JPS6340940B2 - - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION [Field of Application of the Invention] The present invention relates to an automotive power distribution device, and more particularly to a vehicle power distribution device suitable for use in an electronic ignition timing control device.

[Background of the invention]

This type of conventional power distribution device for automobiles, known from Japanese Patent Application Laid-Open No. 53-115420, generally has a number of side electrodes corresponding to the number of cylinders of the engine arranged opposite to 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.

[Purpose of the invention]

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.

[Summary of the invention]

A feature of the present invention is that the rotor is fixed to the tip of a rotary shaft that is linked to the crankshaft of the engine, and is provided in a substantially V-shaped rotor on a plane perpendicular to the rotary shaft. The current collecting portions of the side electrodes arranged in the circumferential direction of the shielding lid are alternately long and short in the direction of the rotation axis, and a step is provided on one side of the rotor corresponding to the side electrodes, and a step is provided on one side of the rotor corresponding to the side electrodes. Means for regulating the direction of current flow is provided between the rotating electrode and a conductor portion provided at the center of the rotor that contacts the center electrode provided at the center.

[Embodiments of the invention]

The present invention will be described below 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, a substantially V-shaped rotor 204 is fixed to the tip of a rotating shaft 202 that is interlocked with the crankshaft of an engine main body 200 on a plane perpendicular to the rotating shaft 202. Stepped section 204A on one side
is formed. 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. A rotating electrode 210 is implanted at the end of 204C.

On the other hand, a lid 220 that shields the rotor 204
The engine body 200 is tightened by tightening means such as bolts.
It is fixedly installed. A center electrode 212 is disposed at the center of the lid 220, and the lid 220 further includes a center electrode 212.
A side electrode 214 having a long current collecting part 214A and a side electrode 2 having a short current collecting part 216A in the circumferential direction.
16 are arranged alternately in the direction of the rotating shaft 202 in a number corresponding to the number of cylinders (in this embodiment, there are 6 cylinders, so the number is 6).
The rotating electrodes 208 and 210 are provided opposite to each other.

The contact 212A of the center electrode 212 is provided so as to be in contact with the conductor portion 206,
The conductor portion 206 and the rotating electrodes 208, 210
High-voltage diodes D1 and D2 are connected between the two and the high-voltage diodes D1 and D2 that regulate the direction of ignition current flow. These high-voltage diodes D1 and D2 contribute to preventing conduction 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, current is passed 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 the side 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
Since the energization is regulated and the gap between the rotating electrode 210 and the side electrode 216 is large, no energization occurs. In addition, the ignition advance angle is large and the rotating electrode 20
8 and the current collecting portion 216A of the side electrode 216 are shifted, the side electrode 21 adjacent to the side electrode 216
No. 4 is not energized because the gap between the electrodes is large.

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, side electrodes 214 (indicated by black circles in the figure) and 216 (indicated by black circles in the figure) provided on the power distributor 100,
Indicated by white circles. ) are arranged alternately in the circumferential direction of the lid body 220. Each side electrode is connected to spark plugs P1 to P6 provided in each cylinder of the engine, and is also connected to one end of the secondary winding _L2 of the ignition coil 300.

On the other hand, a crank angle sensor 302 is provided on the crankshaft of the engine. Connected to input terminals A and B.

Further, output terminals F and G of the control section 304 are connected to drive transistors TR1 and TR whose collectors are connected to one end of the primary windings _L11 and _L12 of the ignition coil 300, respectively.
The emitters of these transistors TR1 and TR2 are both grounded.

Here, the winding directions of the primary windings _L11 and _L12 are opposite to each other. As will be explained later, this is the secondary winding L ₂
This is to cause the polarity of the ignition voltage induced in the crankshaft to change alternately each time the crankshaft rotates 120 degrees.

The other ends of the windings L ₁₁ , L ₁₂ , L ₂ and the power supply terminal H of the control section 304 are connected to the battery V _B 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 unit 304 receives a reference crank angle signal (hereinafter referred to as CRT) and a position pulse signal (hereinafter referred to as CRT) from the crank angle sensor 302. (hereinafter referred to as CPP), and as the crankshaft rotates, the primary windings L ₁₁ and L ₁₂ of the ignition coil 300 are connected to the bases of transistors TR1 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. primary winding current
Flow to L ₁₁ and L ₁₂ . Therefore _, as shown _{in FIG} . 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 shown in FIG. 4, at time _T2 in the time chart shown in FIG. A positive pulse voltage is induced in _L2 . 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, from the center electrode 212 to the rotating electrode 21
0, high voltage is not applied to the spark plug P4 because the high voltage diode D1 restricts the current flow. 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 210, the side electrode 214
No discharge spark is generated at the spark plug P5 via the spark plug P5.

Next, the control section 304 of the ignition timing adjustment circuit shown in FIG.
The specific configuration of the device is shown in FIG. The control unit 304 is responsible for not only ignition timing control but also various controls of the engine, and is not directly related to this application, so a description thereof will be omitted. In FIG. 6, 400 is a multiplexer (hereinafter referred to as MPX);
Analog signals such as load signal L (for example, intake air amount, etc.) and battery voltage V _B are input from various sensors to MPX 0.
The signals are selected in a time-division manner at 400 and sent to an analog-to-digital converter (hereinafter referred to as A/D) 402 . The A/D 402 converts the analog signal into a digital signal and sends it to the input/output interface circuit 404.

On the other hand, the digital signals directly input to the input/output interface circuit 404 without going through the MPX 400 are the crankshaft rotation angle signals P1 and P2 output from the crank angle sensor 406.
There is.

Angle signal P1 is position pulse signal (CPP)
For example, it is output every 1 degree of the crankshaft (7th
In Fig. b), the angle signal P2 is a reference crank angle signal (CRP) and is output every 720 degrees (Fig. 7A).

Furthermore, the CPU 408 is a central processing unit that performs digital calculation processing.
RAM 410 is a readable and writable storage element, and ROM 412 is a storage element for storing control programs and fixed data.

The input/output interface circuit 404 also receives signals from the A/D 402 and crank angle sensor 406, and sends signals to the CPU 408.
Receiving a signal from the CPU 408, AND gate 414 and TR1 or AND gate 416 and TR
2 to send an ignition signal to the ignition coil 300.

On the other hand, 418 is a 120-decimal counter, and the AND gate 420 uses the signal P1 as a clock pulse.
The output pulse of the counter 418 and the output of the OR gate 422 which inputs the signal P2 are cleared every time the 120th clock pulse, that is, the rotation angle of the crankshaft reaches 120 degrees (the 7th Figure C).

Then, the output of the 120-decimal counter 418 is taken into a binary counter 426 via an AND gate 424 as a clock pulse. Inverter 428, 43
0 is AND while the crankshaft rotates 2 times (720 degrees)
These are used to keep gates 420 and 424 open.
It is connected between one input end of the AND gate and the output end of the signal P2 of the crank angle sensor 406.

Now, one pulse is output from the output terminal of the 120-decimal counter 418 at the 120th clock, so a pulse signal as shown in FIG. 7D is input to the binary counter 426, and one input terminal of the AND gate 414 via the inverter 432 and the AND gate 41
A gate signal which repeats logic "1" and "0" every 120 degrees of crank angle as shown in FIG.

On the other hand, the input/output interface circuit 404 receives output signals from various sensors and sends them to the ROM 41.
Based on the control program stored in 2.
A control signal for energizing the primary windings L ₁₁ and L ₁₂ of the ignition coil 300 is output based on the calculation results processed by the CPU. This control signal is applied at a crank angle of 120 mm at a timing such that the ignition voltage (voltage generated in the secondary winding _L2 ) is applied to the spark plug just before the pistons of each cylinder of the engine reach top dead center (TDC). input/output interface circuit 40
Output from 4. AND that receives this control signal
Gates 414 and 416 open at opposite timings, that is, AND gate 416 opens at logic "1" in FIG. 7E, but AND gate 4
In the case of 14, the output signal of the binary counter is inverted by the inverter 432, so the logic “0” as shown in E of the figure.
It will open at the time of. Therefore, from the AND gates 414, 416, the driving transistors TR1,
Primary winding L ₁₂ of ignition coil 300 via TR2,
A primary current as shown in FIG. 7 F and G flows through _L11 .

As mentioned above, since the winding directions of the primary windings L ₁₁ and L ₁₂ are reversed, when the primary current is cut off, the secondary winding L ₂
A secondary voltage of opposite polarity as shown in FIG. 7 H and I is generated.

〔Effect of the invention〕

As described above, the present invention is directed to the circumferential direction of a lid body that faces a pair of rotating electrodes provided on a V-shaped rotor fixed to the tip of a rotating shaft interlocked with the crankshaft of an engine, and that shields the rotor. The current collecting part of the side electrode arranged on the side electrode is made long and short in the direction of the rotation axis, and a step is provided on one side of the rotor corresponding to this side electrode, and the center electrode and the rotating electrode are arranged on the center part of the lid body. According to the present invention, even when the ignition advance angle is large, the outer diameter of the lid body on which the side electrode is disposed can be increased. A power distributor for an automobile that can reliably distribute power without any problems can be obtained.

[Brief explanation of the drawing]

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. A cross-sectional view showing the state when a negative ignition voltage is applied to the center electrode, FIG. 3 is a perspective view showing the external appearance of the rotor, and FIG. 4 shows the ignition timing using the automotive power distributor according to the present invention. 5 is a circuit diagram showing an embodiment of the adjustment circuit; FIG. 5 is an imchart for explaining the operation of the circuit shown in FIG. 4; FIG. 6 is a block diagram showing a specific configuration of the control section of the circuit shown in FIG. FIG. 7 is a time chart for explaining the operation of the control section shown in FIG. 204... Rotor, 208, 210... Rotating electrode,
212... Center electrode, 214, 216... Side electrode, 2
20...Lid body.

Claims (1)

[Claims] 1 A pair of rotating electrodes that are fixed to the tip of a rotating shaft that is linked to the crankshaft of an engine and are provided on a substantially V-shaped rotor on a plane perpendicular to the rotating shaft, and a circular lid that shields the rotor. A number of side electrodes corresponding to the number of cylinders are provided facing the rotating electrode in the circumferential direction, a center electrode is provided at the center of the lid body, and a center electrode is provided at the center of the rotor in contact with the center electrode. a conductor portion, the current collecting portions of the side electrodes are alternately long and short in the direction of the rotation axis, and a step is provided on one side of the rotor, and a direction of current flow is determined between the rotating electrode and the conductor portion. An automotive power distribution device characterized by having a regulating means.