Ignition timing corrector. Digital controller of an angle of an advancing of ignition

"Ignition timing variator - octane corrector" is designed to correct the ignition timing in cars with a mechanical ignition system (distributor), equipped with LPG, the variator also functions as an octane corrector when the engine is running on gasoline.

1. Increases power.

2. Saves fuel.

3. Prevents overheating and burnout of exhaust valves.

4. Allows you to fine-tune the ignition timing, dynamically, when the car is moving using the ANDROID application.

5. Monitors the engine parameters, displaying them in real time on the screen of the ANDROID application.

Photo of the appearance and android application.

The essence of the problem, when switching from gasoline to gas, is that gas burns longer than gasoline, which means that an earlier ignition timing is required, i.e. the mixture must be ignited earlier. Otherwise, the mixture will burn out in the exhaust manifold, overheating the exhaust valves, damaging them; the valve seats are also damaged. At the same time, of course, power decreases, the engine does not work in mode, hence the increased consumption.

So, there are the following serious problems when switching to gas without appropriate correction of the SPE (Ignition Advance Angle).

1. Damage from overheating of exhaust valves, seats.

2. Reduced engine power.

3. Increased consumption.

4. Possible pops.

This variator was developed specifically for engines with a mechanical ignition system (distributor). These are mainly carburetor engines, but injectors with distributor ignition are often found.

On engines with a mechanical ignition system, when switching to gas, many try to solve the problem by twisting the distributor to a plus, but they get new, even more serious problems. Firstly, the problem cannot be solved by twisting the distributor. the range of change of the lead angle during this twisting is very small, the lead angle is simply not enough. When running on gas, the lead angle in some engine operating modes can reach +20 degrees, naturally, the distributor cannot do this. Secondly, when the distributor is twisted, the ignition timing (IOP) shifts over the entire range by the same value, while a certain curve is needed for gas for correct correction of the IOP. And thirdly, an even more serious problem arises: when switching back to gasoline, with the distributor twisted all the way to the plus, strong detonation will occur in places, and the engine can be severely damaged. There are also problems when running on gasoline. The quality of gasoline at different gas stations of the same brand can vary greatly, and a corresponding correction of the ignition timing (octane correction) is necessary.

How this UOZ variator works.

When the engine switches to gas, the variator increases the ignition timing (SPE) depending on the engine speed along the optimal curve for a certain type of gas, i.e. the mixture will ignite earlier, thereby eliminating all the negative factors mentioned above. The schedule according to which this correction will be carried out is preset for methane and propane, but it is also possible to adjust this schedule manually, empirically, to fine-tune your engine. It is possible to set a delay for turning on the correction of UOZ when switching from gasoline to gas, up to 10 seconds. This may be necessary if your LPG system makes a smooth transition from gasoline to gas, respectively, and the LPO correction for gas should be switched on after a certain time.

When the engine switches to gasoline, the variator works as an octane corrector, and the UOZ can be adjusted separately for different engine operating modes: starting, idling, operating mode, because loads in the distributor do not provide the optimal SPP in different modes (mechanically it is simply impossible). For example, when starting the engine, it is better to increase the LOP, starting will be much easier, and setting +10 degrees at idle raises idle speed at the same gas consumption, which means you can tighten the quality screw back and save gas at idle.

The variator also has additional functions for more comfortable use in the car. It monitors a number of vehicle parameters and transmits them to the application screen in real time.

The main functions of the device.

When working on gas:

1. Changing the ignition timing from 0 to +20 degrees, at rpm 500, 1000, 1500, 2000, 2500, 3000, 3500, 4000, 4500, 5000.

2. Reconstruction of the graph of the ignition timing for methane by pressing the METHANE button.

3. Reconstruction of the graph of the ignition timing for propane by pressing the PROPANE button. 4. Setting the delay time for switching on the correction of UOZ when switching from petrol to gas, from 0 to 10 seconds.

When running on gasoline:

5. Changing the ignition timing + -10 degrees in the range of revolutions from 200 to 500 rpm. (engine starting).

6. Changing the ignition timing + -10 degrees within 1000 rpm. (idling). 7. Changing the ignition timing + -10 degrees in the range of revolutions from 1500 rpm. and higher (operating mode).

8. Real-time display of parameters: real ignition timing, fuel type, engine speed, on-board network voltage, on both tabs GAS, PETROL in digital form.

9. Real-time display of parameters: real UOZ, fuel type, engine speed, on-board network voltage, in digital form, as well as visualization in the form of panel instruments on the DATA tab.

Description of android application.

You can control all the parameters of the variator using the android application in real time. This is very convenient because all necessary settings can be made from the passenger compartment while the vehicle is moving (dynamically). This allows you to adjust the variator as accurately as possible specifically for your car!

All adjustment parameters are saved in the variator, thanks to this there is no binding to the android device. If you forgot your phone, it's okay, all parameters are saved in the variator's non-volatile memory, and the engine will run on these last changes. Moreover, as a rule, adjustment of these parameters is necessary only for the first time after installing the variator. In general, adjustment is not an obligatory procedure, the variator immediately works on a pre-installed map (graph of the lead angle versus rpm). However, manual adjustment is implemented for more fine tuning. Any parameter is saved in non-volatile memory 20 seconds after its change.

Regardless of what type of fuel the engine is running on at the moment, two main tabs of the GAS / PETROL application are available.

The GAZ tab shows a graph in the form of an equalizer; by moving its knobs, you can set a certain advance angle for certain revolutions. There are two preset buttons: PROPANE / METHANE, when you click on them, the graph is rebuilt to the optimal one for a certain type of gas.

There are three sliders on the PETROL tab. This is the UOZ adjustment for gasoline in different engine operating modes. START mode - this slider adjusts the RPM when the engine is started (rpm up to 500rpm).

IDLE SPEED mode - adjustment of the UOZ in the region of 1000 rpm.

OPERATING MODE - adjustment of UOZ above 1500 rpm.

The GAS / PETROL tabs switch automatically when switching from one type of fuel to another, while both tabs can be switched manually. The groups of parameters for gas and for petrol are available for changing regardless of what type of fuel the engine is running on at the moment.

The variator also has additional functions for more comfortable use in the car. It monitors and transmits the following parameters to the application screen in real time: engine speed, real lead angle given by the controller at the moment, type of fuel (gas / petrol) and on-board network voltage.

All these parameters are visible on both tabs GAS, PETROL in digital form, as well as on a separate DATA tab for these parameters, where the parameters are displayed not only in digital form, but also in the form of panel instruments for a more visual visualization.

CVT connection via Bluetooth with android application.

Launch the application, press the "CONNECT" button, the available Bluetooth devices will appear in the window. The variator is called "HC-06". If this name is not in the list of available devices, then press the "search" button, after the device with the name HC-06 is found, pair it with it (password 1234). After that, the connection will be established. Pairing can also be done using the android platform, after pairing, simply open the application and select a device named HC-06 from the list.

Safety.

Since the parameters are changed in real time, errors in the transmission or reception of incorrect parameters could lead to very undesirable consequences while the car is moving. For this, a special, secure exchange protocol was developed that provides transmission with confirmation. This measure ensures the reliability of reception and transmission of parameters between the android device and the variator, completely eliminating the possibility of errors during transmission and reception of erroneous parameters in the engine control process.

CVT connection.

Connecting the variator is very simple! Plug it into the gap of the hall sensor using standard connectors, and you don't need to cut any wires, just snap the two connectors, and connect the orange wire to the gas valve power supply.

In order for the variator to monitor and transmit the voltage of the on-board network to the application screen, the red wire must be connected to + 12V of your car through a fuse. If this is not done, everything will work normally, only instead of the on-board network, the application screen will display "0"

• #1

  Interesting thing! Indeed, he himself noticed that you cannot wind up a lot with a distributor, anyway the car is stupid. So your CVT should be tried. Actually the question itself, I realized that when driving, from the passenger compartment, you can adjust the curve for gas according to the sensations of the car, but are such adjustments dangerous for the engine on the go?

• #2

  Such manipulations with the lead angle while driving are absolutely not dangerous, you also press the gas while driving and at the same time the ignition timing also changes, and this is normal. This is just an angle correction, and the fact that it changes while driving does not pose any danger to the engine. The permissible range of angle change is not critical, and the engine will not stall, it is simply advisable to correct the angle not very sharply, but more smoothly.

• #3

  We are a company that has a product for automotive electronics - Ignition timing variator - octane corrector.
  May I contact me to make you a specific offer.
  [email protected]
  Bulgariq
  www.runel-tech.com

• #4

  Good afternoon, Rumen. You can contact me by writing to me through the "Contact" tab on this site. http: // site /% D0% BA% D0% BE% D0% BD% D1% 82% D0% B0% D0% BA% D1% 82 /

• #5

  A variator was purchased and installed on the Audi 100 C4 2.0.
  Since after installing the HBO-4, in principle, everything was pleasing, the smoothness of the engine, the softness of the work, but the car was kind of wadded and there were jerks when pedaling lightly (release the trigger and push the trigger lightly after rolling). 2.0 engine is already a little weak for such a mass of body, and then there is a loss of dynamics.
  After correcting the angles through this variator, everything returned to normal, the dynamics at the bottom became no worse than on gasoline. Of course, the standard built-in angles in the variator had to be corrected according to the personal "asshole", but it is clear that each engine requires its own nuances. Pleases also "blue tooth", no need for cables, laptops to carry, at any time connect, adjust, test and fight, change.

• #6

  How can I contact you regarding the purchase of an UOZ-octancorrector variator with a trambler and an injector. Engine 1g-fe.

• #7

  People, tell me they are "alive"? or how? My address; [email protected]

• #8

  How to buy your UOZ variator? my mail [email protected]

• #9

  I would like to buy a variator. I have dual-circuit ignition vaz2107. My address [email protected] or in vibe. 0953866558.

• #10

  Interested in the Angle variator, how to get it? , post office [email protected]

• #11

  Hello.
  HOW to buy an octane corrector?
  [email protected]
  

• #12

  The Angle Variator is interesting. post office [email protected]

• #13

  Can you still buy? Or the topic is dead? If not then
  [email protected]

• #14

  I want to buy a device.
  +380952005192

• #15

  Is it possible to purchase an UOZ variator? Kazakhstan.

• #16

  Something does not respond to the request at all

• #17

  You can purchase a variator www.60-2.ru, including in Kazakhstan.

One of the most important parameters that significantly affect fuel consumption, power and other characteristics of gasoline engines is ignition timing (UOZ), which determines the moment of ignition of the combustible mixture in the cylinders. This parameter has a complex multidimensional dependence on temperature, load and engine speed, quality

Incorrect ignition timing can lead to detonation (explosive combustion of the fuel mixture in the cylinder), accompanied by shock waves. This significantly reduces both the power and the resource of the engine, up to the destruction of the compression rings, the scuffing of the cylinders, the burning of the valves and pistons, which threatens with major repairs. However, the closer the conditions of combustion of the fuel mixture in the engine to detonation, the higher the efficiency of the engine. Therefore, the optimal engine control corresponds to its operation at the knock limit.

Standard mechanical formers of UOZ - vacuum and centrifugal, have unstable time characteristics, require regular checking and fine tuning on a special stand. In car services, almost no one is involved in such work. Nevertheless, each engine, depending on the adjustments and the degree of wear, has its own characteristics in terms of the moments of detonation. The instability of the fuel quality also makes a big contribution, leading to the need to adjust the ignition almost every time the vehicle is refueled.

There are a number of devices - octane correctors that allow you to manually adjust the UOZ from the passenger compartment. However, they all have a number of disadvantages, the main of which is the constant need to listen to the motor and determine the need for adjustment by the sound of its operation. It is not easy for even a very experienced driver to do this during traffic and noise.

Today, thanks to the use of various sensors, the control of the moment of ignition of the combustible mixture in the engine cylinders is most optimally implemented in injection systems with microprocessor control. Engines equipped with such a system are more powerful, more environmentally friendly, consume less fuel and are not critical to the quality of gasoline. In injection machines, the UOZ changes depending on the driving mode, and in carburetor machines it does not (more precisely, with less dependence).

Appointment of the automatic octane corrector "Silych"

In fig. - the current version of the AOK, it is filled with sealant and placed in heat shrinkage.

The automatic octane corrector "Silych" (AOK) was created for cars equipped with an ignition distributor with built-in mechanical formers UOZ (distributor with a Hall sensor) in order to optimize engine operation at minimal cost. The operation algorithm of the automatic octane corrector "Silych" corresponds to the principle of control of the UOZ in injection engines by signals from the knock sensor.

A serial motor cannot be designed to give the maximum possible parameters in all modes. Each copy is at least slightly different from the neighboring one. And when the ignition is controlled by a mechanical distributor, these differences only increase. This formed stock (it is visible on the diagram between the line of the standard distributor and the line of the result from "Silych") is used by AOK "Silych", promptly adjusting the UOZ.

The automatic octane corrector "Silych" is built on the basis of a highly reliable single-chip micro-computer and uses a broadband knock sensor GT305 or 18.3855, produced in Russia.
Continuous analysis of the signals coming from the standard sensors and the knock sensor provides accurate correction of the UOZ for the operation of the carburetor engine at the knock occurrence boundary. During operation, the device does not require maintenance. This knock sensor is on sale at any auto shop.

Automatic octane-corrector "Silych" allows:

• increase the efficiency and power of the carburetor engine;
• facilitate starting the carburetor engine (especially in the cold season);
• reduce fuel consumption of a carburetor engine by 3 - 5%;
• to increase the traction torque at low speeds;
• increase engine life;
• reduce engine noise;
• compensate for the spread of fuel quality by 5 - 7 octane units;
• in an emergency, use low-octane fuel for a short time (contrary to the recommendations of the manufacturer),
• when using gas fuel on a carburetor engine, take into account the peculiarities of its combustion in order to form the optimal dependence of the UOZ on the crankshaft speed.

Specifications:

• Supply voltage from 8 V to 18 V (short-term up to 0.1 sec power surges up to 40 V are possible).
• Operating temperature range from -40 ° C to +85 ° C and relative humidity up to 90% at a temperature of +40 ° C.
• Maximum current consumption 30mA.
• Permissible crankshaft speed from 200 rpm to 7000 rpm.
• The range of SPD correction is from 0 ° to 11 °.
• the distributor must be with a Hall sensor.
• Correction of the UOZ in the direction of decreasing when starting the internal combustion engine 8 °.
• Discreteness of UOZ correction, per ignition cycle:
  • downward (during detonation) 1 ° - 2 °
  • upward 0.2 ° - 0.3 °

The knock sensor is installed on the cylinder head stud (cylinder head) through an adapter. Below are the drawings of adapters for three different types of motors:

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Modernization methods:

• Installation of an additional control unit on the standard contact ignition system.
• Installation of a contactless ignition system.
• Installation of an additional control unit on the contactless ignition system.
• Installation of a microprocessor ignition system.

Contact ignition system (KSZ)

KSZ is standardly installed on most cars. The advantages of this system are extreme simplicity and reliability. Sudden failure is unlikely, repair is not difficult and will not take long. There are three main disadvantages. First, the current is supplied to the primary winding of the ignition coil through the contact group (KG). This imposes a limitation on the voltage on the secondary winding of the coil (up to 1.5 kV), which means that it greatly limits the spark energy.

The second disadvantage is the need for maintenance of this system. Those. it is necessary to periodically monitor the gap in the CG, around the angle of the closed state of the CG. The contacts of the KG must be periodically cleaned since they burn out during operation. The distributor shaft and distributor cams are required after every 10 thousand km. run lubricate. The third drawback is low efficiency at high engine speeds associated with the "bounce" of the contact group.

Modernization of this system is possible. It consists in replacing the elements of this system with better and more reliable imported ones. You can replace the distributor cover, slider, contact group, coil.

It can be upgraded by using the Pulsar ignition unit for the KSZ. But one of the shortcomings of the KSZ is eliminated, since the current for the formation of a high-voltage voltage is supplied to the primary winding of the ignition coil through the powerful semiconductor power circuits of the Pulsar, and not through the KG. That allows you to significantly increase the power of the spark. In this case, the KG does not burn. But you still have to clean it, it starts to oxidize.

Contactless ignition system (BSZ, BKSZ)

BSZ is normally installed on front-wheel drive cars. This system can be supplied to a vehicle equipped with a KSZ, such a replacement does not require additional alterations. There are three main advantages of this system.

First, the current is supplied to the primary winding of the ignition coil through a semiconductor switch, which makes it possible to provide much more spark energy due to the possibility of obtaining a much higher voltage on the secondary winding of the ignition coil (up to 10 kV).

The second is an electromagnetic pulse shaper, functionally replacing the CG, implemented with the help of a Hall sensor, provides, in comparison with the CG, a significantly better shape of pulses and their stability, moreover, in the entire range of engine revolutions. As a result, the engine equipped with BSZ has better power characteristics and better fuel efficiency (up to 1 liter per 100 km).

The third advantage is the lower maintenance requirement compared to KSZ. Maintenance of the system is reduced to lubricating the distributor shaft after every 10 thousand km. mileage.

The main disadvantage is lower reliability. The switches were of low reliability. They often fail after several thousand runs. Later, a modified switch was developed. It has somewhat better reliability, but it is also low because its device is not very successful. Therefore, in any case, domestic switches should not be used in BSZ, it is better to buy imported ones. Since the system is more complex, in the event of a failure, diagnostics and repair are more difficult. Especially in the field.

Modernization of BSZ is possible. It consists in replacing elements with better and more reliable imported ones. You can replace the distributor cover, slider, Hall sensor, commutator, coil. In addition, the system can be upgraded by using a Pulsar or Octane ignition unit for BSZ.

The disadvantage of the above systems is that both do not optimally set the ignition timing. The initial ignition advance level is set by rotating the distributor. After that, the distributor is rigidly fixed, and the angle corresponds only to the composition of the working mixture at the time of setting this angle. When changing the parameters of the fuel, and the quality of gasoline is very unstable in our country, when changing the parameters of the air, for example, temperature and pressure, the resulting parameters of the working mixture can change, and significantly. As a result, the initial level of the ignition setting will no longer correspond to the parameters of this mixture.

During engine operation, in order to ensure optimal combustion of the working mixture, a correction of the ignition timing is required. Automatic controllers of the ignition timing in these systems, vacuum and centrifugal, are rather crude and primitive devices that do not differ in stability. Optimal tuning of these devices is not an easy task.

Another disadvantage of the KSZ and BSZ is the presence of an electromechanical high-voltage distributor, the runner-cover of the distributor, implemented with the help of a contact coal sliding on a rotating difference plate. This imposes an additional limitation on the amount of high-voltage voltage across the spark plugs, and this is especially important for BSZ.

Microprocessor-based ignition control system

Many disadvantages inherent in KSZ and BSZ are absent in the microprocessor-based ignition (engine) control system (MPSZ, MSUD). Significant advantages of the MPSZ are that it provides, or more precisely should provide, a sufficiently optimal ignition control depending on the crankshaft speed, pressure in the intake manifold, engine temperature, and carburetor throttle position. The system does not have a mechanical valve, so it can provide very high spark energy.

The disadvantages of this system are low reliability, incl. and because the system contains two rather complex electronic units, both produced and produced in small-scale (and therefore semi-handicraft). In the event of a failure, diagnostics and repair are very difficult. Especially in the field.

When assessing the feasibility of switching to MPSZ, it should also be taken into account that, in order to ensure that the ignition control is optimally matched to the level of even the simplest modern injection systems, MPSZ fundamentally lacks at least a knock sensor, a mass air flow sensor and a burned mixture composition sensor. Therefore, this system is in any case quite defective.

Reliability modernization of this system is impossible, since the main units are unique domestic. Modernization with the aim of optimizing this system is carried out by selecting software (firmware) for your engine.

Pulsar and Octane ignition control units

Pulsar ignition control units, regardless of purpose, i.e. for KSZ or BSZ, they consist of the unit itself and the remote control. The most interesting capabilities of these blocks, according to their manufacturers, are the provision of "octane correction" functions, etc. "standby mode". The "octane correction" function should be provided by adjusting the initial level of the ignition timing (IOS) from the car using the remote control. In fact, using this remote control, the signal delay from the crankshaft position sensor (contact group for KSZ or Hall sensor for BSZ) is simplified.

This delay in Pulsar has practically nothing to do with engine speed, i.e. the adjustment of this delay is not at all an SPD adjustment. Due to this, the usefulness of such an "octane correction" is highly questionable. Well, maybe with the exception of occasional use of gasoline with different octane numbers. Those. if the UOZ is initially set to 95th gasoline, then when refueling with the 76th, it is really possible to remove the detonation from the passenger compartment using the remote control without getting under the hood.

"Standby mode" is designed to ensure engine operation in case of failure of the crankshaft position sensor. It is provided using the simplest pulse generator. Those. in fact, in this mode, short-term pulses are continuously generated, which provide the formation of multiple high-voltage pulses (sparks) on the candle on which the slider is turned. One of these impulses will most likely, with a high degree of probability, ensure the ignition of the mixture in the corresponding cylinder, but it is difficult to speak even about the minimum stability of the engine operation in this mode.

Structurally, the Pulsars are made rather poorly, the body is bulky and has several large openings at the bottom. Due to this, moisture and dirt will get under the case, and the board is not protected by anything inside, which does not allow us to hope for normal reliability and durability of this device.

The development of Pulsar is "Silych". It is equipped with a knock sensor, which must provide the correction of the SPL. But, unfortunately, the principle of SPP correction is similar to that used in Pulsar, i.e. it is practically independent of the speed. Therefore, the adjustment of the POP will be far from optimal. Structurally "Silych" is similar to Pulsar, i.e. it is not worth hoping for normal reliability and durability. True, there are "Silychi" with imported elements, which should have a positive effect on their reliability.

Y. Arkhipov

It is known that the optimally set and reproducible dependence of the ignition timing (OZ) in the entire range of conditions and operating modes of the internal combustion engine contributes not only to the most efficient combustion of the working mixture, obtaining the maximum power and throttle response of the engine, increasing its efficiency and reducing toxicity, but also achieving uniformity of work (smooth running) and, as a consequence, an increase in engine resource. In modern practice in the automotive industry, the OZ angle for a specific type of engine is often dependent on the following five factors:

octane characteristics of gasoline;
engine crankshaft speed N;
rarefaction in the throttle space of the carburetor, which characterizes the load on the engine;
coolant temperature;
humidity of the air entering the carburetor.

The sequence of their listing fully reflects the history of improving ignition systems, and in fact - the degree of influence of these factors on the quality level of engine building. The only exceptions are the last two, which should be reversed. However, taking into account the influence of air humidity still remains a technically intractable problem and therefore is rarely implemented in practice. The reason is the lack of compact cheap sensors with acceptable characteristics. And the fact that this is desirable, an attentive motorist notes every time, comparing the "soft" rhythmic operation of the engine in wet weather with the "ringing" uneven - in dry.

The listed factors can be divided into rapidly changing, depending on the engine operating mode (speed and load) and relatively long-term (all others). Therefore, the first of them should be taken into account automatically, which on domestic automobile engines is carried out separately by a centrifugal automaton and a vacuum corrector (if any). The latter, if they are not taken into account automatically, due to their inertia, it would be possible to adjust manually, especially since it is necessary to correct (shift or modify) the entire curve "OZ angle - crankshaft speed", that is, f (N) (in in the text this is the letter phi (N), note by P. Krylov), which is a characteristic of a centrifugal automaton.

The overwhelming majority of motorists, recalling this automatic machine, usually ask two questions: what should be the most advantageous adjustment curve for "his" copy of the engine and to what extent does the one actually reproduced correspond to it. The first question is answered in, on p. 39: “For each type of engine, there are optimal characteristics of the ignition timing change depending on the speed and load. When using the fuel recommended by the instruction, they practically do not change from one instance to another. " Further on p. 40: "... the characteristic of centrifugal governors of most modern engines at a low crankshaft speed lies significantly below the optimum, which naturally entails a loss of power in this mode (sometimes up to 5 ... 10%)."

In support of this, on p. 42 shows three graphs of detonation dependences and one graph of maximum power related to the VAZ engine, which are shown in Fig. 1 unchanged.

Figure: 1. Adjusting the ignition timing along the knock boundary (for example, a VAZ engine)

As in the original source, Fig. 1 also shows the "factory" characteristic of the ignition distributor type 30.3706 at the initial (setting) angle OZ fn \u003d 7 °. As you can see, it is far from the closest graph 2, not only and not so much at N - 500 ... 1500 rpm, but in the range of 2700 ... 4700, i.e. just in the area of \u200b\u200bthe most common rotation frequency, corresponding to the same maximum torques. Theoretically, such a mismatch can be largely corrected if the bracket of the second (rigid) spring of the centrifugal machine is bent so that it comes into operation after N \u003d 3300 rpm, thereby extending the operating interval of the first (weak) spring to the same limit, and, in addition, replace the second spring with a stiffer one. However, even after that, in the section 2700 ... 3200 rpm, the deviation will be about 5 °, and at low speeds it remains the same.

In practice, this is, although simple, but very laborious work, which requires at least a strobe and a specially made sector with angular markings. But the main thing is that in the process of adjustment due to the instability of the centrifugal machine, random errors when opening the breaker contacts, and even due to inaccurate setting of the speed, you can make a mistake up to ± 5 ... 7 °. Within the same limits, the stroboscope mark also flickers (at N more than 2500 rpm), characterizing the scatter of reproducible OZ angles. At the service station, at best, they will set the "factory" curve (or say they have set it) with the factory tolerance limits.

The described digital angle regulator OZ (TsifRUOZ) is a synthesizer of the function f (N) based on EPROM and an auxiliary corrector. The regulator is intended for use instead of a centrifugal (mechanical) machine in conjunction with an automated electronic ignition unit (ABEZ) or any other electronic ignition system, provided that its control input is matched to the synthesizer output in phase, voltage amplitude and pulse power.

The error in the representation of the initial characteristics of the OZ is determined by the stepwise digitization of their values, and at N more than 615 rpm does not exceed ± 0.3 °. At a lower rotation frequency, the OZ angle is set equal to the initial one. The maximum number of characteristics recorded in the memory and the accuracy of their approximation are limited only by the capacity of the EPROM. The applied IC K556RT7 (or K556RT18) allows you to record two or four characteristics with deviations from the initial ones, respectively, up to ± 0.3 ° and ± 0.5 °, and for example, IC K556RT5 - only one and with the largest of these deviations. It is possible to "switch" the recorded dependencies manually according to the octane characteristics of the used brands of gasoline and smoothly shift each of them along the engine speed axis, and with the help of a corrector, in addition, adjust the slope and change the initial angle of the OZ.

The synthesizer is designed to work primarily with a non-contact ignition signal sensor. Moreover, for the programs stored in the memory, it is assumed that at each half-turn of the crankshaft (four-stroke four-cylinder engine), the sensor gives a signal / pause ratio of 135 ° / 45 °. If it is different, you will have to change the EPROM programming table. The choice of the specified ratio is due only to the higher accuracy of approximation of the initial characteristics. The synthesizer can also be used with a chopper, for which the regulator contains a converter of the control signal to the signal / pause type 135 ° / 45 °. At the same time, it also performs the functions of the said corrector.

The schematic diagram of the regulator is shown in Fig. 2, and the timing diagrams of operation are in Fig. 3.

The synthesizer includes a constant frequency clock pulse generator (TI), a pulse counter, the number of which characterizes the crankshaft rotation period (T) (otherwise a period counter (CTC), a pulse counter for generating a control signal (otherwise a control counter (SCU), EPROM, a comparison device and a trigger for fixing the coincidence of codes, a pulse shaper for zeroing the counters, an output stage for generating an ignition signal.In addition, the synthesizer has an indicator of its proper operation and a device for pulsed power supply of the IMS EPROM. integrator of differential type and Schmitt trigger on operational amplifiers (OA), their bipolar power supply.

The TI generator is assembled on two logical elements DD7.3 and DD7.4 (the first is switched on by a repeater, the second - by an inverter) according to a scheme with high frequency thermal stability - 0.05 ... 0.07% per ° C. To improve it by another 2-3 times, a temperature compensating capacitor was used as C2. And since the real temperature range of the regulator does not exceed 60 °, the maximum frequency drift of the TI generator causes a shift in angle 03 of no more than 0.5 °. Moreover, with increasing frequency, the angle decreases, which should be recognized as a favorable circumstance, since a regulator installed, for example, under the hood, will respond to an increase in engine temperature in the desired direction. The duration of the TI is determined by the R7C2 timing circuit and is equal to 1.8 ... 2.2 μs, and the frequency is determined by the R5R6R8C2 circuit, which, depending on the details of recording the characteristics into the memory, can be equal to 28 or 14 kHz (respectively R5 - 39 k and 75 k ). The exact value of the frequency is set by the resistor R6, and its operational change in order to shift the characteristics along the axis is carried out by the resistor R8.

The period duration counter is 10-bit and the control counter is 8-bit. The first is made on the IC DD1 and DD2.1, and the second - on the IC DD3. The period counter output code is the EPROM address code (DD4).

The applied IC (2048X8 bit) allows you to record, as noted, two or four characteristics of the OZ. Shown in fig. Option 2 corresponds to two characteristics that can be switched using SA1, supplying input 21 of the most significant bit of the address log. "0" or "1". In the case of recording four characteristics, it is also necessary to switch the output of the 22nd-10th bit of the address, disconnecting it from the period counter.

The comparison device consists of eight elements "exclusive OR" - DD5 and DD6. The outputs of the EPROM and SCU are connected to their inputs in bit pairs, and the diode assembly VD3 - VD10 with a load resistor R9 is connected to the outputs. The trigger for fixing the coincidence of codes is connected to the output of the assembly, which is the counter DD2.2. It controls the operation of the output stage, assembled on the DD7.2 element and the VT1 transistor. Diode VD12 and resistor R12 provide reliable closing of the transistor at log. "0" at the output of DD7.2, which corresponds to a voltage of 0.3 ... 0.5 V. When the synthesizer is operating together with ABEZ, they are not needed, but the emitter of the transistor should be connected to point Usup 2. The need for a trigger to fix the coincidence of codes is due the task of obtaining on the VT1 collector the same signal shape as on the VT5 collector ABEZ. Without it, the code coincidence signal would exist only during TI, since the EPROM has a pulse power supply.

With the beginning of a positive pulse in the signal of the proximity sensor (OBD) F, ie, the measuring interval, which corresponds to the 135 ° sector of the crankshaft rotation (Fig. 3, a), using the differentiating circuit R1C1 and the Schmitt trigger on the DD7 element. 1, a positive pulse with a duration of 3 ... 5 μs is formed to reset all counters, including DD2. 2.
At the same time, the log level is set at the CN DD3 inputs (pins 1 and 9). "1", excluding the influence of TI on the CP inputs (pins 2 and 10). With the help of the inverted signal from the sensor F (Fig. 3, b), the log level is set at the CN inputs DD1 and DD2.1. "0", allowing the counting of impulses (Fig. 3, d). By the way, both sensor signals, direct and inverted, are the voltages on the collectors VT5 and VT4 of ABEZ, respectively. The triggers of the counters used in the synthesizer switch at the moments of the decay of positive pulses at the CP inputs. The first TI, which occurs simultaneously with the zeroing pulse (Fig. 3, c), is not taken into account by the counter, since the input R is dominant.

At the end of the measuring interval, the logic levels at the CN inputs are reversed, the counter stops, and the control unit starts counting clock pulses. When its output code becomes the same as the output code of the PROM, all outputs of the comparison circuit will be set to "0", and a positive pulse will fall across the resistor R9 (Fig. 3, e), which will translate the low-order output bit DD2.2 into "1" ( Fig. 3, f). After that, a log will be set at the output of the DD7.2 element. "0" (Fig. 3, g), since at both its inputs log. "1", transistor VT1 will close and a positive pulse will appear on the collector, which is an ignition signal (Fig. 3, h). When working with ABEZ, a capacitor C6 must be connected to the output of the synthesizer, disconnecting it from the VT5 collector (ABEZ). The most convenient way is to bring it to the pin of the connector with two sockets: connect the VT5 ABEZ collector to one, and the VT1 collector of the synthesizer to the other.

With the help of diodes VD1, VD11, positive potentials are supplied to the GTI, causing a breakdown in generation (shutdown of the GTI).

This is necessary in case of overflow of the counter, which is possible at low speeds, as well as when the comparison device is triggered. In the first case, if the GTI did not stop, after the counter overflows, the PROM address code, and with it the output code, would be repeated. After the end of the measuring interval, the work of the control system would inevitably lead to a false, i.e., not corresponding to the regulation law, operation of the comparison circuit and the output stage. Moreover, the value of the OZ angle could be any, from the initial to the maximum, but it should be equal to the initial one. To exclude this, a positive pulse arising from an overflow of the counting point at pin 5 of DD2.1 forcibly sets at pin 8 DD7.3 ("output 1") of the GTI level log. "1". At the same time, the log level remains at pin 11 DD2.2. "0" and the output stage is triggered by the decay of the positive pulse in the inverted signal of the detector, which means that the reproduced angle 03 is equal only to the initial fn, which is determined by the installation of the detector. Such a technique (stopping the GTI) is preferable to all others because with the beginning of each new measuring interval, the generation of clock pulses begins with the same phase. This advantage is also important in the second case, especially at speeds of 2500 ... 3200 rpm, for which two addresses differing by one correspond to the maximum change in the OZ angle.

The synthesizer uses a pulsed power supply of the EPROM, because with the existing large duty cycle TI (15 ... 40), it is simpler in circuitry and construction, more economical and more profitable in terms of the thermal regime of the IC. The device is a two-stage power amplifier with transistors VT2, VT3. Control signals are supplied to it from the "output 2" of the GTI (pin 11 DD7.4), which are antiphase TI. Since the delay in switching the counters (100 ... 200 ns) is much longer than the time of the EPROM output after switching on to the operating mode (30 ... 60 ns), it actually works with address codes as with a constant supply voltage, which eliminates false triggering of the device comparisons by transient codes at the EPROM output.

The synthesizer has a failure indicator, which includes VT4, VT5, R17 - R20, C3 and the HL1 LED. Transistor VT4 and integrating circuit R18C3 make up the peak detector, and VT5 is the power amplifier. The controlled signals are positive pulses at the DD2.2 output. With a decrease in their duty cycle, which corresponds to an increase in the rotation frequency and (or) the angle of the OZ, the brightness of the LED information increases.

To compile a programming table according to the ones shown in Fig. 1 charts can be used in many ways. It turned out to be the most rational to replace the OZ characteristics with sets of polynomials of low order, the easiest of all - by quadratic parabolas of the form

Therefore, it should be the minimum of all OZ characteristics recorded in the memory at N \u003d Nmin (in the synthesizer fn \u003d 6 °). Examples and the procedure for recording the results of calculations using formulas (1) - (4) for a number of characteristic points of the dependence f (N), composed of graphs 2 (for AI-93 gasoline) and 4, are given in table. 1. It contains the corresponding data and in the case of writing f (N) at a nine-bit address of the PROM.

Table 1:

The shift of the φ (N) graph is shown in Fig. 4.

As you can see, when the GTI frequency changes, the shape of the graph also changes, however, the prevailing trend is a shift. By the way, the modification turns out to be favorable: when the OZ characteristic shifts to the right (with increasing frequency), the steepness of its detonation of graph 2 becomes less, and when it is shifted to the left, it becomes more. The upper part (graph 4) remains virtually unchanged.

When operating a synthesizer with a proximity sensor, there is no practical need for other adjustments. Having 2-4 "switchable" dependences φ (N) and the possibility of changing the GTI frequency by ± 7 ... 5%, it is possible, with the above accuracy, to cover the entire range of detonation characteristics corresponding to the brands of AI-98 (95), AI-93 gasoline , A-76 and their surrogates. The initial angle of OZ, chosen when compiling the EPROM programming table and once established, during the operation of the engine, obviously, will not need to be adjusted, because usually the DBs do not contain wearing parts that affect fnl. The maximum accuracy of the synthesizer (with a 10-bit EPROM address) can be realized only with a sensor that is controlled directly from the crankshaft (structurally - most often from the flywheel). The traditional sensor drive from the ignition distributor shaft introduces a random error in the OZ angle up to 0.5 ... 1 °. In this case, it will be rational to restrict oneself to a 9-bit address, which will reduce the required memory size or double the number of recorded OZ characteristics.

The synthesizer can also be used with a conventional chopper, if it is supplemented with a converter of control signals to the required form (see Fig. 3, a). The schematic diagram and timing diagrams of the operation of such a device are shown in Fig. 5 and 6.

It works like this.

When the breaker contacts are opened (Fig. 6, a) at the Q-output of the RS flip-flop, assembled on the logic gates DD8.1 and DD8.2, level "1" is set (Fig. 6, b). The corresponding voltage acts on the non-inverting input of the integrator DA1.1, and on the inverting input - "0" from the Q-output of this trigger. The integrator output voltage is

Therefore, after switching the RS-flip-flop, the voltage at the input of the Schmitt flip-flop - the non-inverting input of the op-amp DA1.2 - will increase linearly (Fig. 6, c). When it reaches the switching threshold of the trigger, a positive voltage drop will appear at the cathode of the VD4 diode, that is, a log level. "1", which will switch the RS flip-flop to the opposite state. After that, Uout1 will begin to decrease linearly until the next opening of the breaker contacts, or to the lowest possible voltage at the output of OA DA1.1, if the opening frequency corresponds to 400 ... 500 rpm. At the beginning of the descending branch of the Uout1 chart, the Schmitt trigger will return to its original state. Thus, short positive pulses are formed at its output during switching (Fig. 6, d), the duration of which is determined by the ratio of the resistances of the resistors R8, R9 and the value of t1. With the values \u200b\u200bindicated in the diagram, it is about 0.5 ms, and the width of the hysteresis loop of the Schmitt trigger is about 0.3 V. The trigger threshold is equal to the voltage on the VD3 zener diode, and the thermal stability of the threshold is due to the total TKN of this zener diode and VD4 diode.

Obviously, the duration of the positive pulse at the Q-output of the RS flip-flop corresponds to the measuring interval in the signal of the proximity sensor, and the pause corresponds to the control interval. The relationship between them within the stability of the device and the boundaries of the output voltage of the integrator does not depend on the breaker opening frequency. With the help of resistor R3 it can be set equal to 135 ° / 45 ° according to the program written in the EPROM. It is characteristic that a decrease (or increase) in this ratio is equivalent to an increase (or decrease) in the initial angle of the OZ with a simultaneous slight change in the slope of the dependence φ (N), as follows from formula (4).

If, for example, the signal / pause ratio is made equal to 130 ° / 50 °, then the programmed dependence will be reproduced by the synthesizer as f (N) with an initial angle not 6 °, but 11 ° and an increased slope, as in the case of a decrease in the GTI frequency by (135 ° - 130 °) / 135 ° \u003d 3.7%, because the EPROM address code will decrease by the same amount. If the signal / pause ratio is more than the norm, say 140 ° / 40 °, then everything will shift to the other side. Compared to the example above, for a 10% increase in frequency, to which the graphs in Fig. 4, here the change in the slope is hardly noticeable.

For example, at the break point of the characteristic (at 2820 rpm), the OZ angle will not decrease by 4.2 °, which was the maximum value, but only by 1.5 °, while due to a decrease in the initial angle, the entire characteristic will shift by 5 °. This feature of the described signal converter creates a favorable opportunity to electronically (using the resistor R3) correct the initial angle of the OZ in the case of the synthesizer operating from a chopper by at least ± 5 ... 7 ° with an almost unchanged form of the dependence φ (N).

In addition to correcting the OZ angle, this device allows you to adjust the slope of the OZ characteristics, but only in the direction of decreasing the slope. For this, the R2C1 integrating circuit is intended, which provides an independent of the value of N, the time delay for switching the RS flip-flop relative to the moment of opening the breaker contacts. The range of the delay time tc \u003d 0 ... 0.7 * R2 * C1, and the delay angle fz \u003d 180 ° tcN / 30. With the indicated values \u200b\u200bof R2, C1, this is up to 1.1 ° at 800 rpm, up to 3.9 ° at 2820 rpm and up to 8.2 ° at 6000 rpm. The possibility of introducing fs together with the correction of fn with a slight change in the slope of the OZ characteristic leads to the conclusion that when working with a breaker, it is preferable to set the initial angle by turning the ignition distributor less than 6 ° than vice versa. Then the correction of fn with the help of R3 in the direction of increase will lead to an increase in the steepness of the characteristic, and it can be reduced by introducing a delay. As unnecessary, the time delay circuit can be removed by connecting R1 directly to pin 6 of DD8.2

An inevitable unpleasant consequence of the use of op amps is the need for a bipolar power supply. An example of a diagram of such an autonomous device is shown in Fig. 7.

Figure: 8. Schematic diagram of a common power source for an automated electronic ignition unit (ABEZ) and a digital ignition timing controller

On the elements DD8.3, DD8.4, an RC-pulse generator of the meander type with a frequency of 20 ... 40 kHz is assembled. It controls transistor switches VT1, VT2, to the emitters of which two-tier voltage multipliers are connected for each polarity. Voltage stabilization is carried out using resistors R16, R17 and zener diodes VD9, VD10.

If TsifRUOZ is supposed to be used in conjunction with ABEZ, then it is advisable to make a common power supply according to the diagram shown in Fig. 8.

The designations of the elements available in the ABEZ are indicated in brackets, and the underlined ones - in the synthesizer. Its advantages are based on overcompensated stabilization of the output voltages of the blocking generator, which also includes the T1 transformer (ABEZ) with additional V and V1 windings. Thanks to overcompensation, it is not even necessary to stabilize the voltage U4 and U5. All specified voltage ratings are provided when the voltage of the on-board network of the Ea car changes from 6 to 18 V (in reality, this range is even wider in both directions).

It is characteristic that when Ea is less than 8 ... 9 V, the current in the coils L1 and (L3) flows through the VD25 diode (VD24 is closed), since the amplitude of the pulses (reverse stroke of the blocking generator) on the V winding is higher than this value, and with a larger voltage Еа - through the diode VD24 (VD25 is closed). Along the way, the VD24 diode cuts off potential interference voltage pulses of negative polarity in the on-board network. When using a common power source in the ABEZ, you can remove the VD21 diode and the R38 resistor by connecting the VT12 emitter to Upit 2 (+0.7 V). In addition, it is desirable to connect the common points of the resistors R11 with R12 and the emitter VT5 with the capacitor C3 of the synthesizer to Upit1. In this case, the consumption currents will be as follows:

along the circuit Upit1 (+ 7.7 V) less than 10 mA (excluding the current consumption of the synthesizer LED, which can be 0 ... 12 mA);

on the circuit Upit2 (+0.7 V) less than 3 mA;

on the U3 (+ 6.2 V) circuit less than 10 mA;

on the U4 circuit (-15 V) up to 5 mA;

on the U5 circuit (+15 V) 13 ... 15 mA.

The digital regulator is structurally integrated with an automated electronic ignition unit. All its details are located on a separate printed circuit board (Fig. 9)

From foil-clad fiberglass with a thickness of 1.5 mm, having the same dimensions as the boards of the said block. On the base plate of the unit body, it is installed along with two other boards by an edge and is also fixed with screws using angle brackets. The cases of the microcircuits are glued to the board through fabric gaskets about 1 mm thick with leads outward, i.e. from the board surface. The connections are made with PEL-1 0.12 wire directly "from leg to leg", and diodes with their wire leads are also used as connecting elements. Foil conductors are used only for power and ground rails. The corresponding pins of the IC are soldered to them by means of racks made of wire with a diameter of 0.5 ... 0.7 mm. For the rest of the parts - transistors, diodes, capacitors and resistors - printed wiring is normal.

Load resistors EPROM (DD4) Rn1-Rn8 (15 k each) are installed on the foil side. For isolation from it, pieces of Whatman paper were used, the resistor leads were passed in pairs into four holes with a diameter of 1.5 mm, which were drilled between the DD2 and DD4 cases. If pin 9 of the IMS DD2.2 is connected to pin 10 of DD7, then the comparison of the output codes of the SCH and EPROM and the actuation of DD2.2 will be strobed by clock pulses.

Capacitors C1 - C3, C5 any type K10-7V, KLS, KM. All resistors are MLT or MT. As transistors VT1, VT2, VT4, you can use any KT315, KT342, KT3102 and the like, VT5 - KT361, KT209, KT3107 and similar with any letter indices. In place of VT3, a medium or high frequency transistor with a permissible pulse collector current of at least 200 mA is required. In addition to any KT209, KT208 (the best option), KT502, KT3107, etc. are suitable. Diodes are any of the KD520, KD521, KD522 series, but KD503, KD509 can also be used.

Coil L1, as in the ignition unit, must have an inductance of 5 ... 15 mH and a resistance of 40 ... 80 Ohm. If the synthesizer is supposed to work together with ABEZ, then it would be better to install the HL1 LED with a green glow, since the ignition unit already contains yellow, orange and red.

The most desirable microcircuits for a synthesizer are ICs of the K564 series, because in all electrical and operational parameters they surpass the ICs of the K561 series, and in the range of permissible temperatures (-60 ... + 125 ° C) they are the most suitable (for ICs of the K561 series, only -45 ... + 85 ° C). True, the use of ICs of the K564 series will add difficulties in installation - they have very thin soft leads, and the interval between them is half that of the ICs of the K561 series.

The IC of the programmable ROM can be taken from any of the KR556 series, including those with a 4-bit output, selecting their composition so that there are 512 X 8-bit words (or 1024X8) to record one characteristic of the OZ. However, it makes no sense to create a memory volume for more than 4 characteristics, given the possibility of their shift along the N axis, and in the presence of a converter-corrector (see Fig. 5) - along the axis of the OZ angles. Instead of these ROMs, you can also use reprogrammable LIZMOP types, for example, K573RF2 (2048X8), which are better matched with the CMOS structures of the K564 and K561 series ICs.

But with them there is a danger that unpredictable changes in the recorded program will appear in 3-5 years due to the erasure of information.

In the converter-corrector, instead of the specified K140UD20 dual operational amplifier, it is even better to use the more heat-resistant KM551UD2A (B) microcircuit or the K140UD1, which has proven itself well in the VAZ-2108 (-09) ignition system. However, many other options are also acceptable, for example, two OU K140UD7 and even KR140UD1. The RS-flip-flop and RS-generator (see Fig. 5 and 7) can be assembled, of course, not only on the elements with the logic "2 OR NOT". "2 AND NOT" and a number of others are suitable. But in the proposed version, all the minimum necessary elements make up one body, which is not possible in another design.

It should be especially noted that when installing ICs of the K561 or K564 series, it is imperative to strictly observe the prescribed TU requirements in order to exclude the possibility of breakdown of their input circuits by electrostatic voltage.

In the synthesizer, only the GTI frequency needs to be tuned. This is done with a variable resistor R6 with the middle position of the potentiometer slider R8. Everything else will certainly work fine if the elements are in good order and wired correctly. Nevertheless, after assembling and checking the installation, it is necessary to check the ratings of the supply voltages and the operability of the transistors according to the "open-closed" principle. The operation of the counters (zeroing, counting), the correspondence of the output codes of the EPROM to the programming table and all other switching, albeit for a long time, are simply checked by the method of step-by-step counting. To do this, the signal buses F, F and "output 1" of the GTI should be shunted to "ground" through resistors with a resistance of 10 ... 30 K. After that, disconnect the first two from the ABEZ transistors, and the third from pin 10 DD7.3. Then, using one two-position toggle switch, connect the voltage U3 either to the F or F bus, and through the button (or another toggle switch) apply the same voltage to the “output 1” bus.

Further, by setting the voltage U3 on the F bus, which will correspond to the measuring interval, when the button is turned on and off, you can check the operation of the counter, and by switching the toggle switch to the opposite state, the operation of the SCU. Having thus established any codes at the outputs of the counters, it is possible to check the operation of the EPROM and the recorded program, simulating the pulse power supply of the DD4 IC by a short-term (up to 1 s) short-circuit of the VT2 collector to the ground. You can control the coincidence of the output codes of the EPROM and the SCU by the voltage across the resistor R9, at pin 11 of DD2.2 and on the collector VT1.

"Characteristic switch" OZ SA1 and potentiometer R8 are mounted together with SA1 and SA2 ABEZ on the steering column. To easily assess the position of the potentiometer slider by touch, that is, the approximate value of the GTI frequency and, therefore, the shift of the OZ characteristic, a handle-"beak" is put on its axis. The adjusting elements of the corrector - R3 and R2 are located under the casing of the unit, and the axes of these resistors are brought out "under the slot". Balancing potentiometers have actually been replaced by pairs of fixed resistors, in which one is selected when tuning.

The LED indicator of serviceability of the TsifRUOZ is adjusted by the selection of the R18C3 circuit to a rare but clearly noticeable flashing at 1500 ... 2000 rpm.

To help radio amateurs, 1991

Literature
1. Tyufyakov A. Ignition system without secrets: Sat. Avtomobilist-86.- M .: DOSAAF, 1986.
2. Alekseev S. Shapers and generators on microcircuits of the CMOS structure. - Radio, 1985, no. 8, p. 31.
3. Alekseev S. Application of the microcircuit series K561.- Radio, 1986, no. 11, p. 3. No. 12, p. 42.
4. Vorobieva N. One-time programmable ROM series KR556. Microprocessor tools and systems.-M .: GKVTI, 1987, No. 1, 2, 3.
5. Shcherbakov V., Grezdov G. Electronic circuits on operational amplifiers. Directory. - Kiev, "Technics", 1983.
[email protected]

V. Petik, V. Chemeris, Energodar city, Zaporozhye region.

Currently, many car enthusiasts are showing an increased interest in electronic ignition timing control (ECG) or octane correctors (OC), which can save fuel by 5-10% and adapt the engine to different fuel qualities, increase maximum power and reduce exhaust toxicity ... The existing circuit solutions have some disadvantages:

- the delay of the UOZ is made for a fixed period of time, which at different speeds of the engine shaft corresponds to a different UOZ;

- when constructing delay circuits of a fixed UOZ, their complexity increases significantly.

Taking into account the above, the authors have developed a simple and effective OK, in which the UOZ remains constant at any engine speed. The structural diagram of the OK is shown in Fig. 1. The principle of its robots is based on the proportionality of the delay of the UOZ from the period of shaft rotation. Pulse train, in

which, within some limits, it is necessary to delay the positive edge, is formed by the chopper and enters the input of the circuit. In this case, the duration of the pause is used as a reference value, which is fixed by the reference frequency generator G1 and the reversible counter CT operating in the stack mode, i.e. at a low level at the input of ± 1, it works to increase the count (accumulation of information), and if there is a high level at the same input, it works to decrease (reading the accumulated information). In the first case, the G1 generator works, and in the second, the G2 generator, and G1 is blocked,

the frequency of which can be changed. If the frequencies G1 and G2 are equal, the delay of the SPL will be 90 degrees, therefore, to ensure a delay of up to 30 degrees. it is necessary that the G2 frequency is 3 or more times higher than the G1 frequency. At the end of counting, when the counter has given all the accumulated information, a signal is generated at its output P, \u200b\u200bwhich sets the output of the RS-flip-flop to a high level, blocks the counter and is a delayed output signal. The circuit returns to its initial state when a low level arrives at its input, which resets the RS flip-flop, and the cycle repeats.

The OK schematic diagram and diagrams of its operation are shown in Fig. 2 and Fig. 3, respectively. A low-frequency filter R3-C3 is installed at the input of the circuit, which, together with cells DD1.1, DD1.4, containing Schmitt triggers at the input, excludes the influence of the bounce of the breaker contacts on the operation of the circuit. Generator G1 is assembled on DD1.3, DD1.2, R7, C2 and to avoid overflow of counters DD2, DD3 at low engine shaft speeds is set to a frequency of 1 kHz. Generator G2 is assembled on DD1.1, DD1.2, R4, R5, C1. Variable resistor R4 can change its frequency from 3 to 90 kHz, which provides adjustment of U03 from 30 to 1 degree. respectively. Counters DD2, DD3 are included cascode, which allows increasing their total capacity up to 256 bits. The counters first accumulate information about the duration of the closed state of the breaker contacts, and after they open, read it. When the accumulated information is fully read, a short-term negative pulse appears at pin 7 of the DD3 counter, which, through cell D04.3, switches the RS-flip-flop collected on cells DD4.2 and DD4.4, from the inverse output of which a blocking signal of the DD2 counter is generated and through DD4. 1, R6, VT - output delayed signal.

Details. The K561TL1 microcircuit can be replaced by the K561LA7, but in this case, after the low-pass filter, it is necessary to install a Schmitt trigger, assembled according to any known scheme. Any Zener diode VD for a voltage of 5-9 V. The KT972 transistor can be replaced with a pair of KT3102, KT815 (KT817). Capacitors C1 and C2 must be selected of the same type or with the same TKE, as possible

closer to zero. The same applies to resistors R5, R7. Parallel to each microcircuit, along the power buses, it is desirable to install a ceramic capacitor with a capacity of 0.1 μF, and in parallel with VD - a tantalum electrolytic capacitor.

Customization. To set up the generators, it is necessary to install the frequency meter probe on pin 4 of the DD1.2 microcircuit, then apply a low logic level to the circuit input and select the resistor R7 so \u200b\u200bthat the generator frequency is 1 kHz. Next, set the slider of the resistor R4 to the lower position according to the scheme, apply a high logic level to the input and select the current resistor R5 so that the frequency counter readings are equal to 90 kHz, which will correspond to a U03 delay of 1 degree.

In the upper position of the slider R5, the frequency of the generator should be about 3 kHz, which corresponds to a delay of 30 degrees U03. If desired, this value can be changed up or down by changing the R4 rating, which is set on the control panel. It is desirable to shield the wires. Literature

1. Kovalsky A., Fropol A. Prefix octane-proofreader // Radio.-1989.-№6.-P.31.

2. Sidorchuk V. Electronic octane proofreader // Radio. -1991.-No.11.-C.25.

3. Bespaloe V. Corrector of the angle OZ // Radio.- 1988.-№5.-p. 17.

4. Arkhipov Y. Digital ignition timing controller // Radiozhegodnik.-1991.-P.129.

5. Romanchuk A. Octane corrector on CMOS microcircuits // Radiozhegodnik.-1994. -I5.-C.25.