponding to 120 degrees in terms of the rotation angle of the crankshaft, and the transistors are alternately turned on and off to produce a primary signal as shown in Fig. 5A and b. The current is passed through the primary winding 141, L12
flow to.

Therefore, the secondary winding of the ignition coil 300! As shown in Fig. 5c, the primary winding Lll is connected every 120 degrees of rotation angle of the crankshaft.
, Ll2, positive and negative pulse voltages are alternately induced and distributed to each spark plug in sequence. For example, when the rotating electrode is located as in the power distributor 100 of FIG. 4, at time T2 in the time chart of FIG. A positive pulse voltage is induced in . Therefore, as is clear from the above description, a high voltage is applied to the ignition plug P2 from the center electrode 212 via the high voltage diode D2, the rotating electrode 208, and the side electrode 216, and discharge sparks are generated. On the other hand, at this time, the high voltage diode D1 restricts the flow of current from the center electrode 212 to the rotating electrode 210, so that no high voltage is applied to the spark plug P4.

Furthermore, although the above explanation describes the case where the ignition advance angle is zero, even when the ignition advance angle is large, due to the structure of the power distributor described above, the adjacent side electrodes are erroneously energized, for example, the rotating electrode 2
10. No discharge spark is generated in the spark plug P5 via the side electrode 214. Next, FIG. 6 shows a specific configuration of the control section 304 of the ignition timing adjustment circuit shown in FIG. 4.

The control unit 304 is in charge of not only ignition timing control but also various controls of the engine, but since it is not directly related to this application, a description thereof will be omitted. In FIG. 6, 400 is a multiplexer (hereinafter referred to as A), and analog signals such as load signal L (for example, intake air amount, etc.), battery voltage B, etc. are input from various sensors to the MPX4OO. The analog input signal is selected in a time-division manner by MPX4OO, and an analog-to-digital converter (hereinafter referred to as A/D) 4
Sent on 02. The analog signal is converted into a digital signal by this A/D4O2 and sent to the input/output interface circuit 404. On the other hand, the crank angle sensor 406 is a digital signal that is directly input to the input/output interface circuit 404 without going through the MPX4OO.
There are crankshaft rotation angle signals Pl and P2 output from the crankshaft.

The angle signal P1 is a position pulse signal (CPP), which is output, for example, every 1 degree of crank angle (Fig. 7B), and the angle signal P2 is a reference crank angle signal (CRP), which is output at 720 degrees.
It is output every time (Fig. 7A).

Further, the CPU4O8 is a central processing unit that performs digital arithmetic processing, the RAM41O is a readable and writable storage element, and the ROM
4l2 is a storage element for storing control programs and fixed data.

In addition, the input/output interface circuit 404 is an A/D4
Receiving signals from O2 and crank angle sensor 406, CP
Sends a signal to U4O8 and receives a signal from the CPU4O8, AND gate 414 and m1 or A
Ignition coil 300 via ND gate 416 and TR2
Sends an ignition signal to.

On the other hand, 418 is a 1 (A) counter, and the signal P1
is taken in as a clock pulse through the AND gate 420, and the output of the 0R gate 422, which receives the output pulse of the counter 418 and the signal P2 as input, makes the 120th clock pulse, that is, the rotation angle of the crankshaft 120 degrees. It is cleared every time (Fig. 7C).

Then, the output of the 12011 counter 418 is taken in as a clock pulse to a binary counter 426 via an AND gate 424.

The inverters 428 and 430 rotate the crankshaft 2 times (72
0 degrees), the AND gates 420 and 424 are connected between one input terminal of these AND gates and the output terminal of the signal P2 of the crank angle sensor 406. Now, one pulse is output from the output terminal of the binary counter 418 at the 120th clock, so a pulse signal as shown in FIG. Inverter 4 at the input end
32 and one input terminal of the AND gate 416, respectively, as shown in FIG.
Outputs a gate signal that repeats 1゛ and “゜0゛”.

On the other hand, the input/output interface circuit 404 receives the output signals of various sensors and processes them by the CPU based on the control program stored in the ROM 4li2. Based on the calculation results, the primary windings Lll, Ll of the ignition coil 300 are
Outputs a control signal for energizing 2.

This control signal is used to ensure that the pistons in each cylinder of the engine are at top dead center (
n) The input/output interface circuit 404 outputs the signal every 120 degrees of the crank angle at a timing such that the ignition voltage (voltage generated in the secondary winding L2) is applied to the spark plug immediately before reaching point C). AND which receives this control signal
The gates 414 and 416 open at opposite timings, that is, the N1 gate 416 opens at logic ゛゜1゛ in FIG. In order to do this, it opens when the logic of E in the same figure is "0".Therefore,
The primary winding L of the ignition coil 300 is connected from the AND gates 414 and 416 to the drive transistors TRl and TR2.
Primary currents as shown in FIG. 7 F and G flow through l2 and Lll.
As mentioned above, since the winding directions of the primary windings 141 and L12 are reversed, the seventh winding is applied to the secondary winding L2 when the primary current is cut off.
Secondary voltages of opposite polarity as shown in Figures H and I are generated. As described above, the present invention divides the rotating electrodes and the side electrodes into two systems, and configures the power distribution paths of both systems to be achieved alternately by the rotation of the rotor, and furthermore, allows current to flow through both systems in unison. Since the direction regulating element is provided between each rotating electrode and the center electrode, and this element is fixed to the rotor, according to the present invention, even when the ignition advance angle is large, the lid body in which the side electrode is disposed can be used. A power distributor for an automobile that can reliably distribute power without increasing the outer diameter of the vehicle can be obtained.

[Brief explanation of drawings]

1 to 3 show an embodiment of the automotive power distribution device according to the present invention, FIG. 1 is a sectional view showing the state when a positive ignition voltage is applied to the center electrode, and FIG. is a cross-sectional view showing the state when a negative ignition voltage is applied to the center electrode;
The figure is a perspective view showing the external appearance of the rotor part, FIG. 4 is a circuit diagram showing an embodiment of the ignition timing adjustment circuit using the automotive power distributor according to the present invention, and FIG. 5 is the circuit operation of FIG. 4. FIG. 6 is a block diagram showing a specific configuration of the control section of the circuit of FIG. 4, and FIG. 7 is a time chart for explaining the operation of the control section of FIG. 6. 204...Rotor, 208,210...
・Rotating electrode, 212...Center electrode, 214,2
16... side electrode, 220... lid body.

Claims (1)

[Claims] 1. A rotating shaft that rotates in conjunction with the crankshaft of the engine, a rotor fixed to the tip of the rotating shaft, a rotating electrode provided on the rotor, and a lid that covers the rotor in the circumferential direction. A number of side electrodes corresponding to the number of cylinders are provided facing the rotating electrode at equal intervals, a center electrode is provided at the center of the lid body, and a center electrode is provided at the center of the rotor and comes into contact with the center electrode. A side electrode group comprising a conductor part, wherein the rotating electrode is composed of a pair of electrodes spaced apart from each other by a predetermined angle, and the side electrode cooperates with the one rotating electrode to form a set of power distribution system. and a side electrode group that cooperates with the other rotating electrode to form another set of power distribution systems, such that the power distribution paths of both power distribution systems are alternately achieved by rotation of the rotor. and an element for regulating the flow direction of current to both the power distribution systems is provided between each of the rotating electrodes and the conductor part, and the element is fixed to the rotor. Electric appliances.