JP2000073923A - Engine ignition timing controller, and gas-heat pump type air conditioner equipped with the same controller - Google Patents

Abstract

PROBLEM TO BE SOLVED: To improve the starting performance of an engine. SOLUTION: In an engine ignition timing controller 30 for reducing ignition timing, determined from an engine rotation frequency detected by a pickup coil 36 and a controller 13, from ignition reference timing to operate an ignition control value, converting the same value into time to be adopted as ignition control time, and outputting an ignition signal (c) after the lapse of the ignition control time from at the time of the detection of an ignition reference signal (a); the ignition timing determined from an engine rotation frequency is corrected by the temperature of engine oil to change the ignition control time.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an engine ignition timing control device and a gas heat pump type air conditioner equipped with the engine ignition timing control device.

[0002]

2. Description of the Related Art In recent years, a gas heat pump type air conditioner using a gas engine as a drive source of a compressor in an outdoor unit has been used. Such an air conditioner has an outdoor unit, an indoor unit, and a control device that controls the operation of the outdoor unit and the indoor unit, and the ignition timing of the gas engine is controlled by an engine ignition timing control device.

[0003] This engine ignition timing control device uses an ignition timing map (in which an ignition timing is determined for each engine rotation speed) based on an engine rotation speed detected by a signal from a pickup coil. ) Is calculated, an ignition control value is calculated by subtracting the above ignition timing from a predetermined ignition reference time, and this ignition control value is converted into a time to obtain an ignition control time. An ignition signal is output after the ignition control time elapses from the detection of the signal to generate an arc in the ignition plug.

Here, the ignition reference timing, the ignition timing, and the ignition control value are set as angles to reach the top dead center with reference to the top dead center of the piston of the gas engine. Further, it is set so that the ignition reference signal is output at the ignition reference timing.

[0005]

When the gas engine is a four-stroke single cylinder engine, as shown in FIG. 8, the fluctuation of the angular velocity in one rotation of the crankshaft becomes large. Also, this angular velocity is
The engine load is affected by the viscosity of the engine oil and the like.

In FIG. 8, A shows the angular velocity of the crankshaft when the engine is cold, that is, when the engine is under a high load (when the engine is started). At startup). As shown in FIG. 8, after the ignition reference signal is output from the pickup coil,
Until the ignition timing control device outputs an ignition signal (ignition control time), a difference in angular speed indicated by hatching in FIG. 8 occurs due to a difference in engine load.

The ignition timing control device outputs the ignition signal after the lapse of the ignition control time from the detection of the ignition reference signal. The ignition control time is obtained by converting the ignition control value based on the engine speed (crankshaft angular velocity). It was done. Therefore, as described above, if there is a difference in the crankshaft angular speed due to the engine load, the ignition timing control device cannot output the ignition signal at the optimal time,
The engine cannot be started smoothly and quickly.

For example, when the ignition timing map is one in which the ignition timing at the time of starting the engine is set so as to improve the starting performance of the engine at a high engine load,
When the load of the engine is low when the engine is started, the output timing of the ignition signal output by the ignition timing control device is late, and as a result, the starting performance of the engine is reduced.

An object of the present invention is to provide an engine ignition timing control device and a gas heat pump type air conditioner capable of improving the starting performance of an engine in consideration of the above circumstances. .

[0010]

According to the first aspect of the present invention, an ignition control value is calculated by subtracting an ignition timing obtained from a detected engine speed from an ignition reference timing, and the ignition control value is calculated based on time. In an engine ignition timing control device that outputs an ignition signal after the ignition control time has elapsed since the detection of the ignition reference signal, the ignition timing obtained from the engine speed is corrected by the engine temperature. Thus, the ignition control time can be changed.

According to a second aspect of the present invention, in the first aspect, the engine temperature is a temperature of engine oil or engine cooling water.

According to a third aspect of the present invention, there is provided an outdoor unit, an indoor unit, and a control device for controlling the outdoor unit and the indoor unit, and a compressor mounted on the outdoor unit is driven by a gas engine. In the gas heat pump type air conditioner, the ignition timing of the gas engine is controlled by an engine ignition timing control device, and the engine ignition timing control device subtracts the ignition timing obtained from the detected engine speed from the ignition reference timing. The ignition control value is calculated by converting the ignition control value into a time to obtain an ignition control time, outputting an ignition signal after the ignition control time has elapsed since the detection of the ignition reference signal, and calculating the ignition control value from the engine speed. The ignition timing is corrected based on the engine temperature to change the ignition control time.

According to a fourth aspect of the present invention, in the third aspect of the invention, the engine temperature is a temperature of engine oil or engine cooling water.

The first to fourth aspects of the present invention have the following effects.

[0015] The engine ignition timing control device is configured to correct the ignition timing obtained from the detected engine speed based on the engine temperature to change the ignition control time. Therefore, even when the engine load at startup differs due to the difference in the viscous resistance of the engine oil and the like, the ignition signal can be output at the time corresponding to this load. For example, when the engine has a low load at the time of startup, the ignition control time is increased by correcting the ignition timing obtained from the engine speed to reduce the ignition timing, and the ignition signal is output at a point near the top dead center of the piston. Let it. Thus, the engine can be started smoothly and quickly, and the starting performance of the engine can be improved.

[0016]

Embodiments of the present invention will be described below with reference to the drawings.

FIG. 1 is a circuit diagram showing a refrigerant circuit and the like in an embodiment of a gas heat pump type air conditioner according to the present invention.

As shown in FIG. 1, a gas heat pump type air conditioner 10 includes an outdoor unit 11 and a plurality of units (for example, 2 units).
) Indoor units 12A, 12B and a control device 13, and an outdoor refrigerant pipe 14 of the outdoor unit 11, an indoor unit 12A,
The 12B indoor refrigerant pipes 15A and 15B are connected.

The outdoor unit 11 is installed outdoors, and a compressor 16 is disposed on the outdoor refrigerant pipe 14. An accumulator 17 is provided on the suction side of the compressor 16 and a four-way valve 18 is provided on the discharge side of the compressor 16 via the outdoor refrigerant pipe 14. The four-way valve 1
8 is connected to an outdoor heat exchanger 19 via an outdoor refrigerant pipe 14. An outdoor fan 20 that blows air toward the outdoor heat exchanger 19 is disposed adjacent to the outdoor heat exchanger 19. The compressor 16 is connected to a gas engine 25 via a flexible coupling 24, and is driven by the gas engine 25.

On the other hand, the indoor units 12A and 12B are installed indoors, and the indoor refrigerant pipes 15A and 15B are respectively provided.
The indoor heat exchangers 21A and 21B are arranged in
In each of the indoor refrigerant pipes 15A and 15B, the electric expansion valves 22A and 22A are located near the indoor heat exchangers 21A and 21B.
B is arranged and configured. The indoor heat exchanger 21A,
The indoor fans 23A and 23B that blow air to the indoor heat exchangers 21A and 21B are arranged adjacent to the indoor heat exchanger 21B.

The control device 13 controls the operation of the outdoor unit 11 and the indoor units 12A and 12B.
Fan drive motors 26 for the gas engine 25, the four-way valve 18 and the outdoor fan 20 in the outdoor unit 11, and fan drive motors 27A and 27B for driving the electric expansion valves 22A and 22B and the indoor fans 23A and 23B in the indoor units 12A and 12B. Are respectively controlled.

When the four-way valve 18 is switched by the control device 13, the gas heat pump air conditioner 1
0 is set to the cooling operation or the heating operation. That is, when the control device 13 switches the four-way valve 18 to the cooling side,
The refrigerant flows as indicated by the solid line arrows, the outdoor heat exchanger 19 functions as a condenser, and the indoor heat exchangers 21A and 21B function as evaporators to enter a cooling operation state, and the indoor heat exchangers 21A and 21B cool the room. When the control device 13 switches the four-way valve 18 to the heating side, the refrigerant flows as indicated by the dashed arrow, and the indoor heat exchangers 21A and 21B are connected to the condenser and the outdoor heat exchanger 1
9 becomes an evaporator and enters a heating operation state, and the indoor heat exchangers 21A and 21B heat the room.

The controller 13 controls the opening of the electric expansion valves 22A and 22B in accordance with the air conditioning load of the indoor units 12A and 12B during the cooling operation or the heating operation, and controls the indoor fans 23A and 22B. The fan drive motors 27A and 27B in 23B are respectively controlled.

Further, the control device 13 includes a gas engine 25
During operation of the gas engine 25, for example, the compressor 1
6 according to the discharge side refrigerant pressure from the gas engine 25, etc.
The fuel supply to the gas engine 25 is adjusted, and the fuel supply is stopped when the gas engine 25 is stopped.

The gas engine 25 is, for example, a four-cycle single-cylinder engine. The ignition timing of the gas engine 25 is controlled by an engine ignition timing control device 30 including the control device 13 as shown in FIG. You.
The engine ignition timing control device 30 includes the control device 13
, An ignition reference signal etc. generator 31 (FIG. 3), and a thermistor 32.

As shown in FIG. 3, the ignition reference signal etc. generating device 31 is attached to a crankshaft 33 of the gas engine 25 and has a cut-out portion 34 formed on the outer periphery thereof. Notch 3
And a pickup coil 36 for detecting the passage of the signal No. 4.

The control unit 13 sets the ignition reference timing θ _0, which is set based on the top dead center at the time of compression of a piston (not shown) of the gas engine 25 and reaches the top dead center.
Is stored. Notch 3 of flywheel 35
Reference numeral 4 denotes a configuration in which the pickup coil 36 detects the leading end 34A of the notch 34 in the rotation direction at the ignition reference timing θ ₀ and outputs an ignition reference signal a described later.

The pickup coil 36 changes the ignition reference signal a and the detection end signal b shown in FIG. 4 every time the leading end 34A in the rotating direction and the trailing end 34B in the rotating direction of the notch 34 of the flywheel 35 pass. Output to The rotation speed of the gas engine 25 is detected from the output interval L (time) of the detection end signal b.

The thermistor 32 shown in FIG. 2 is installed in the gas engine 25, and detects the temperature of engine oil for lubricating the inside of the gas engine 25 on behalf of the engine temperature. The detected temperature of the engine oil is transmitted to the control device 13 as a temperature signal d.

The control device 13 detects the number of revolutions of the gas engine 25 from the output interval L of the detection end signal b from the pickup coil 36. The control device 13 stores an ignition timing map in which an ignition timing (ignition timing map value θ _M ) is set for each rotation speed of the gas engine 25, for example, as shown in FIG. The control device 13
Selecting an ignition timing map value theta _M using the map the ignition timing from the detected engine speed.

Next, as shown in the following equation (1) and FIG. 6, the controller 13 calculates the ignition timing map value θ _M from the ignition reference timing θ _0.
The calculated ignition control value T ₀ is subtracted, the ignition control value T ₀
Is converted into the time from the engine speed and the ignition control time T ₁
And

[0032]

(Equation 1) During normal operation other than when starting the gas engine 25, the controller 13 outputs an ignition signal c from the detection of the ignition reference signal a output from the pickup coil 36 after T ₁ has elapsed the ignition control time. Due to the output of the ignition signal c, a high voltage is generated in the ignition coil 37 shown in FIG.

On the other hand, when the gas engine 25 is started, the control device 13 applies the ignition timing (ignition timing map value θ _M ) obtained from the ignition timing map (FIG. 5) to the thermistor 32.
Is corrected on the basis of the temperature of the engine oil detected in step (1), and the final ignition timing θ ₁ is obtained as in the following equation (2).

[0034]

(Equation 2) However, the ignition timing correction value θ ′ is an ignition timing correction value determined by the engine oil.

The control device 13 stores a graph shown in FIG. 7 for determining the ignition timing correction value θ ′. In this graph, the horizontal axis represents the engine oil temperature, and the vertical axis represents the engine speed and the ignition timing correction value when the engine is started. The relationship between the engine oil temperature and the engine speed at the start of the engine is measured under a constant condition of an input such as a power supply, and shows the relationship between the engine oil and the engine load. The ignition timing correction value θ ′ is determined based on the relationship between the engine oil temperature and the engine speed at the time of starting the engine. For example, at an engine oil temperature of 10 ° C. and an engine speed of 425 rpm
m, the ignition timing correction value θ ′ is 2 degrees (angle).

Here, the ignition timing map shown in FIG. 5 shows that the starting performance of the engine can be improved even when the engine oil temperature and the like are low and the engine is in a high load state in the engine starting range (low-speed rotation range). one in which the ignition timing map value θ _M is set to be. Therefore, in the table shown in FIG. 7, when the engine oil temperature is -10 ° C. or less and that does not correct the ignition timing map value theta _M the ignition timing correction value theta '0. Note that the ignition timing correction value θ ′ is 5 degrees (angle) when the engine oil temperature is 50 ° C. or higher.

When the gas engine 25 is started, the control device 13 determines an ignition timing correction value θ ′ based on the engine oil temperature detected by the thermistor 32 based on the graph of FIG. The final ignition timing θ ₁ is calculated by correcting the ignition timing map value θ _M as shown in equation (2). Next, the control device 13 calculates an ignition control value T ₀ from the ignition reference timing θ ₀ and the final ignition timing θ _{1 according} to the following equation (3), and based on the engine speed, the ignition control value T _0. the converted to the ignition control time T _1.

[0038]

(Equation 3) Controller 13 outputs the ignition signal c from the time of detection after a lapse of the ignition control time T ₁ of the ignition reference signal a from the pickup coil 36 to generate an arc to the spark plug 38.

Next, a specific example will be described.

It is assumed that the ignition reference timing θ ₀ of the gas engine 25 is set to 35 degrees before top dead center during compression. _Assuming that the engine speed is 1500 rpm during normal operation other than when the gas engine 25 is started, the ignition timing map value θ _M at this time is calculated from the ignition timing map (FIG. 5) to 20 degrees before the top dead center at the time of compression. Desired. As a result, the ignition control value T ₀ is given by T ₀ = θ ₀ −θ _M = 35−20 = 15 (degrees) from equation (1). Since 1500 rpm is equivalent to 40 msec / round, the ignition control time T ₁ is T ₁ = (40 × 15) /360=1.67 (msec).

Assuming that the engine speed is 425 rpm when the gas engine 25 is started, the ignition timing map value θ _M at this time becomes 4.25 degrees by proportional calculation from the ignition timing map (FIG. 5). If the engine oil temperature is 10 ° C. at the time of starting the gas engine 25,
From the graph of FIG. 7, the ignition timing correction value θ ′ is 2 degrees before the top dead center at the time of compression. As a result, the ignition control value T ₀ is calculated from the equations (2) and (3) as follows: T ₀ = θ ₀ − (θ _M −θ ′) = 35− (4.25-2) = 3
2.75 (degrees). Since 425 rpm is equivalent to 141 msec / round, the ignition control time T ₁ is T ₁ = (141 × 32.75) /360=12.8 (m
sec).

Therefore, according to the above embodiment, the following effects and advantages can be obtained.

The thermistor 32 detects an ignition timing map value θ _M obtained based on an ignition timing map from the engine speed detected by the ignition reference signal etc. generator 31 and the controller 13. The final ignition timing θ ₁ is calculated by correcting the ignition timing correction value θ ′ determined based on the graph of FIG. 7 from the engine oil temperature thus obtained, and thereby the ignition control time T ₁ can be changed. Therefore, even when the load of the gas engine 25 at the time of startup differs due to the difference in the engine oil temperature at the time of startup of the gas engine 25 and the viscous resistance of the engine oil differs, the load corresponding to this load can be handled. At this point, the ignition signal c can be output. For example, when the gas engine 25 has a low load at startup, the ignition timing map value θ obtained from the engine speed is used.
It corrected to reduce the _M increases the ignition control time T _1, and outputs an ignition signal c at the point close to the compression at top dead center of the piston. Thereby, the gas engine 25 can be started smoothly and quickly, and the starting performance of the gas engine 25 can be improved.

When the gas engine 25 is started, a starter (not shown) is driven. However, the starting performance of the gas engine 25 is improved by the engine ignition timing control device 30, and the gas engine 25 is started quickly. The drive time of the starter can be reduced. As a result, it is possible to suppress the vibration and noise generated due to the driving of the starter, and to extend the life of the starter.

Although the present invention has been described based on one embodiment, the present invention is not limited to this.

For example, in the above-described embodiment, the temperature of the engine oil is detected by the thermistor 32. However, the temperature of the engine cooling water is detected, and the ignition timing of the gas engine 25 is controlled by the engine ignition timing control device 30. it may control the T ₁ as well corrected ignition control time map value theta _M. Further, the temperature of the engine case (such as a crankcase or a cylinder block) may be directly detected instead of the temperature of the engine coolant of the engine oil.

[0047] Further, in the above embodiment, when obtaining the final ignition timing theta _1, has been described what subtracting the ignition timing correction value theta 'from the ignition timing map value theta _M, by setting how the ignition timing map is, the ignition timing correction value θ 'to the ignition timing map value θ _M was added or may calculate the final ignition timing θ ₁ with addition and subtraction.

[0048]

As described above, according to the engine ignition timing control device and the gas heat pump type air conditioner according to the present invention, the engine ignition timing control device determines the ignition timing obtained from the engine speed by the engine temperature. Since the ignition control time can be changed by correction, the ignition signal can be output at a time corresponding to this load even when the engine load is different due to the difference in the engine temperature at the time of startup. Starting performance can be improved.

[Brief description of the drawings]

FIG. 1 is a circuit diagram showing a refrigerant circuit and the like in an embodiment of a gas heat pump type air conditioner according to the present invention.

FIG. 2 is a block diagram showing the engine ignition timing control device of FIG. 1;

FIG. 3 is a schematic front view showing a device for generating an ignition reference signal and the like.

FIG. 4 is a graph showing a relationship between an ignition reference signal and an ignition signal.

FIG. 5 is a chart showing an ignition timing map.

FIG. 6 is a diagram showing a relationship between an ignition reference time, an ignition timing, an ignition control time, and the like.

FIG. 7 is a graph showing a relationship between an engine speed / ignition timing correction value and an engine oil (engine cooling water) temperature.

FIG. 8 is a graph showing a change in angular velocity of a crankshaft in each process of suction, compression, explosion, and exhaust when the engine is started.

[Explanation of symbols]

10 a gas heat pump type air conditioner 13 controller 16 compressor 25 gas engine 30 engine ignition timing control device 31 an ignition reference signal such as generator 32 thermistor 36 pickup coil a ignition reference signal c ignition signal d temperature signal theta _M ignition timing map value theta ₁ final ignition timing theta 'ignition timing correction value T ₀ the ignition control value T ₁ ignition control time

Continued on the front page (51) Int.Cl. ⁷ Identification symbol FI Theme coat II (Reference) F02P 5/15 E

Claims (4)

[Claims] 1. An ignition control value is calculated by subtracting an ignition timing obtained from a detected engine speed from an ignition reference time, and the ignition control value is converted into a time to obtain an ignition control time. In the engine ignition timing control device that outputs an ignition signal after the ignition control time has elapsed from the detection, the ignition timing obtained from the engine speed is corrected by the engine temperature so that the ignition control time can be changed. An engine ignition timing control device comprising: 2. The engine according to claim 1, wherein said engine temperature is a temperature of engine oil or engine cooling water.
2. The engine ignition timing control device according to 1. 3. A gas heat pump type air conditioner, comprising: an outdoor unit, an indoor unit, and a control device for controlling the outdoor unit and the indoor unit, wherein a compressor mounted on the outdoor unit is driven by a gas engine. The ignition timing of the gas engine is controlled by an engine ignition timing control device. The engine ignition timing control device calculates an ignition control value by subtracting the ignition timing obtained from the detected engine speed from the ignition reference timing. The ignition control value is converted into a time to obtain an ignition control time, an ignition signal is output after the ignition control time has elapsed from the detection of the ignition reference signal, and the ignition timing obtained from the engine speed is determined by the engine temperature. A gas heat pump type air conditioner characterized in that the ignition control time can be changed by correction. 4. The gas heat pump type air conditioner according to claim 3, wherein the engine temperature is a temperature of engine oil or engine cooling water.