RU2586079C1 - Multi-slot low-speed internal combustion engine ignition sensor - Google Patents

Abstract

FIELD: machine building.

SUBSTANCE: invention relates to mechatronics, particularly, to contactless pickups, and can be used in ignition systems of internal combustion engines (ICE), as well as in other mechatronic systems: switching, telemetry, distribution devices for automation and telemechanics. Multi-slot low-speed ICE ignition transducer comprises stationary stator equipped with n uniformly distributed in circumferential direction sensor pairs, and a rotating rotor equipped with shielding, separating elements of sensor pairs, which includes mn+1 or mn-1 recesses for direct or reverse spark formation relative to direction of rotor rotation, where n is number of ICE cylinders, m is any natural number: m = 1, 2, 3, …

EFFECT: mn+1 or mn-1-fold reduction of rotor rotation frequency, respectively, mn+1 or mn-1-fold increase in closed state time, possibility of continuous switching, higher mechanical and electrical reliability of device.

3 cl, 10 dwg

Description

The invention relates to proximity sensors of sparking and can be used in ignition systems of internal combustion engines (ICE), as well as other mechatronic control systems: switching, telemetry, switchgear automation and telemechanics, automatic rotor-conveyor lines, optical modulator choppers (optical choppers ) and many others.

The concept of an independent or multi-channel ignition system of an internal combustion engine (EFS - German Einzel Funken Spule) is used, in which, unlike synchronous ignition systems, each cylinder, in addition to a spark plug, is equipped with its own sensor, switch and ignition coil. Each coil is independently controlled and produces a spark for only one cylinder. The switch in such systems may be one unit for all ignition coils or separate units for each ignition coil. Ignition coils can also stand both separately and as a single unit, and, in addition, can be combined with switches.

One of the most popular varieties of EFS systems is the so-called COP system (English Coil on Plug - “coil on a candle”) - in this system, the ignition coil is placed directly on the candle, which allows you to completely get rid of another insufficiently reliable component of the ignition system - high voltage wires.

The advantage of ICE independent ignition systems is that the electric load is evenly distributed between several branches of the ignition system, reducing current load, wear, temperature departure of the characteristics of its elements; when the sensor or coil fails, only one cylinder of the engine ceases to work, and the system as a whole maintains operability / D.A. Sosnin. Electrical, electronic and autotronic equipment for cars. M., 2010; T. Denton. Car Electronics. M., 2008 /.

The contactless ignition sensor 38.3706, adopted for the prototype / Automobiles of the VAZ-2107 family, is widely known. Maintenance and repair manual. K.B. Pyatkov, A.P. Ignatov, S.N. Kosarev et al. M .: Publishing house "At the wheel", 2004 - p. 166 /. The sensor generates low voltage pulses of the primary circuit of the ignition system, controlling the switch to turn on and off the ignition coil - a pulse transformer. The device includes a fixed stator and a rotating rotor located inside the stator along its axis of symmetry. The stator function is the placement of one sensor pair - the Hall sensor and a permanent magnet, and the rotor - a magneto-screen with slots that separates the two elements of this sensor pair. The number of slots in the screen is equal to the number of ICE cylinders, so for one full revolution of the rotor, the sensor generates a complete signal cycle for all cylinders. Which, in turn, corresponds to two full crankshaft revolutions for a four-stroke ICE. Thus, for the prototype ignition system, the rotor speed of the ignition sensor is only twice as slow as the crankshaft speed.

The frequency of rotation of the crankshafts of automobile engines is constantly increasing and currently reach 5000-8000 rpm / B.E. Yutt. Electric equipment of cars. M., 2006 /. This is due solely to the features of the functioning of the internal combustion engine: the maximums of the power and torque generated by the internal combustion engine lie in rather narrow high-frequency ranges of crankshaft revolutions.

Accordingly, the rotor speed of the ignition sensor is also high and should be 2500-4000 rpm. But high rotor speeds of the sensor are not required at all for its optimal functioning. Moreover, they are harmful and very dangerous. Indeed, such a high rotor speed of such an accurate and critical device, such as an ignition sensor, leads to a number of reasons that sharply reduce its functional and operational qualities.

We list only a few of them.

1. The high rotational speed of the screen rotor leads to a very short period of time for the slot of the screen to pass through a single sensor pair, which is similar to the small time of the closed state of contacts in the contact ignition system, and this does not provide high reliability of the process of ignition of the working mixture. In this case, most of the time the rotor of the ignition sensor rotates is spent not on its main function — generating control voltages, but on unproductive idle transportation of the next slot of the screen to the sensor.

2. The only sensory pair of the traditional ignition system, which sequentially serves all the spark plugs of the ICE cylinders, continuously experiences very intense high-frequency alternating current loads that cause Joule heat generation and temperature loss of electrical properties. When this sensor pair fails, the entire ignition system completely stops working. It seems rational to distribute this high-frequency electric load on one sensor pair equally between several pairs, each of which serves its own cylinder.

3. The high rotor speed leads to increased wear of the bearing assemblies of the rotor and a high level of vibration, which reduces the accuracy of the device and leads to fatigue damage and mechanical heat.

In other words, if high-speed is a necessary operating condition for an ICE crankshaft, then for a rotary device of its ignition system there is a significant structural disadvantage.

These problems, as a rule, lead to the gradual abandonment of the use of rotary sensors in favor of ignition systems that do not have rotating parts at all / P. Demidovich. The ignition system of cars. Minsk, 1998 /. Namely, in favor of digital electronic and microprocessor ignition systems with a wired program controlled by input signals taken from numerous sensors. The complexity and multicomponent nature of such systems adversely affects reliability and maintainability. First of all, the classic rotary ignition sensor is not exposed to radiation, electromagnetic or thermal effects (bearing in mind the combat conditions of military equipment), like all complex microelectronic components. It does not require electronic firmware, which often fails. And in unforeseen circumstances, it can be repaired outside the repair base.

Thus, microprocessor-based electronic ignition systems do not have sufficient maintainability in the field, as well as electromagnetic, thermal and radiation resistance in combat applications. At the same time, modernization of rotary sensors is possible, which closes the above problems, which were previously considered unsolvable.

The objective of the invention is the multiple reduction of the rotational speed of the rotor of the ignition sensor due to the fact that the full cycle of the ignition sensor issuing low-voltage control pulses to the switch and, further, high voltage through the spark plugs of all cylinders in the order of their operation is carried out during incomplete revolution , but only during a very small turn. A similar solution was patented in relation to the engine ignition distributor / E.D. Sviyazheninov Distributor of ignition of an internal combustion engine. Patent for invention No. 2362242. Priority 05.21.2008, Sviyazheninov E.D. Modernization of the engine ignition distributor. "Automotive industry". No. 6, 2014 /. This fixes the issues listed above. A concomitant effect is an overall increase in reliability and survivability due to the adoption of the concept of an internal combustion engine independent ignition system.

The problem is solved in that in a low-speed ignition sensor of an n-cylinder internal combustion engine, the stator contains n sensor pairs that are uniformly distributed around the circumference — Hall or optical, and the rotor consists of a magnetically or light-shielding cylindrical shell, respectively, separating the elements of these pairs with uniformly distributed around the circumference mn + 1 or mn-1 by slots, where m is any positive integer: m = 1, 2, 3, .... In this case, the low control voltage is removed from the sensors sequentially on the chain of spark plugs of all cylinders in the order of their operation during the time of not complete revolution of the rotor screen, but only during its rotation through the angle 2π / (mn + 1) or 2π / (mn-1 ) in the direction coinciding with the direction of rotation of the rotor (direct switching) or opposite (reverse switching), respectively.

Consequently, the required rotor speed of the sensor rotor decreases by mn + 1 or mn-1 times, respectively, compared with a traditional ignition sensor equipped with one sensor pair and a screen with n slots. The time of the closed state, equal to the time of passage of the slot of the screen between the sensor pair, increases by the same number of times.

The stated essence is illustrated by drawings, where in FIG. 1 shows a diagram of a multi-slot low-speed ignition sensor of an internal combustion engine for m = 3, FIG. 2-4, FIG. 5-7 - sequence and scheme of operation of the sensors of the control signals of low voltage for direct and reverse sparking, respectively. Direct sparking is shown in FIG. 2-4, while the opposite is shown in FIG. 5-7. As an example, a direct sparking scheme for a 4-cylinder engine, n = 4, and reverse sparking for a 6-cylinder engine, n = 6, is shown. In both cases, a rotor with sequential values m = 1, 2, 3 is used. In FIG. Figure 8 shows the time scans of the control low-voltage signals taken from each sensor during continuous switching, and the high-voltage voltages supplied to the candles of each of the n cylinders for direct spark formation. In FIG. 9, 10 show the rotor speeds of the traditional n-gap ignition sensor of the prototype and mn + 1, mn-1-gap, respectively, according to the proposed device scheme as a function of the engine speed of the engine.

Diagram of a multi-slot low-speed engine ignition sensor

A multi-slot low-speed ignition sensor of an n-cylinder internal combustion engine (Fig. 1) consists of a rotating rotor with a magneto-or light-shielding cylindrical shell 1 (hereinafter - the screen) with slots 2 of an angular value γ _r uniformly distributed around the circumference, dividing the elements evenly installed around the stator circumference n sensory pairs of angular magnitude γ _s . Hall sensor pairs consist of Hall sensors 3 and permanent magnets 4, while optical pairs consist of photosensitive elements 3 and emitting LEDs 4. Screen 1 contains mn + 1 or mn-1 slots 2, where m is any natural number: m = 1, 2, 3, .... Denote by y the full (total) angle of the slot and the sensor pair:

γ = γ _r + γ _s .

The angle γ _r can be both greater than the angle γ _s and less than it. The ratio of the angles γ _r and γ _s is determined by the specific implementation of the device, in particular, the length of the sensor pairs 3, 4, the radius of the screen 1, and can be completely arbitrary.

Screen 1 contains mn + 1 slots 2 for direct sparking or mn-1 slots 2 for reverse. To ensure separate testing of each sensor pair in time, so that the time cycles of the neighboring sensors do not overlap each other, the full angle should accordingly satisfy the conditions:

(для реализации прямого искрообразования),

(for the implementation of direct sparking),

(для обратного),

(for the opposite)

and the number of sensor pairs, as indicated above, is n, where n is the number of ICE cylinders.

Note that if the angle γ is a particular characteristic of a particular technical implementation of a multi-slot low-speed ignition sensor, determined by its geometric dimensions, then the angle δ, determined by the relations:

fundamental universal (depending only on numbers m, n) device characteristics, in which its most efficient mode of operation is achieved, completely eliminating the unproductive (idle) rotation of the rotor just to turn the next slot of the screen to the next sensor pair (continuous switching), which will be indicated below.

In FIG. 2-4, a direct switching (sparking) circuit for a 4-cylinder engine, n = 4, is shown, and in FIG. 5-7 is a diagram of reverse switching (sparking) for a 6-cylinder engine, n = 6. In both cases, a rotor with the parameter values m = 1, 2, 3 was used.

The principle of operation of a multi-slot low-speed engine ignition sensor. Forward and Reverse Switching Analysis

To explain the principle of operation of a multi-slot low-speed ignition sensor, as well as analysis of forward and reverse switching, FIG. 2-7 respectively. In FIG. 2-4 show a direct switching circuit for a 4-cylinder engine, and FIG. 5-7 is a reverse commutation diagram for a 6-cylinder engine by means of a rotor with a multi-slit screen with reference angles.

The direction of rotation of screen 1 is shown by a circular arrow marked with the letter f. Next, f will denote the speed of screen 1.

The front edges of the slots 2 of the screen 1 along its rotation are indicated by rotating beams r _i (solid lines), and the front edges of the sensor pairs 3, 4 are fixed beams s _j (dashed lines), with indices i, j corresponding to the serial numbers of the slots 2 of the screen 1 and sensory pairs 3, 4.

A key feature of the proposed scheme, as can be seen from these figures, is that:

1. The successive angles between the rays r _i , s _i , i = 2, 3, 4 ... are (i-1) δ, i.e. form a natural sequence (1, 2, 3, ...) δ.

2. The rotating device has axial symmetry of order mn + 1 or mn-1, i.e. when it rotates around the axis of rotation by an angle of 2π / (mn + 1) or by an angle of 2π / (mn-1), respectively, it is combined with itself.

It is these two circumstances that effectively ensure the complete cycle at the same time, i.e. uniform in time, switching control pulses not for the full period of rotation of the screen 1, as in the traditional sensor adopted for the prototype, but only for mn + 1 or mn-1 part of it.

(при прямой коммутации) или на угол

(при обратной) открывается соседняя сенсорная пара по направлению или против вращения экрана 1. Конструктивным выбором угла (относительно универсальной постоянной ((зависящей лишь от чисел m, n) достигается требуемый вид цикличности коммутации всех сенсорных пар.The device operates as follows. Let at the initial moment of time, the leading edge of one of mn + 1 (Fig. 2-4) or mn-1 (Fig. 5-7) slots 2 of screen 1 coincides with the leading edge of one of the n sensor pairs 3, 4 (Fig. 4 ) The sensor pair is opened, the operation of this sensor begins, until the rear edge of the slot 2 of the screen 1 reaches the rear edge of the sensor pair. The sensor pair closes, and the operation of this sensor ends, which occurs when the rotor rotates through an angle γ. Immediately after this (continuous switching, at γ = δ) or with some delay in time (discrete switching, at γ <δ), the next adjacent sensor pair is activated. Indeed, when you rotate screen 1 by an angle $$\delta =\frac{2\pi }{n\left(mn+\mathrm{one}\right)}$$

(with direct switching) or angle

(at the opposite), an adjacent sensor pair opens in the direction or against the rotation of the screen 1. By constructive selection of the angle (with respect to the universal constant ((depending only on the numbers m, n), the required form of cyclic commutation of all sensor pairs is achieved.

The full cycle of switching control pulses does not occur for the full period of rotation of the screen 1, as in a traditional ignition sensor, but only for mn + 1 or mn-1 part of it, due to the axial symmetry of the device mn + 1 or mn-1 order, when turning it around the axis of rotation at an angle of 2π / (mn + 1) or at an angle of 2π / (mn-1), respectively, it is combined with itself. Therefore, when the screen 1 is rotated by an angle of 2π / (mn + 1) = nδ or by an angle of 2π / (mn-1) = πδ, sequential simultaneous (uniform in time) triggering of all sensory pairs in the forward or reverse direction occurs. Thus, the switching frequency at the same speed of the screen 1, respectively, is mn + 1 or mn-1 times higher than in the traditional ignition sensor of the prototype. Therefore, the required rotational speed of the mn + 1-slot or mn-1-slot screen 1 will be respectively mn + 1 or mn-1 times lower than the rotational speed of the n-slot screen giving the same switching frequency. Thus, the screen according to the proposed device circuit serves as a multiplier, i.e. the multiplier of the sparking frequency is mn + 1 or mn-1 times, and its rotation frequency should be reduced by the same amount. But with a reduced frequency of rotation of the screen, the time of the closed state is increased by the same amount - the operating time of the sensor pair, while the slot of the screen passes inside it, at the same angle of the slot.

So, the switching frequency (connected with the screen rotation speed f by the following relations: for direct switching

ν = f (mn + 1),

for reverse switching

ν = f (mn-1).

The case γ = δ corresponds to continuous switching, when the successive triggering of the sensors occurs continuously, without time gaps, or continuously, and the case γ <δ, the discrete switching, when the successive triggering of the sensors occurs with certain time gaps, or separately, i.e. Between successive triggering of the sensors there is a certain temporary pause / Sviyazheninov E.D. Rotating switch. Patent for invention No. 2413347. Priority 12/15/2009, Sviyazheninov E.D. Slow-speed ignition sensor of an internal combustion engine. "Automotive industry". No. 4, 2014 /.

Thanks to the proposed scheme, the possibility of continuous switching of the internal combustion engine rotary ignition sensor is achieved - its most important advantage. With continuous switching, the entire time of rotation of the rotor of the ignition sensor is spent only on the fulfillment of its main function - the generation of control signals. Idle rotor unproductive rotation just to rotate the next slot of the screen to the sensor pair can be completely eliminated. In the prototype, because of its design, continuous switching is fundamentally impossible.

The closed-state time (response time of one sensor pair) is 1 / (νn) in the case of continuous switching, when γ = δ, and (γ / δ) / (νn) in the case of discrete switching, for γ <δ.

Using sensory Hall pairs

When using sensory Hall pairs - Hall sensors 3 and permanent magnets 4, the device operates as follows. Let at the initial moment of time, the leading edge of one of mn + 1 (Fig. 2-4) or mn-1 (Fig. 5-7) slots 2 of screen 1 coincides with the leading edge of one of the n sensor pairs 3, 4 (Fig. 4 ) The magnetic flux directed to the Hall sensor 3 from the permanent magnet 4 opens and the triggering of this sensor starts until the rear edge of the slot 2 of the screen 1 reaches the rear edge of the sensor pair, and the magnetic flux incident on the Hall sensor is closed. As a result, when passing through the screen 1 in the gap between the permanent magnet 4 and the Hall sensor 3, periodic shunting occurs - interruption of the magnetic flux, and at the output of each Hall sensor 3 a signal is generated about the angular position of the crankshaft in the form of rectangular low-voltage pulses, which then goes to the electronic switch . When the flux from the permanent magnet 4 hits the Hall sensor 3, it is triggered, and when it is closed by a screen, the magnetic flux incident on it is blocked, which causes the sensor integrated circuit to switch to a high level. Therefore, the device generates a rectangular pulse with a low level when the sensor 3 is triggered (passing through the slot 2 of the screen 1 inside the sensor pair 3, 4) and high when it is closed (shielding). Next, the electronic switch generates a current pulse supplied to the primary winding of the ignition coil to provide a given level of high voltage and spark energy.

In FIG. Figure 8 shows the time scans of low-voltage signals taken from each Hall sensor for direct continuous switching, as well as the time scans of high-voltage voltages supplied to the candles of each of the n cylinders.

Using Optical Touch Pairs

Instead of Hall sensor pairs - Hall sensors 3 and permanent magnets 4 - without any changes in the layout (Fig. 1), it is possible to use sensor optical pairs - photosensitive elements 3 and LEDs 4, respectively.

A ray of light from LED 4 enters the photosensitive element 3 (phototransistor or photodiode) if there is a slot 2 of screen 1 in the gap between them. The optical channel between the LED 4 and the photosensitive element 3 is interrupted when an opaque element appears in the gap - screen 1. Therefore, the cylinder the shell-screen 1 is made of any opaque material, i.e. It should not be magneto-shielding, but only light-shielding.

When passing through the screen 1 in the gap between the light source 4 and the photocell 3, a periodic interruption of the light flux occurs, and at the output of each optical sensor 3 a signal is generated about the angular position of the crankshaft in the form of rectangular low-voltage pulses, which then goes to the electronic switch. When the light from the source 4 enters the phototransistor 3, it goes into a saturation state. If it is covered by a screen, the flow of light incident on it is blocked, which causes the output of the phototransistor to switch to a high level. As a result, the device generates a rectangular pulse with a low level when the sensor 3 is triggered (passing through the slot 2 of the screen 1 inside the sensor pair 3, 4) and high when it is closed (shielding). Of course, an inverse embodiment of the device is also possible: with a high signal level when the sensor is triggered and low when it is shielded. Further, according to these rectangular pulses, the electronic switch generates a current pulse supplied to the primary winding of the ignition coil to provide a given level of high voltage and spark energy.

In FIG. Figure 8 shows the time scans of low-voltage signals taken from each optical sensor for direct continuous switching, as well as the time scans of high-voltage voltages supplied to the candles of each of the n cylinders.

Note that optical sensors are more accurate than many other electric meters, they have inertialessness and operate at high temperatures, up to 125 ° C. Light sources can function both in the visible and in the infrared spectrum. Significantly increase the resolution of optocouplers allow laser diodes. /FROM. Sysoeva. Actual classical principles of optoelectronics in auto electronics. “Components and Technologies”, No. 5, 2006 /.

An example of calculating the rotor speed of a multi-slot low-speed engine ignition sensor for direct and reverse spark formation

As an example, we calculate the direct sparking scheme for a 4-cylinder engine, n = 4, and the reverse sparking for a 6-cylinder engine, n = 6 by means of mn + 1 or nm-1, respectively, the slotted screen of the rotor and n sensor pairs of the stator. In both cases, we use the values of the system parameter m = 1, 2, 3. The required rotor speed of such a screen will be exactly mn + 1 or mn-1 times lower than the rotor speed of the sensor with an n-slot screen according to the prototype. Thus, if for a traditional ignition sensor adopted as a prototype, the rotor speed is only 2 times lower than the crankshaft speed, then for the proposed one it is 2 (mn + 1) or 2 (mn-1) times. In FIG. Figures 9 and 10 show the rotational speeds mn + 1 and mn-1, respectively, of the slotted screen according to the proposed device scheme and the n-slotted screen according to the prototype scheme, as a function of the engine speed. The effect of multiplication of the sparking frequency is clearly visible, manifested in mn + 1 or mn-1 - a multiple decrease in the required rotational speeds of the rotor of a multi-slot low-speed ignition sensor.

As a result, the sensor rotor rotates exactly 2 (mn + 1) or 2 (mn-1) times slower than the crankshaft, and not twice, as in the prototype. The problems of mechanical vibrations and heat generation, as well as wear of the bearing assemblies of the rotor are eliminated. The Joule heat generation, temperature deviation of electrical characteristics and wear of the elements of the engine ignition system are many times reduced. In mn + 1 and mn-1 times, compared with the prototype, the time of the closed state increases, which increases the reliability of the spark discharge at the contacts of the candles and, therefore, the reliability of the process of ignition of the working mixture. This is due to the fact that the entire time of rotation of the rotor of the ignition sensor is effectively spent on the fulfillment of its main function - the generation of control signals, and unproductive idle rotation of the rotor just to rotate the next slot of the screen to the sensor is completely excluded.

Findings. Technical result

1. The use of an mn + 1 or mn-1-slotted rotor screen and n stator sensor pairs, where n is the number of ICE cylinders, reduces the ignition sensor rotor speed by mn + 1 or mn-1 times at the same crankshaft speed ICE. In the first case, the sparking sequence is in the forward direction, and in the second, in the opposite direction relative to the direction of rotation of the rotor.

2. An increase in the natural number - the system parameter m = 1, 2, 3, (allows you to almost unlimitedly reduce the ratio of the rotational frequencies of the sensor rotor and ICE crankshaft.

3. A multiple reduction in the rotor speed of the ignition sensor relative to the crankshaft speed is very important for eliminating mechanical vibrations, heat generation and dynamic loads on the rotor bearing assemblies, which increases mechanical reliability.

4. The low rotational speed of the rotor of the ignition sensor increases mn + 1 or mn-1 times, respectively, increases the time of the closed state and, therefore, increases the reliability of working out the spark discharge at the contacts of the candles and the process of ignition of the working mixture.

5. The possibility of continuous switching, in which the entire time of rotation of the rotor of the ignition sensor is completely spent only on the fulfillment of its main function — the generation of control signals — the most important advantage of the proposed device circuit. The unproductive rotor mileage just to turn the next slot of the screen to the sensor can be completely eliminated.

6. An independent ignition system of an internal combustion engine is used, in which each of the n cylinders is equipped with its own sensor pair, commutator, ignition coil and spark plug. Each coil is independently controlled and produces a spark for only one cylinder. Consequently, the Joule heat generation, temperature loss of electrical characteristics and wear of all elements of the ignition system will be n times less than in a synchronous ignition system, which increases electrical reliability.

7. If one element of the electric circuit fails, only one cylinder of the engine will stop working, and the system as a whole remains operational, which increases its survivability.

Information sources

1. D.A. Sosnin. Electrical, electronic and autotronic equipment for cars. M., 2010.

2. T. Denton. Car Electronics. M., 2008.

3. Cars of the VAZ-2107 family. Maintenance and repair manual. K.B. Pyatkov, A.P. Ignatov, S.N. Kosarev et al. M., Za Rulem Publishing House, 2004. (prototype).

4. V.E. Yutt. Electric equipment of cars. M., 2006.

5. R. Demidovich. The ignition system of cars. Minsk, 1998.

6. Sviyazheninov E.D. Distributor of ignition of an internal combustion engine. Patent for invention No. 2362242. Priority May 21, 2008.

7. Sviyazheninov E. D. Modernization of the engine ignition distributor. "Automotive industry". No. 6, 2014.

8. Sviyazheninov E.D. Rotating switch. Patent for invention No. 2413347. Priority 12/15/2009.

9. Sviyazheninov E.D. Slow-speed ignition sensor of an internal combustion engine. "Automotive industry". No. 4, 2014.

10. S. Sysoeva. Actual classical principles of optoelectronics in auto electronics. “Components and Technologies”, No. 5, 2006.

Claims (3)

1. A multi-slot low-speed ignition sensor of an internal combustion engine, including a fixed stator and a rotating rotor, on which a shielding cylindrical shell is fixed with slots uniformly distributed around the circumference, dividing sensor pairs mounted on the stator radially with a small gap, characterized in that the stator is equipped with n uniformly distributed circumferentially sensor pairs angle value γ _s, where n - the number of cylinders, and a cylindrical rotor comprises a screen 1 mn + mn-1 or the corner slits greatness s γ _r, where m - any natural number: m = 1, 2, 3, ..., with a low control voltage from the sensors is fed successively on a chain ignition coils of the cylinders in the order of their operation during not complete rotor revolution, but only for the time of its rotation by the angle 2π / (mn + 1) or 2π / (mn-1), respectively, in the forward or reverse direction relative to the direction of rotation of the rotor, while the conditions are satisfied:
γ≤δ,
where γ = γ _r + γ _s , δ is the universal (depending only on the numbers m, n) characteristic of the device: the angle at which continuous switching is achieved, determined by the relations:

- for direct sparking,

- for the opposite. 2. A multi-slot low-speed ignition sensor of an internal combustion engine according to claim 1, characterized in that the cylindrical shell of the rotor is magnetically shielded and the sensor pairs are Hall, each of which contains a Hall sensor and a permanent magnet. 3. A multi-slot low-speed ignition sensor of an internal combustion engine according to claim 1, characterized in that the cylindrical shell of the rotor is light-shielding, and the sensor pairs are optical, each of which contains a photosensitive element and a light source.

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