• 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:
    1521046 Timing ignition HONDA GIKEN KOGYO KK 7 Aug 1975 [8 Aug 1974] 33066/75 Heading FIB Timing of the ignition of an I.C. engine is controlled by a vacuum-diaphragm 15 in a chamber 5 selectively subjected at cold temperatures to the vacuum at 4 downstream of a throttle valve 2 to fully advance the timing and, above a predetermined temperature to the vacuum at 31 upstream of the throttle valve 2, the chamber 5 communicating with the inlets 3 and 4 via a solenoidoperated selector valve 9 controlled by a thermal switch 25 responsive to engine temperature, and the inlets being connected to the selector valve via lines 7 and 8 containing a one-way valve 11 and parallel restricted orifices 10, and a one-way valve 12 respectively. The valve 12 ensures that the ignition is held fully advanced when the engine is cold. Valves 10 and 11 allow rapid retardation of the ignition timing when valve 25 opens above a predetermined temperature, but ensure subsequent slow advance on opening of throttle valve 2. The orifices 10 may be filled with sintered metal.
    公开号:SU976859A3
    申请号:SU752163154
    申请日:1975-08-07
    公开日:1982-11-23
    发明作者:Танака Минору；Исии Едзи；Яги Тоуру；Утака Соити
    申请人:Хонда Гикен Когио, Кабусики Кайся (Фирма)；
    IPC主号:
    专利说明:

    The invention relates to ignition angle control devices for a ι internal combustion engine.
    A control device 5 of the ignition angle for an internal combustion engine comprising a suction pipe with a throttle valve, a first vacuum pipe connecting a hole in the suction pipe located up to the throttle valve through a selector valve with a vacuum chamber having a diaphragm associated with the ignition angle control element , the second vacuum pipe 15 connecting the hole in the suction pipe located behind the throttle valve through a selector valve with a vacuum Amer, and means 20 chuvst- vitelnoo to engine temperature .operatsibYano connected to the vacuum chamber [1].
    However, the known device does not provide with the required accuracy the optimization of the engine.
    The aim of the invention is the optimization of engine operating modes.
    This goal is achieved by the fact that in the second vacuum line placed a check valve for air flow from. the vacuum chamber into the second vacuum line with increasing pressure in the vacuum chamber, and the tool is sensitive to engine temperature, is configured to reduce vacuum in the vacuum chamber with increasing engine temperature.
    A bypass valve with a diaphragm is installed in the first vacuum line, which is configured to allow air to flow from the first vacuum line to the vacuum chamber, the diaphragm being parallel to the valve.
    The bypass valve with a diaphragm is located half the length of the first vacuum line; .
    In addition, at least a portion of the diaphragm is made of sintered porous metal. The selector valve comprises a valve element coupled to a means sensitive to engine temperature and configured to move between its first position, in which the first ”vacuum line is connected to the vacuum chamber, and its second position, in which the second vacuum line is connected with a vacuum chamber.
    The selector valve is equipped with a solenoid to control the valve element depending on the temperature of the engine.
    The diaphragm of the vacuum chamber is equipped with a stop to limit the movement of the control element to the ignition angle in the advance direction.
    The drawing schematically shows a device for controlling the ignition angle for an internal combustion engine.
    A throttle valve 2 is installed in the suction pipe 1 of the engine 2. A hole 3 is made in the suction pipe 2 in the suction pipe 1, and a hole 4 is made behind the throttle valve. Holes 3 and 4 are connected. Accordingly, the first 5 and second 6 vacuum lines have 7 , which regulates the movement of the control element of the ignition angle, made in the form of a rod. The vacuum chamber 7 is equipped with a control element 8 and can be connected either to the first vacuum line 5 leading to the hole 3, or to the second vacuum line 6 leading to the hole 4, depending on the position of the selector valve 9. The stream passing through the first vacuum line 5! limited by the openings 10 and controlled by a valve 11 parallel to the openings 10. The valve 11 opens when "the vacuum in the vacuum chamber 7 is higher than in the channel connected to the hole 3. In the second vacuum line 6 also installed valve 12, which closes when the vacuum in the vacuum chamber 7 is higher than in the channel connected to the hole 4.
    The vacuum chamber 7 contains a housing 13, a coil spring 14 and an elastic diaphragm 15. The spring 14 acts on the control element 8, moving it in the direction of the ignition delay. The camera 16, located on the opposite side 5 of the diaphragm 15, is connected to the atmosphere.
    The control element 8 passes through the diaphragm 15 and is pivotally connected to the plate 17, on which the contacts 19 of the interrupt mechanism controlled by the rotating cam 10 18 are placed. When moving the control element 8, the plate 17 rotates. If the plate 17 is rotated counterclockwise, a later ignition is set, with a reverse direction of movement of the control element 8, the plate 17 is rotated clockwise, setting the ignition timing. The reverse movement of the control element 8 is limited by the thrust surface
    20.
    The selector valve 9 is installed on the element 21 having holes 25 22. The spring 23 biases the element 21 in the direction of the hole 24, closing this hole with the valve 9. When the current is turned on, the element 21 is drawn into the coil 25, while the spring 30 is compressed by 23 and the valve 9 closes the hole 26. The hole 26 is connected to the first vacuum line 5, and the hole 24 is connected to the second vacuum line 6.
    The temperature sensor switch 27 is turned off when the engine temperature reaches a certain value. In series with the switch 27, an ignition lock 28 is connected, connecting the coil 25 of the solenoid to the current source 29. When the engine temperature is relatively low, the switch 27 is closed. And the selector valve 9 closes the hole 26, while the second vacuum line 6 is connected to the vacuum chamber 7. When the engine temperature rises, the switch 27 is turned off, the power supply circuit of the solenoid is broken. Under the action of the spring 23, the element 21 moves and the selector valve 9 closes the hole 24. In this case, the vacuum chamber 7 is connected to the first vacuum line 5 through the holes 22.
    Holes 10 are made on the plate 30 mounted in the housing 31, and a valve 11 is installed on it 11. Cor5
    976859 6, the drive unit 31 is located in the first vacuum line 5 about halfway between the holes 3 and the selector valve 9. Holes 10 are formed by filling the through 5th hole in the plate 30 with porous cermet material. The valve 11 contains a disk of elastomeric material covering the holes 32 in the plate 30, and the valve structure 10 is such that the flow can pass from the hole 3 to the selector valve 9 "and in the opposite direction, no. Holes 10 allow limited flow in * 5 in any direction.
    Included in the second vacuum line 6, the valve 12 is located in the housing 33 and is held in the closed position by the spring FOR. 20
    The device operates as follows.
    By turning the ignition switch 28 on, the engine 'is started, the switch 27 is turned on if the engine temperature is 25 A low. high vacuum in the hole A is transferred to the vacuum chamber 7 · In this case, the control element 8 sets the ignition timing. Valve 12 provides a relatively stable 35 sokoe You are a vacuum in the vacuum chamber 7. If the vacuum in the aperture A is largely changed, the valve 12 opens only when the vacuum is sufficiently high, so that in the vacuum chamber 7 is normally installed state of relatively high dilution stability . The control element 8 is installed in the position determined by the thrust 45 surface 20, corresponding to the maximum value of the ignition timing. When the engine is warmed up, the switch 27 is turned off, the selector valve 9 opens otver- m stie 26 and closes the opening 2A, /> (connecting the vacuum chamber 7 with an opening 3 through the vacuum line 5 and the opening 10 valve 11, the vacuum in the chamber 7 falls th zazi- and ganii is set to lag.
    If the throttle damper 2 opens, then the increase in vacuum in Ββγ of the cum chamber 7 is delayed, since the flow through the opening 10 is limited. This delay prevents a sudden change in the ignition angle, which in turn reduces unwanted emissions in the exhaust gases at this point.
    When the throttle 2 of the vacuum chamber 7 is opened for a long time, after a certain delay, a vacuum is established corresponding to the vacuum in the hole 3. The elastic diaphragm 15 moves the control element 8 to the position at which it rests against the surface 20.
    At the same time, the ignition angle is maximum, ensuring optimal fuel consumption.
    If the throttle valve 2 closes, the vacuum in the hole 3 is reduced and the valve 11 opens under the action of a relatively high vacuum in the chamber 7. Next, the vacuum in the chamber 7 is reduced, the control elements 8 move the plate 17 to the ignition delay position, while undesirable emissions in the exhaust are reduced gases.
    Thus, the ignition angle control device provides automatic control of the ignition advance and delay. This ensures optimal fuel consumption after warming up the engine and reduces unwanted emissions in the exhaust gases. The device has a fairly simple design, and the control element 8 is used both when working cold, hook and when the engine is warm. In addition, the valve 12 in the second vacuum line 6 ensures the stability of the vacuum in the vacuum chamber 7-, thereby effectively stabilizing the ignition timing control.
    权利要求:
    Claims (7)
    [1]
    3 9 In addition, at least part of the diaphragm is made of sintered porous metal. The selector valve contains a valve element associated with the means sensitive to the engine temperature and configured to move between its first position, in which the first avacuum line is connected to the vacuum chamber, and its second position, in which the second vacuum line is connected to vacuum chamber. The selector valve is provided with a solenoid for controlling the valve element depending on the engine temperature. The diaphragm of the vacuum chamber is provided with an abutment to limit the movement of the ignition angle control element towards the front side. The figure shows schematically an ignition angle control device for an internal combustion engine. Throttle valve 2 is installed in the suction line 1 of the engine. Before throttle valve 2, in hole 3 of the suction line 1, a hole 3 is made, and a hole is behind the throttle valve. The holes 3 1 are connected, respectively, by the first 5 and second 6 vacuum lines with a vacuum chamber 7 which controls the movement of the control element by the ignition angle, made in the form of a rod. The vacuum chamber 7 is provided with a control element 8 and can be connected either to the first vacuum main 5 leading to the opening 3 or to the second vacuum main 6 leading to the opening C, depending on the position of the selector valve 9. The flow passes through the first vacuum the Si line is limited by the openings 10 and is controlled by a valve 11 arranged parallel to the openings 10. The valve 11 opens when the "vacuum in the vacuum chamber 7 is higher than in the channel connected to the opening 3. In the second vacuum master, It is equipped with a valve 12 that closes when the vacuum in the vacuum chamber 7 is higher than in the channel connected to the hole k. The vacuum chamber 7 includes a housing 13, a coil spring and an elastic diaphragm 15. The spring 1 acts on the control element 8 by moving it in the direction of delayed ignition. The camera 16, located on the opposite side of the diaphragm 15, is connected to the atmosphere. The control element 8 passes through the diaphragm 15 and is hingedly connected to the plate 17, on which are placed the pins 19 of the strap mechanism controlled by the rotating cam 18. As the control element 8 is moved, the plate 17 is rotated. If the plate 17 is rotated counterclockwise, the later ignition is set, with the opposite direction of movement of the control element 8 the plate 17 is rotated clockwise, setting the ignition advance. The reverse movement of the control element is limited by the stop surface 20. The selector valve 9 is mounted on the element 21 having openings 22. The spring 23 displaces the element 21 in the direction of the opening 24, closing this opening by the valve 9. The element 21 is retracted into the solenoid coil 25 the spring 23 is compressed, and the valve 9 closes the opening 26. The opening 2b is connected to the first vacuum line 5, and the opening 24 to the second vacuum line 6. The temperature sensor switch 27 is turned off when the temperature vigatel reaches a certain value. An ignition lock 28 is connected in series with the switch 27, which connects the solenoid coil 25 to the current source 29. When the engine temperature is relatively low, the switch 27 closes and the selector valve 9 closes the opening 26, while the second vacuum line 6 is connected to the vacuum chamber 7. When the engine temperature rises, the switch 27 is turned off and the solenoid power circuit is broken. Under the action of the spring 23, the element 21 moves and the selector valve 9 closes the opening
    [2]
    2. At the same time, the vacuum chamber 7 is connected to the first vacuum main 5 through the apertures 22. The plate 30, mounted in the housing 31, has the apertures 10, and the valve 11 is also installed on it. Corus Bus 31 is located in the first vacuum main 5 approximately on halfway between the openings 3 and the selector valve 9. The openings 10 are formed by filling the through hole in the plate 30 with a porous cermet material. The valve 11 contains a disc of elastomeric material that covers the openings 32 in the plate 30, and the valve is designed so that the flow can pass from the opening 3 to the selector valve 9, and not in the opposite direction. Holes 10 allow limited flow in any direction. Included in the second vacuum line 6, the valve 12 is located in the housing 33 and is held in the closed position by a spring
    [3]
    3. The device operates as follows. By turning on the ignition lock 28, the engine starts, switch 27 is turned on if the engine temperature is low. The selector valve 9 is moved by opening the opening 24 and thereby connecting the vacuum chamber 7 with the opening through the second vacuum line 6. A relatively high vacuum in the opening is transferred to the vacuum chamber 7. This control element 8 sets the ignition advance. The valve 12 provides a relatively stable high vacuum in the vacuum chamber 7. If the vacuum in the port C changes significantly, the valve 12 opens only when the vacuum is high enough, so that in the vacuum chamber 7 the state is relatively stable dilution. Control element 8 is positioned at a position determined by the stop surface 20, corresponding to the maximum value of the ignition advance angle. When the engine warms up, the switch 27 turns off the selector valve 9 opens the opening 26 and; closes the opening 2A, connects the vacuum chamber 7 to the opening 3 through the vacuum line 5, the opening 10 and the valve 11, while the vacuum in the chamber 7 drops and the ignition is set to delay. If the throttle valve 2 opens, the increase in vacuum in 867 59 chamber 7 is delayed, since the flow through the opening 10 is limited. Such a delay prevents a sudden change in the firing angle, which in turn reduces unwanted emissions in the exhaust gas at that moment. When the throttle valve 2 is opened for a long time, the vacuum chamber 7 is set after some delay. The negative pressure corresponding to the negative pressure in the aperture 3 is elastic. The diaphragm 15 moves the control element 8 to the position in which it abuts the surface 20. At the same time, the ignition angle is maximum, ensuring optimum fuel consumption. If the throttle valve 2 is closed, the vacuum in the hole 3 is reduced and the valve 11 is opened under the action of a relatively high vacuum in the chamber 7. Next, the vacuum in the chamber 7 is reduced, the control elements B move the plate 17 to the delayed ignition position, while exhaust gases. Thus, the ignition angle control unit provides automatic advance and ignition delay control. THG ensures optimum fuel consumption after the engine warms up and reduces unwanted emissions in the exhaust gases. The device has a fairly simple design, and the control element 8 is used as when working cold, hook and when the engine is warm | In addition, the valve 12 in the second vacuum line 6 ensures the stability of the vacuum in the vacuum chamber 7, thus effectively stabilizing the ignition advance control. Claims 1. An ignition angle control device for an internal combustion engine comprising a suction pipe with a throttle valve, first; a vacuum and a pipe connecting the opening in the suction pipe to the throttle valve through a selector valve with a vacuum chamber having a diaphragm connected to the ignition angle control element, the second vacuum line connecting the opening in the suction line located behind the throttle valve through the selector valve with a vacuum chamber, and means sensitive to the engine temperature, operatively connected with the vacuum chamber, characterized in that, in order to optimize the operating conditions of the engine, a check valve for air flow from the vacuum chamber to the second vacuum main is placed in the second vacuum main with an increase in pressure in the vacuum chamber, and the means sensitive to the engine temperature are adapted to provide a decrease in the vacuum in the vacuum chamber when the engine temperature rises. 2, The device according to claim 1, 1, 2, and in that, in the first vacuum line, an overflow valve with a diaphragm is installed, capable of allowing air to flow from the first vacuum line to the vacuum chamber, the diaphragm being parallel to the valve 3, Device according to claim 2, characterized in that the bypass valve with the diaphragm is located at half the length of the first vacuum line.
    [4]
    4. The device according to PP. 2 and 3, it is distinguished by the fact that at least part of the diaphragm is made of sintered porous metal.
    [5]
    5. The device according to PP, 1-, is characterized in that the selector valve contains a valve element associated with the means sensitive to the engine temperature and made movable between its first position, in which the first vacuum duct is connected to the vacuum chamber , and its second position, in which the second vacuum line is connected to the vacuum chamber.
    [6]
    6. The device according to PP, 1-5, which is based on the fact that the selector valve is equipped with a solenoid for controlling the valve element depending on the engine temperature,
    [7]
    7. The device according to PP, 1-6, which is tactile in that the diaphragm of the vacuum chamber is provided with a stop to limit the movement of the control element of the ignition angle in the direction of advance. Information sources. note in the examination 1. US Patent No. 3800758, class, 123-117, published, 02.04,7,
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    同族专利:
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    FR2281507B1|1980-08-29|
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    BE832205A|1976-02-09|
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    引用文献:
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    RU2505702C2|2011-02-22|2014-01-27|Государственное образовательное учреждение высшего профессионального образования Самарский государственный технический университет|Ice firing angle control device|US2702028A|1952-12-16|1955-02-15|Theodore M Waranch|Ignition control apparatus|
    US3301242A|1964-08-13|1967-01-31|Gen Motors Corp|Ignition timing device|
    US3400698A|1966-12-22|1968-09-10|Dole Valve Co|Vacuum ported switch|
    FR2033655A5|1969-02-28|1970-12-04|Panhard & Levassor|
    DE1933507B2|1969-07-02|1972-12-07|Daimler Benz Ag, 7000 Stuttgart|ADJUSTMENT DEVICE FOR IGNITION TIME AND THROTTLE VALVE CLOSING OF COMBUSTION MACHINERY|
    US3638626A|1970-07-06|1972-02-01|Ford Motor Co|Engine spark timing control device|
    US3678907A|1970-07-30|1972-07-25|Ford Motor Co|Engine spark timing system|
    US3730154A|1972-02-02|1973-05-01|Ford Motor Co|Engine spark timing control|
    US3800758A|1972-12-06|1974-04-02|Ford Motor Co|Temperature actuated engine spark vacuum control system|
    US3812832A|1973-01-08|1974-05-28|Eaton Corp|Dual function thermal valve|JPS5244749Y2|1975-12-11|1977-10-12|
    JPS5338763Y2|1976-07-21|1978-09-20|
    JPS5399024U|1977-01-14|1978-08-11|
    JPS57168061A|1981-04-09|1982-10-16|Nissan Motor Co Ltd|Catalyst warmer of automobile engine|
    法律状态:
    优先权:
    申请号 | 申请日 | 专利标题
    JP1974094012U|JPS5217639Y2|1974-08-08|1974-08-08|
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