Electronic ignition system for internal combustion engine

专利摘要:
An electronic ignition system for an internal combustion engine allowing precise control of the instant of ignition of the air-fuel mixture, in which the mechanical components, particularly the high voltage distributor, are eliminated. This system comprises a transducer delivering two cyclic sequences of signals synchronous with the position of the stroke of the pistons, means for controlling the instant of emission of the sparks in all the operational states of the engine, distributing means supplying release signals to spark generators connected to the spark plugs. Application to internal combustion engines, particularly to multicylinder engines.
公开号:SU910132A3
申请号:SU772555404
申请日:1977-12-16
公开日:1982-02-28
发明作者:Менар Кристиан
申请人:Томсон-Цсф (Фирма)；
IPC主号:

专利说明:

(54) ELECTRONIC IGNITION SYSTEM FOR INTERNAL COMBUSTION ENGINES
one
This invention relates to electrical equipment for internal combustion engines, namely, an electronic ignition system for an air-fuel mixture injected into engine cylinders.
Classical ignition systems are known that contain a mechanical high-voltage distributor, the shaft of which is connected to the engine shaft. In the housing of the distributor are located con-. 10 and
chopper cycles to which the primary winding of the ignition coil is connected, and mechanical automatic ignition advancers: centrifugal and vacuum regulators. The output of the secondary winding of the 1J ignition coil is connected to the central electrode of the high-voltage distributor cover. The spark plug is connected to the side electrodes of the distributor cap 1.
However, the mechanical breaker is characterized by burning contacts, the formation of parasitic films, inertia, the actual vibration and transitional oscillations. In high voltage distributors, there is a burnout and, in addition, a high sensitivity to 25
atmospheric conditions. The advance angle of ignition is subject to wear.
A known electronic ignition system, the electronic unit of which is built on the elements of logic, to the inputs of which signals of the rotation speed of the engine shaft, engine temperature, etc. are input. The system contains two sensors located, for example, in the housing of a high-voltage distributor.
the dead point is the front and the other is shifted to the maximum ignition advance angle. The electronic unit is equipped with two inputs, one provides control of the system on starting and idling the engine, and the other - on a normal operating mode 2.
However, the operation of a known ignition system under various engine operating conditions is not accurate enough, and the means used to implement such a system are very expensive.
The purpose of the invention is to improve the accuracy of the moment of ignition.
The goal is achieved by the fact that in the electronic ignition system for dvigageodin fixes the position of the upper
39
an even number C of an internal combustion engine containing a pressure transducer and an engine piston transducer which are connected to the inputs of an automatic ignition advance unit connected in series with an electronic distributor and spark generators connected to spark plugs, the engine piston transducer being formed by metal segments having different lengths and evenly spaced software circumferentially connected to
For example, with a camshaft and two fixed detectors, the disk is equipped with C / 2 pairs of segments, the arc length of one pair is twice as large as the other, the outputs of the detectors of the transducer of the engine pistons are connected to the inputs of two channels of the automatic ignition advance unit and two inputs of the electronic distributor, the output of the pressure converter is connected to the third input of the automatic advance ignition unit, and its output is connected to the third input of the electronic distributor.
The output of the automatic ignition advance unit is connected to one input of the bistable trigger of the electronic distributor directly, and the outputs of the detectors of the transducer of the engine pistons are connected to the second input via a series-connected logic element I, a high-pass filter and a polar selector, and the output of the bistable trigger is connected to the same inputs of two logic gates And, to the other inputs of which are connected the output of the automatic advance ignition unit.
FIG. 1 shows a block diagram of the proposed ignition system (for an engine with four cylinders); in fig. A 2-4 transducer of the piston stroke position and waveform of the respective signals; in fig. 5 and. 6 is the same as the embodiment; in fig. 7 and 8 is a diagram of an electronic distributor and a waveform of the corresponding signals; on 1FIG. 9-11 is a diagram of an automatic ignition advance unit and waveforms of corresponding signals; in fig. 12-14 - block diagram of the discriminator of the speed and waveform of the corresponding signals; in fig. 15-18 - frequency limiter of two speed levels; in fig. 19 and 20 are block diagrams that eliminate the change in the advance angle.
The ignition system contains (Fig. 1) a preamplifier 1 of the position of the pistons of the engine, issuing at the outputs of two detectors 2 and 3 synchronous electrical signals shifted by the angle Fp; these signals provide information about the position of the pistons, the rotational speed of the engine and the phase of the ignition cycle; a pressure transducer 4, providing an electrical signal VP of the engine load and placed on the intake manifold; block 5 automatic advance ignition. This unit is powered by the output signals of transducers 1.4 and allows the engine's ignition timing to be automatically changed depending on the measured state parameters — rotational speed and engine load, as well as other parameters, such as exhaust gas temperature, etc., that can affect to optimize the moment
zhigani and read the corresponding converters (not shown). Unit 5 outputs at its output pulse signals corresponding to the required ignition moment.
The system also contains an electronic distributor 6 of the trigger signals P of the spark generators 7 and 8, fed from the output signals of the piston position converter 1 and sequentially cyclically distributing at its two outputs the triggering signals P generated by the automatic advance ignition unit 5; generator unit 9, containing two spark generators 7 and 8 of the electronic igniter of cylinders 7-1 and 7-2), issuing high-voltage electrical pulses. These are the well-known spark generators of symmetric type with two outputs, feeding simultaneously groups of two cylinders; The received ignition sequence (7-G, 8-2, 7-2, 8-1) of the cylinders may be different and is determined by different engine designs.
The modes of operation of the internal combustion engine are varied and, in particular, include: a starting mode characterized by a very low rotational speed of about 50 rpm and large fluctuations of the electric power supply, the voltage of which may be equal to half the voltage of the onboard battery; idle mode with a low load, the upper limit of which is 1000-100 rpm; cruising speed mode with varying load and upper speed limit of 5000-6000 rpm; overrun mode of the engine (with or without load), which is lower than the engine speed.
The following describes the means for determining various engine operating conditions and, accordingly, optimally adjusting the engine ignition time and excluding engine overspeed.
FIG. 2 shows the elements of a piston position transducer; on fng. 3 waveforms of signals at the two outputs of this converter. It is assumed here that the piston position transducer 1 is articulated with a camshaft, the rotational speed of which is equal to half the rotational speed of the crankshaft.
The piston position converter 1 (Fig. 2) contains a disk articulated with an engine camshaft and provided with four metal segments 10-13, and a pair of closely mounted and fixed Hd motor case detectors 2 and 3, determining the passage of the metal segments. The detectors are separated by a predetermined and constant angle φ equal to at least
less than half the angle of dynamic ignition advance. Metal segments are hung around the circle at an angle of 90. Segments D and 11 occupy an arc with an angle a, greater angle (JV), and diametrically located segments 12 and 13 — an arc with angle | 8 smaller than the angle F, for example, for the angle of FM 20 °, the angles ai / 3 are respectively 24 ° and 16 °. The signals for opening a partially overlap (Fig. 3), and the signals for opening / breaking. The engine cycle, corresponding to the ignition of all cylinders, is covered by a full 360 ° turn of the disc. The position i of the upper dead point of the piston corresponds exactly to the position of the detector 3 and the angular deviation 5 corresponding to the initial ignition advance angle. This angle can be changed if detectors 2 and 3 are mounted on parts that are slightly movable relative to the rotor, or, if the detectors are fixed, then the disk is slightly displaced on the axis of rotation of the engine. The magnitude of the angle 5 may be negative or positive depending on the type of engine l. Detectors 2 and 3 are preferably of the regenerative type with variable attenuation, and the attenuation is provided by metal conducting sectors. The detector contains (Fig. 4) an inductor L, tuned by a capacitor C at a frequency of about 2-10 MHz, this LC circuit is connected to the input of a transistor generator 14 operating in a generator mode. The passage of a disk (with conducting or non-conducting variable sectors) near the inductance L causes, due to the occurrence of Foucault currents, the oscillation damping and, therefore, the amplitude modulation of the transistor's oscillations. The output signal of the transistor generator 14 is detected by the demodulator 15, the envelope signals are passed to a level comparator 16, which transmits the highest level when the metal segment passes near the inductor L and the lowest level of non-conducting sectors. Such position detectors are widespread and implemented in the form of integrated circuits. Various modifications of the disc allow the use of electronic or Hall sensors,
which also produce output signals of a similar purpose.
The above described piston position transmitter is designed to be mounted on a cam shaft of an engine. Similar results can be obtained using the converter shown in FIG. 5 and mounted on the crankshaft of the engine. In accordance with this option, the disk has two metal segments 10 and 11, the spaced-apart arc length of the metal segments is 2a and 2j3, respectively, and the angle separating detectors 2 and 3 is 2. In this case (Fig. 6), the engine cycle is equal to two full revolutions of the crankshaft, corresponding to a 720 ° disc rotation. Such an embodiment of the converter allows to simplify its installation and design, in this case it is sufficient to locate the metal segments on the crankshaft flywheel. The electronic distributor 6 makes it possible to sequentially and cyclically distribute the starting signals of the generators 7 and 8. The block circuit of the electronic distributor 6 is shown in FIG. 7, and the waveforms of the signals generated by the various circuits are shown in FIG. 8. The electronic distributor 6 contains an AND 17 logic element, to the two inputs of which signals from detectors 2 and 3 are generated, which are produced by a piston position transducer, and this element outputs signals 3 whose angular duration is equal to a-fm. and the repetition period is equal to the double repetition period of the successive signals of the detectors 2 and 3. Signals 3 are separated by a filter 18 of the upper 4a.TJT and fed to a differential amplifier, which delays the pulses corresponding to the falling edge of signal 3. The polar selector 19 outputs a pulse signal M, coming to the input of a bistable trigger 20, to another input of which a signal P is supplied, which is generated by the automatic ignition advance unit 5. This pulsed P-cin, the repetition frequency of which is equal to the frequency of the signal of the detectors 2 and 3, is located in phase between the leading edges of the signals of the detectors 2 and 3 and represents the trigger signal of the spark generators 7 and 8. Bistable trigger 20 generates additional driving pulses Q and Q, arriving at two logical elements AND 21 and 22, to the other inputs of which trigger signals P are output. Output signals Si and $ 2 logical elements AND 21 and 22 arrive at spark generators 7 and 8. The angular distance between the signals Si and Sj co Tavlya is 180 °, and the angle between the small displacements of the two sequences is 90 °, since the spark generators simultaneously feed two cylinder engine. Block 5 (Fig. 9) of the automatic ignition advance starts spark generators providing an ignition of the fuel mixture injected into the engine cylinders. FIG. 10 shows the waveforms of the respective signals of different circuits. The signals for clarity are stretched so that only a quarter or 90 ° of the ignition cycle is shown, as the waveforms of the full engine ignition cycle are repeated. The automatic ignition advance unit 5 contains two main separate parts: on the one hand, readout command circuits 23, advance ignition deceleration V as a function of engine state parameters, and on the other hand, UV conversion command 24, depending on the moment or point of ignition engine cylinders. Circuits 24 are fed by signals of detectors 2 and 3 produced by a piston position transducer, and simultaneously signals of UV advance commands generated by reading chains 23. Signal sequences of detectors 2 and 3 are synchronous to the rotation speed of the engine and their angular displacement is equal to the angle φf to the corresponding dynamic phase change ignition. The signal phase of detector 2 is ahead of the upper dead point by the value of Ф, + S, and the phase of the detector 3 signal is by the value of b, where S is the angle of static advance (initial angle of advance), unchanged and predetermined for a certain type of engine and is achieved by mechanical displacement Piston stroke position converter 1. The frequency of the pulse signals of the detectors 2 and 3 is proportional to the rotational speed of the engine. These signals are first fed to two differential circuits 23 and 24, which allow the leading edge of these signals to be selected. Circuit 25 drives signal E, and circuit 26 is signal K. Signal 3 is fed to frequency converter 27 into a voltage that produces a constant signal V c, proportional to the speed of rotation of the engine. The signal Vcj from the output of converter 27 is supplied to one of the inputs of the generator 28, triangular pulses; The other input of the generator 28 receives a signal from a bistable trigger 29, triggered by signals E and determining the beginning of a triangular pulse. Such an order allows, after reading out the control signals and the constant time of the circuits, to produce a triangular signal, the slope of which depends on the speed of rotation of the engine and the instantaneous amplitude of which determines the phase or position of the pistons. The output triangular signal H of the generator 28 is compared with the command of the advance-deceleration command UV in the comparator 30 levels; when the values of the two signals are the same, the comparator 30 impulses the pulse signal PO. The signals PO and K are input to the logic element OR 31, the output of which is fed to the input RZ (reset to zero) of the bistable trigger 29. The next pulse F of the trigger 29 returns to the original level, and the generator 28 also returns to the original level XJvj, Signal F flip-flop 29 is fed to a monostable multivibrator 32, which is in. the transition time before the signal F induces the pulse P. Thus, the pulse P is a consequence of the transition of the signal K without a phase shift or the transition of the signal E with a phase shift f., in accordance with the command of anticipation, slowing down UV. On the second output of the monostable trigger 32, a signal P is received, complementary to the signal P, this also applies to trigger 29, where they receive a signal P, complementary to the signal F. Circuits 23 generate an advance command as a function of rotation speed and engine load. The speed of rotation of the engine in the form of the output signal of the converter converter 27 enters the advance program circuit 33 as a function of speed, the law of this program is established experimentally and is approximated in practice by straight line segments (Fig. 11). The circuit producing such functions contains a well-known amplifier combined with a diode field. In addition, the law of advance as a function of engine load is determined empirically; The signal U, characterizing the load of the engine, is fed to the input of the circuit 34 by the program of advance in the load from the load, and this program is produced by an amplifier combined with a diode field. The adder 35 performs balancing summing of the output signals of the circuits 33, 34 and provides forward-slowing control commands. The automatic ignition advance unit 5 operates as follows.
When the rotation speed of the engine is low and is, for example, 1000 rpm, which corresponds to the low-gall mode, slow-down mode and low loads, the signal size is zero and the angle φ is equal to ф, the ignition advance decreases to angle b or the angle of static advance.
When the engine is operating at cruising speed corresponding to a rotation speed range of 1000-6000 rpm, the magnitude of the UV signal increases in accordance with the law of the speed program, first UV is equal to VM, angle Ф is equal to zero and dynamic angle of advance is equal to ф, thus the total advance referred to the top dead center is equal to the corner angle (+ 5. In this part of the dynamic characteristic, the advance angle is determined by the engine load and complies with the load program. The exact value of these characteristics depends on t ipa engine
The following describes the main blocks used to determine the speeds of rotation of the engine, in particular, the upper and lower speed thresholds.
When the position transducer transmits two sequences of synchronous signals from detectors 2 and 3 shifted by ff, there is a ratio
 ™ - (happy)
60
where t
time shift of two sequences;
ω is the angular frequency of the signals of each sequence; N - engine rotation speed, rpm
Since the phase angle hX is constant: one, the rotational speed of the engine can be obtained by measuring the temporal relative shift of two sequences. To measure the time T, the time shift T of the two sequences is calculated.
The determination of the speed, which is lower or higher than the target, is achieved by means of the blocks shown in FIG. 12 and 13, and the waveforms of the signals are shown in FIG. 14 A speed limiter circuit comprises a monostable multivibrator 36 with a predetermined and constant duration T, triggered by one of the sequences of detectors 2 or 3, and a coincidence circuit allowing the simultaneous presence of signals from another sequence. The coincidence circuit can be a simple logical element or a simple and hold circuit.
The coincidence circuit of the speed discriminator (Fig. 12) is formed by two logical elements And 37 and 38. The multivibrator 36 is driven, for example, by a sequence of impulses from detector 2 and tilts for a time T.:) a predetermined constant center. The outputs Q and Q of the multivibrator are connected to two elements AND 37 and 38, to which a pulse sequence is fed from detector 3. When the rotational speed w is less than the partial T / F, the pulse sequence signals from detector 3 arrive at the output Sj, and vice versa, when the rotational speed of O) is higher than the partial T / f, the signals of this sequence from detector 3 are fed to the output Sj.
A similar circuit including the Sample and Hold type matching scheme is shown in 5 in FIG. 13. The multivibrator 36 is identical to the multivibrator in FIG. 12 and feeds two circuits 39 and 40 Sample and Hold. The operation of this type of speed discriminator is identical to the operation of the discriminator in FIG. 12, the output signals Sj and S2 in this case are constant and
0 are high or low. FIG. 14 waveforms of signals correspond to the condition W -.
Using one or more frequencies5
discriminators can be limited to determining the speed range using processing circuits or counting-decisive circuits.
0
Further, a frequency converter to voltage is considered, operating between two values of the speed w and with the corresponding minimum and maximum speeds.
Fig. 15 shows a block diagram of a frequency converter in a diode type voltage.
5 CRi and CR2, controlled by electronic switch 41, and amplifier 42. Transmission characteristics of this type of converter are given in FIG. 16, where the output voltage is proportional to the input frequency cj of the signal Ej.
0
FIG. 17 represents the frequency limiter of the two speed levels .w. , made using the previously described technique. Sig: Detector Pulse Sequences

权利要求:
Claims (2)
[1]
5 2 simultaneously start two monostable multivibrators 43 and 44, which overturn: first - during the period TI F1 / 4 / p second - during T, / W, The output signal Q of the multivibrator 43 is inputted to the logic element I 45, to which also the signals of the pulse sequence of the detector 3. The signals Q from the output of the multivibrator 44 receive the 1I input of the delay circuit 46, to which also the signals of the pulse sequence of the detector 3 are transmitted through the logic element 45. At the output Ej the signals of the pulse sequence The vector 3 is selected only when the frequency of the signals is between the values and w. If we combine the speed discriminator (Fig. 17) and the frequency converter to voltage (Fig. 15), we will get a circuit whose transfer characteristic is shown in Fig. . 18; the output voltage V is zero when the shnizhe frequency o) then linearly rises to a value c, above which the voltage is. takes a zero value. The following describes the means for controlling the formation of an igniting spark, which allow to exclude a dynamic ignition advance when the rotation speed of the engine exceeds the maximum value (/ or less. The spark generator start control unit (Fig. 19) equipped with means for determining the speed modes rotation of the engine and, therefore, affecting the conditions of ignition of the cylinder, contains a monostable multivibrator 47, triggered by signals 1) corresponding to the leading edge signals of the pulse sequence of the detector 2 produced by the differentiating circuit 25, with the tilt period T j Tj (AND 48, powered by, on the one hand, the output of the multivibrator 47 and, on the other hand, by the signals K corresponding to the leading edge of the pulse sequence of the detector 3 (these the means allow to distinguish the mode of speeds lower than the minimum speed%); as well as the monostable multivibrator 49 triggered by signals: corresponding to the leading edge of the signals of the pulse train will The vector 2, produced by differentiating the cerium 25 at the same time, the tilting period T Fuu / the delay circuit 50, which receives the signals of the multivibrator 47 and the output signals of the cell 48; 51 Sample and Hold, to which the output signals of the multivibrator 49 and signals K, corresponding to the leading edge of the signals of a sequence of pulses from the detector 3 (these tools allow you to select the speed release mode, exceeding the maximum value of WM) 1:. At the input of a frequency converter 27 to a voltage, a combination of means recognizing low rotational speeds and spur outflows makes circuits 28 and 30 ineffective, the function of KOTOpbix is a dynamic change in angular ignition advance. At speeds x less than the minimum w and greater than the maximum cjp, the spark generators are excited only by signals K, corresponding to the static lead. Circuits 50-52 allow the ignition to be turned off when the engine's rotational speed is higher than W | y and the load is low or equal to zero. In this case, the logic element AND 52 receives the signal of the circuit 51 Sample and Hold and the output signal VP of the vacuum transducer 4 or the equivalent signal of the engine load. The output signal of the circuit 52 enters the delay circuit 53, which also receives signals E. At emission of turns of the engine and a weak load the pulse signals K on the trigger 29 do not arrive. In this case, the spark generators are not triggered, and the output of circuit 50 may be used for other purposes, such as to turn off the fuel supply to the engine or for an alarm. Depending on the types and modes of operation of the engine, the described scheme can be simplified. FIG. 20, the main circuit elements in FIG. 19 have been retained, but multivibrators 47 and 48 have been eliminated, improving engine safety at low speeds. In addition, schemes 51-53 for identifying engine speed emission with or without a load are excluded, in this case, the cylinders are ignited at engine operating modes, and at speeds lower than cj and higher cj, the ignition advance is equal to static ahead. The advantages of the proposed clamping system. gani compared with the known ones is that the mechanical parts of the ignition system are kept to a minimum; The piston position transducer (various versions) is very simple to implement. The converter generates two sequences of output signals, the combination of which allows to directly receive: the phase of the ignition cycle, the ignition moments corresponding to the static advance, the ignition moments corresponding to the maximum dynamic advance of the engine rotation speed, as well as highlight different parts of the engine. The control unit and the start points of the spark ignition automatically provides an exact start in accordance with the various modes of operation of the engine and eliminates, in particular, the modes of emission of engine speed with load and without it. When the engine is started, when the output voltage of the on-board power supply is subject to significant fluctuations, the dynamic advance unit and the advance-deceleration command calculation unit are turned off. Claim 1. Electronic ignition system for even-numbered internal combustion engines
From the cylinders, comprising a pressure converter, an engine piston position converter, which are connected to the inputs of an automatic ignition advance unit connected in series with an electronic distributor and spark generators connected to spark plugs, the engine position piston converter being formed by uniform segments located around the circumference of a disk associated, for example, with a camshaft and two fixed detectors, Considering that, in order to improve the accuracy of the ignition moment, the disk is equipped with C / 2 pairs of segments, and the arc length of one pair is twice as large as the other, the outputs of the detectors of the transducer of the engine pistons are connected to the inputs of two channels of the automatic advance ignition unit and two, the electronic distributor inputs, the output of the pressure transmitter is connected to the third input of the automatic advance unit
ignition, and its output is connected to the third input of the electronic distributor.
[2]
2. The system of claim 1, wherein the output of the automatic advance ignition unit is connected to one input of the bistable trigger of the electronic distributor directly, and the outputs of the position transmitter detectors of the engine piston are connected to the second input of the bistable trigger through an AND series logic element connected in series, a high-pass filter and a polar selector, the output of a bistable trigger connected to one input of two logical I elements, to the other inputs of which the output b is connected eye automatic spark advance.
Sources of information taken into account in the examination
1. US Patent N 3182648, cl. 123-148, publ. 1965.
2. US patent number 3901201, cl. 123-117, publ. 1975. 2 tons yr
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同族专利:

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公开号 | 公开日

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FR2374528B1|1982-12-31|

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SE7714172L|1978-06-18|

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FR2374528A1|1978-07-13|

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PL203084A1|1978-08-14|

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DD133696A5|1979-01-17|

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PT67411B|1979-05-22|

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RO74829A|1980-10-30|

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US4250846A|1981-02-17|

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SE424466B|1982-07-19|

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CA1100174A|1981-04-28|

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JPS5941022B2|1984-10-04|

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GB1577687A|1980-10-29|

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ES465134A1|1978-10-01|

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IT1090905B|1985-06-26|

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PT67411A|1978-01-01|

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JPS5376240A|1978-07-06|

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DE2756279A1|1978-06-29|

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YU294477A|1982-10-31|

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BE861825A|1978-03-31|

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法律状态:

优先权:

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申请号 | 申请日 | 专利标题

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FR7638128A|FR2374528B1|1976-12-17|1976-12-17|

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