• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
  • 同族专利
  • 引用文献
  • 法律状态
  • 优先权
    • 专利摘要:
    1521701 Timing ignition HONDA GIKEN KOGYO KK 7 Aug 1975 [9 Aug 1974] 33077/75 Heading F1B Timing of the ignition of an I.C. engine is controlled by a first vacuum chamber 8 subjected to inlet manifold depression at an inlet 4 downstream of a throttle valve 2, an adjustable stop 16 on a diaphragm 12 forming part of a second vacuum chamber 6 limiting movement of a control rod 9 in an ignition advance direction and being subjected to the vacuum at 3 upstream of the throttle valve 2; a vacuum sensitive switch 23 is subjected to the vacuum at 3 via a restricted orifice 21 so that when a predetermined vacuum is established for a predetermined time indicating a cruise condition, the switch opens to allow a spring 30 in a selector valve 28 to disconnect vacuum chamber 8 from the inlet manifold and to connect it to atmosphere via an inlet filter 36 and restrictor 34 to advance the ignition. The control automatically retards the ignition at idling and advances the ignition at part throttle cruising.
    公开号:SU824897A3
    申请号:SU752163125
    申请日:1975-08-07
    公开日:1981-04-23
    发明作者:Танака Минору；Танака Есио；Нагаи Акио
    申请人:Хонда Гикен Когио Кабусики Кайся (Фирма)；
    IPC主号:
    专利说明:

    The invention relates to engine building, in particular to devices for controlling an ignition distributor for an internal engine, namely, devices for controlling the moment of ignition.
    Known devices for controlling the ignition timing for an internal combustion engine, comprising a vacuum adjuster of the ignition timing, the vacuum chamber of which is connected to the carburetor of the engine, and the actuator is connected to the movable plate of the contact breaker of the ignition system P].
    However, such devices do not provide a reduction in engine exhaust toxicity.
    Closest to the proposed technical essence is the I device for controlling the ignition moment for an internal combustion engine, comprising a throttle valve mounted on the suction pipe 2, control means with the first and second vacuum chambers, connections via diaphragms with an ignition chopper, the first vacuum pipe connecting the first a vacuum chamber with an opening located on the suction line • to the throttle, the second vacuum line connecting the second th vacuum chamber through the selector valve block with an aperture, located on the suction side of the throttle zaklonkoy (2).
    The disadvantage of this device is that it does not provide optimal engine performance.
    The purpose of the invention is the provision of optimal engine performance. This goal is achieved by the fact that the device further comprises a vacuum switch controlled from the first vacuum line, and the selector valve block contains a valve element, which is equal to a vacuum switch, and the valve element is movable between the first position in which the second vacuum chamber connected to an opening on the suction line behind the throttle, and a second position in which the second vacuum chamber is connected to the atmosphere, and in the first vacuum A parallel section of the control valve and the hole is located in the highway, and the control means is made in the form of a control rod connected to the ignition chopper and to the diaphragm of the first vacuum chamber through the sleeve, and to the diaphragm of the second vacuum chamber is rigidly.
    In FIG. 1 schematically shows a device for controlling the ignition timing for an internal combustion engine, a partial section; in FIG. 2 is a graph illustrating the operation of the device.
    A throttle valve 2 is installed in the suction pipe 1 of the engine. On the side wall of the pipe 1 there is a first vacuum hole 3 located above the throttle valve 2, and a vacuum hole 4 located below the valve 2.
    If the engine is idling, the shutter 2 is almost closed, and the amount of vacuum in the hole 4 is quite large, while in the hole 3 the vacuum is very small and the pressure there is almost equal to atmospheric.
    If the car moves at a constant speed, the shutter 2 is much wider open, and the amount of vacuum in the holes 3 and 4 is relatively large.
    Using the first vacuum line 5, the first vacuum chamber 6 is connected to the hole 3, and using the second vacuum line 7, the second vacuum chamber 8 is connected to the second hole. 4. The control means 9, made in the form of a rod, serves to control the change in the ignition moment depending on the mutual action of the vacuum chambers 6 and 8.
    One of the walls of the chamber 6 is formed by an elastic diaphragm 10, on which the spring 11 acts, shifting it to the left (Fig. 1). The first chamber 6, the second chamber 8 and the air chamber 12, connected to the atmosphere, are housed in a fixed housing 13. The control means 9 5 is mounted on the central part of the elastic diaphragm 14 and freely passes through the holes in the sleeve 15 located in the center of the diaphragm 10 through the elastic the bellows 16 and 10 then through the hole in the sleeve 17.
    • The protruding end of the means 9 is attached by a hinge 18 to a plate 19 rotating relative to the cam 20. The contacts of the ignition interrupt 21 are installed on the plate 19. The disc 22 restricts the movement of focusing member 9 to the right into the sleeve 15. When moving means 9 0 operezhe2 right sets of ignition. When the magnitude of the vacuum in the second vacuum chamber reaches a predetermined value, the diaphragm 14 overcomes the force of spring 13 and moves yn equals 25 means 9 to the left, causing rotation of the plate 19 counterclockwise and moving the ignition angle is retarded, which corresponds to the line a. ( Fig. 2).
    If the rarefaction in the chamber 8 is small and approaches atmospheric pressure, the diaphragm 14 is shifted to the right, and the control means moves the plate 19 clockwise, setting the ignition lead 35 , which corresponds to the line in (figure 2). The magnitude of the change in the ignition moment depends on the level of rarefaction in the first vacuum chamber 6. When a relatively high vacuum is set in it 40 , the diaphragm 10 shifts to the right, overcoming the force of the spring 11 and moving the disk 22 a considerable distance until it bumps against sleeve 15.
    In the first vacuum line 5, openings 23 and a control valve 24 are placed in parallel, so that with an increase in vacuum in the first 50 vacuum hole 3, unexpected changes in the magnitude of the vacuum practically do not affect the first vacuum chamber 6. The vacuum switch 25 is connected 55 to the line 5 below the hole and acts as a sensor. If in the first vacuum hole there is a sufficiently high vacuum for a certain period of time, the switch 25 opens the electric circuit leading to the selector block. valve 26, which corresponds to the movement of the car at a constant speed.
    The vacuum switch 25 has an elastic diaphragm 27, which is acted upon by a spring 28 mounted in the housing 29, a contact element 30 connected to the diaphragm 27 and moving with it, and a camera
    31. When the vacuum in the chamber 31 reaches a certain value, the contact element 30 places an electric circuit leading to the block of the selector valve 26 located in the highway 7 so that the second vacuum chamber 8 can be connected either to the second hole 4 or to the atmosphere through the inlet filter 32. In the housing 33 of the selector valve, a valve element 34 is installed, which is moved when connected to the electric circuit of the solenoid
    35..At the same time, the valve & element 34 opens the opening 36 and closes. There is an opening 37 connected to the atmosphere, thereby connecting the opening to the second vacuum line. When the contact element 30 moves up, opening the solenoid circuit
    35, the valve element 34 opens the hole 37 and closes the hole
    36. Atmospheric pressure through the filter
    32, the choke 38 and the hole 39 is installed in the second vacuum line 7 and in the second vacuum chamber 8.
    When the engine is idling, the shutter 2 is slightly ajar and a vacuum is first formed below it, so that the control means 9 sets the ignition delay along line a in order to reduce the toxicity of the exhaust gases. When the shutter 2 opens slightly wider (the engine runs at a low load and with a fairly high pressure, which corresponds to the movement of the car at a constant speed), a rather large vacuum is formed in the vacuum hole 3, causing the diaphragm to move 10. However, element 9, nevertheless, moves to side of the ignition delay, due to rarefaction in the chamber 8, and the ignition is installed along line 0 in figure 2.
    When the vehicle continues to move at a constant speed for a predetermined time, the sensor causes the vacuum switch 25 to operate with a certain delay of 5. Switch 25, which raises the contact element 30. At the same time, the selector valve 26 connects the chamber 8 to the atmosphere and the control means 9 sets the ignition timing. The magnitude of this movement is determined by focusing the disk 22 into the sleeve 15. ~ The ignition moment changes and moves from line a along the dashed line 15 of line C to line b (Fig. 2) L In other words, the ignition changes from the delay to the lead.
    Thus, the movement of the car with a constant speed is determined after a predetermined delay, and the ignition distribution is automatically set in advance, improving the composition of the exhaust and ensuring fuel economy. This 2J action occurs smoothly and steadily.
    Thanks to the use of the proposed ignition timing control device, optimum engine operation is provided.
    权利要求:
    Claims (2)
    [1]
    (54) A MOTOR REGULATORY DEVICE IS LITTERED FOR THE INTERNAL COMBUSTION ENGINE, equal to a vacuum switch, the valve element being movable between the first position, in which the second vacuum chamber is connected to the hole in the suction line behind the throttle, and the second compartment is the same as the second compartment. the vacuum chamber is connected to the atmosphere, and in the first vacuum line there is a parallel section of a control valve and a port, and the control means is made in the form of a control rod — connected to the ignition chopper and to the diaphragm of the first vacuum chamber through the sleeve, and to the diaphragm of the second vacuum chamber — rigidly. FIG. 1 shows schematically a device for controlling the ignition timing for an internal combustion engine, a partial section; in fig. 2 is a graph illustrating the operation of the device. A throttle valve 2 is installed in the suction line 1 of the motor body. On the side wall of the line 1 there is a first vacuum hole 3 located above the throttle valve 2 and a vacuum hole 4 located below the valve 2. If the engine is idling, the valve 2 is almost closed, and the magnitude of the discharge in the hole 4 is quite large, while the hole 3 has a very small discharge and the pressure there is almost equal to atmospheric. If the car is moving at a constant speed, the flap 2 is much more open, and the magnitude of the vacuum in the holes 3 and 4 is relatively large. By means of the first vacuum line 5, the first vacuum chamber 6 is connected to the hole 3, and by means of the second vacuum line the second vacuum chamber 8 is connected to the second hole.4. The control means 9, made in the form of sterols, serves to control the change in the ignition moment depending on the mutual action of the vacuum chambers 6 and 8. One of the walls of the chamber 6 is formed by an elastic diaphragm 10, which is affected by the spring 11, by displacing it (Fig. one). The first chamber 74 pa 6, the second chamber 8 and the air chamber 12 connected to the atmosphere are housed in the fixed housing 13. The control means 9 is fixed on the central part of the elastic diaphragm 14 and freely passes through the holes in the sleeve 15 located in the center of the diaphragm 10 through an elastic bellows 16 and then through an opening in the sleeve 17. The protruding end of the means 9 is fastened to the plate 19 rotating with respect to the cam 20 by means of a hinge 18. On the plate 19, contacts of the ignition breaker 21 are installed. The disk 22 restricts the movement of the element 9 to the right by abutment into the sleeve 15. When moving the means 9 to the right, an ignition advance is established. When the vacuum value in the second vacuum chamber 8 reaches a predetermined value, the diaphragm 14 overcomes the force of the spring 13 and shifts the control means 9 to the left, causing the plate 19 to rotate counterclockwise, and the ignition angle is retarded, which corresponds to line a, (FIG. 2) .. If the vacuum value in chamber 8 is small and approaches atmospheric pressure, the diaphragm 14 shifts to the right, and control means 9 moves plate 19 clockwise, setting the ignition advance, which corresponds to It exists in the line (2). The magnitude of the change in ignition moment depends on the vacuum level in the first vacuum chamber 6. When a relatively high vacuum is established in it, the diaphragm 10 shifts to the right, overcoming the force of the spring 11 and moving the disk 22 by a considerable distance until it reaches the sleeve. 15. In the first vacuum line 5, the openings 23 and the check valve 24 are parallelly located, so that as the times increase, 1 stitch in the first vacuum opening 3 unexpected changes in the vacuum pressure have little effect a first vacuum chamber 6 .. The vacuum switch 25 is connected to the backbone 5 rizhe openings 23 and operates as a sensor. If a sufficiently high vacuum exists within the first vacuum hole for a certain period of time, the switch 25 opens the electrical circuit leading to the selector valve block 26, which corresponds to the movement of the car at a constant speed. In the vacuum switch 25 there is an elastic diaphragm 27, which is affected by the spring 28, is mounted in the housing 29, the contact element 30 connected with the diaphragm 27 and moving with it, and the chamber 31. When the vacuum in the chamber 31 reaches a certain value, the contact element 30 places an electric circuit leading to the selector valve block 26 located in the line 7 so that the second vacuum chamber 8 can be connected either to the second hole 4 or to the atmosphere through the inlet filter 32. In the housing 33 of the selector valve mounted on the valve member 34 is movable when connected to the electrical circuit of the solenoid 35 .. Thus klapansh member 34 opens the opening 36 and the opening 37 zakryvae.t associated with the atmosphere, thereby connecting the opening 4 with the second vacuum manifold. When the contact element 30 moves upwards, open the solenoid circuit 35, the valve element 34 opens the opening 37 and closes the opening 36. The atmospheric pressure through the filter 32, the throttle 38 and the opening 39 is installed in the second vacuum line 7 and in the second vacuum chamber 8. when the engine is idling, the valve 2 is slightly open, and a vacuum is first formed below it, so that the control means 9 sets the delay on the line a to reduce the toxicity of the exhaust gases. When the flap 2 opens slightly wider (the engine runs at low load and with a fairly high pressure, which corresponds to the movement of the car at a constant speed), a rather large vacuum develops in the vacuum hole 3, causing the diaphragm 10 to move. However, element 9 does however moves in the direction of the delay in ignition, due to the vacuum in chamber 8, and the installation of ignition follows the line O in FIG. 2. When the car’s movement at a constant speed continues for a predetermined time, the sensor causes the vacuum switch to work with a certain delay. Switch 25, which 1 lifts the contact element 30. At the same time, the selector valve 26 coeff lH this chamber 8 with the atmosphere and control means 9 sets ignition advance. The magnitude of this movement is defined by -. The disk 22 is alternated and pepehod from line a along the dotted line C to the line in (Fig. 2). L In other words, the ignition changes from delay to advance. Thus, the vehicle’s motion at a constant speed is determined after a predetermined delay, and the ignition distribution is automatically advanced, improving the exhaust composition and ensuring fuel consumption. Such an action occurs smoothly and steadily. Thanks to the use of the proposed device for controlling the timing of ignition, the engine is optimally operated. . Claims. An ignition timing control device for an internal combustion engine comprising a throttle valve mounted on the suction line, control means with the first and second vacuum chambers connected via a diaphragm to the ignition switch, the first vacuum tube connecting the first vacuum chamber with an orifice located on the suction side the line to the throttle, the second vacuum line connecting the second vacuum chamber through the selector valve block with a port on the suction line behind the throttle, oh. This is due to the fact that, in order to ensure optimal engine operation, the device additionally contains a vacuum switch (control switch from the first vacuum switchboard, and the selector valve unit contains a valve element.
    controlled by a vacuum switch, the valve element being movable between the first position, in which the second vacuum chamber is connected to the orifice on the suction side of the throttle valve, and the second position, in which the second vacuum chamber is connected to the atmosphere, and in the first vacuum line parallel section of control valve and bore.
    [2]
    2. A device according to claim t, characterized in that the control medium of the state control system is made in the form of a control rod connected to the ignition switch and to the diaphragm of the first vacuum chamber through the sleeve, and to the diaphragm of the second vacuum chamber - rigidly.
    Sources of information taken into account in the examination
    1. US patent 3501601, cl. 200-30, published. 1970.
    2. US patent number 3800756, cl. 123-117,
    AND-
    FCB, 2
    类似技术:
    公开号 | 公开日 | 专利标题
    US3027884A|1962-04-03|Engine device for reducing unburned hydrocarbons
    GB1486466A|1977-09-21|Internal combustion engines
    US3730154A|1973-05-01|Engine spark timing control
    SU824897A3|1981-04-23|Ignition moment control device of internal combustion engine
    US4077373A|1978-03-07|Ignition timing control device for an internal combustion engine
    US3606983A|1971-09-21|Carburetor having an automatic choke
    US3712279A|1973-01-23|Vacuum spark advance cutoff
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    US3479998A|1969-11-25|Spark control
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    US3774582A|1973-11-27|Idling speed control system for an automotive gasoline powered internal combustion engine
    US3935843A|1976-02-03|Nonlinear vacuum spark advance system
    同族专利:
    公开号 | 公开日
    GB1521701A|1978-08-16|
    JPS558669B2|1980-03-05|
    AU8346675A|1977-02-03|
    DE2535353A1|1976-02-26|
    DD120688A5|1976-06-20|
    NL162996C|1980-07-15|
    DE2535353C2|1984-02-23|
    JPS5119242A|1976-02-16|
    NL7509412A|1976-02-11|
    BE832210A|1976-02-09|
    FR2282540B1|1980-07-11|
    ES440078A1|1977-02-16|
    US4022169A|1977-05-10|
    CH589796A5|1977-07-15|
    AR207367A1|1976-09-30|
    BR7505081A|1976-08-03|
    SE410990B|1979-11-19|
    FR2282540A1|1976-03-19|
    NL162996B|1980-02-15|
    CA1027434A|1978-03-07|
    IT1041165B|1980-01-10|
    引用文献:
    公开号 | 申请日 | 公开日 | 申请人 | 专利标题
    US2016094A|1935-10-01|Condenser control device |
    US2274316A|1937-09-22|1942-02-24|Gen Motors Corp|Automatic suction control of timing|
    US3272191A|1965-03-04|1966-09-13|Walker Brooks|Engine spark control for reducing smog|
    US3478729A|1966-11-24|1969-11-18|Mitsubishi Electric Corp|Apparatus for controlling ignition time of automobile engine|
    DE1601425C3|1968-01-05|1981-04-09|Robert Bosch Gmbh, 7000 Stuttgart|Ignition timing adjustment device for internal combustion engines|
    US3599614A|1969-09-11|1971-08-17|Ford Motor Co|Dual-diaphragm distributor|
    AT309152B|1970-12-17|1973-08-10|Audi Ag|Device for reducing harmful exhaust gas components in vehicle internal combustion engines|
    US3810452A|1972-03-08|1974-05-14|Ford Motor Co|Engine spark timing system control|
    US3779220A|1972-03-08|1973-12-18|Ford Motor Co|Distributor vacuum spark advance control valve with regulator|
    JPS5339535B2|1973-02-09|1978-10-21|
    US3888221A|1974-04-25|1975-06-10|Gen Motors Corp|Constant speed responsive spark controller|JPS5244749Y2|1975-12-11|1977-10-12|
    JPS52103207A|1976-02-25|1977-08-30|Bunshodo Co Ltd|Method of making film for printing of lithographic press plate from type form|
    JPS5329425A|1976-08-31|1978-03-18|Toyota Motor Corp|Device for advancing ignition timing|
    US4154201A|1977-02-18|1979-05-15|Toyota Jidosha Kogyo Kabushiki Kaisha|Ignition timing control device of an internal combustion engine with an auxiliary combustion chamber|
    DE3032412A1|1980-08-28|1982-04-01|Robert 3170 Gifhorn Hasenfuß|Carburettor control system for IC engine - uses venturi vacuum to interrupt fuel supply when throttle in idling position and vehicle in motion|
    JPH0128165B2|1983-03-07|1989-06-01|Kensetsu Kiso Eng|
    JPS6290352U|1985-11-26|1987-06-09|
    JPH02101003A|1988-10-11|1990-04-12|Nippon Foil Mfg Co Ltd|Antibacterial film|
    US6804997B1|2003-08-14|2004-10-19|Kyle Earl Edward Schwulst|Engine timing control with intake air pressure sensor|
    法律状态:
    优先权:
    申请号 | 申请日 | 专利标题
    JP9074674A|JPS558669B2|1974-08-09|1974-08-09|
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