CA1075547A - Timing control system for internal combustion engines - Google Patents
Timing control system for internal combustion enginesInfo
- Publication number
- CA1075547A CA1075547A CA283,185A CA283185A CA1075547A CA 1075547 A CA1075547 A CA 1075547A CA 283185 A CA283185 A CA 283185A CA 1075547 A CA1075547 A CA 1075547A
- Authority
- CA
- Canada
- Prior art keywords
- engine
- passage
- vacuum
- valve
- vacuum passage
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Expired
Links
Classifications
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02P—IGNITION, OTHER THAN COMPRESSION IGNITION, FOR INTERNAL-COMBUSTION ENGINES; TESTING OF IGNITION TIMING IN COMPRESSION-IGNITION ENGINES
- F02P5/00—Advancing or retarding ignition; Control therefor
- F02P5/04—Advancing or retarding ignition; Control therefor automatically, as a function of the working conditions of the engine or vehicle or of the atmospheric conditions
- F02P5/05—Advancing or retarding ignition; Control therefor automatically, as a function of the working conditions of the engine or vehicle or of the atmospheric conditions using mechanical means
- F02P5/10—Advancing or retarding ignition; Control therefor automatically, as a function of the working conditions of the engine or vehicle or of the atmospheric conditions using mechanical means dependent on fluid pressure in engine, e.g. combustion-air pressure
- F02P5/103—Advancing or retarding ignition; Control therefor automatically, as a function of the working conditions of the engine or vehicle or of the atmospheric conditions using mechanical means dependent on fluid pressure in engine, e.g. combustion-air pressure dependent on the combustion-air pressure in engine
- F02P5/106—Combustion-air pressure devices combined with other specific conditions
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02P—IGNITION, OTHER THAN COMPRESSION IGNITION, FOR INTERNAL-COMBUSTION ENGINES; TESTING OF IGNITION TIMING IN COMPRESSION-IGNITION ENGINES
- F02P5/00—Advancing or retarding ignition; Control therefor
- F02P5/04—Advancing or retarding ignition; Control therefor automatically, as a function of the working conditions of the engine or vehicle or of the atmospheric conditions
- F02P5/05—Advancing or retarding ignition; Control therefor automatically, as a function of the working conditions of the engine or vehicle or of the atmospheric conditions using mechanical means
- F02P5/10—Advancing or retarding ignition; Control therefor automatically, as a function of the working conditions of the engine or vehicle or of the atmospheric conditions using mechanical means dependent on fluid pressure in engine, e.g. combustion-air pressure
- F02P5/103—Advancing or retarding ignition; Control therefor automatically, as a function of the working conditions of the engine or vehicle or of the atmospheric conditions using mechanical means dependent on fluid pressure in engine, e.g. combustion-air pressure dependent on the combustion-air pressure in engine
Landscapes
- Engineering & Computer Science (AREA)
- Physics & Mathematics (AREA)
- Fluid Mechanics (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Electrical Control Of Ignition Timing (AREA)
- Control Of Throttle Valves Provided In The Intake System Or In The Exhaust System (AREA)
Abstract
Abstract of the Disclosure An ignition timing control system for an internal combustion engine has a first vacuum passage connected to the engine intake passage downstream from the throttle valve and a second throttled vacuum passage connected to the engine intake passage slightly upstream from the throttle valve in closed position, both vacuum passages being connected to the angle advance chamber of the ignition timing device of the engine. A solenoid valve is placed in the first vacuum passage and a delay valve is placed in the second vacuum passage.
An electrical circuit for energizing the solenoid valve includes an electrical switch which closes when the engine temperature is low, so that the ignition timing of the engine may be advanced when the engine temperature is low.
An electrical circuit for energizing the solenoid valve includes an electrical switch which closes when the engine temperature is low, so that the ignition timing of the engine may be advanced when the engine temperature is low.
Description
This invention relates to an ignition timing control system for an internal combustion engine having an intake passage provided with a throttle valve. The engine also has a conventional vacuum operated device for advanc-ing the ignition timing.
Prior art apparatus has employed a three-way electromagnetic valve for connecting either one of two ports in the engine intake passage to an angle advance chamber in the ignition timing control device. The first port communi-cates with the engine intake passage at a location downstream from the throt-tle valve, while the second port communicates with the engine intake passage at a location slightly upstream from the throttle valve in closed position. A
solenoid in the three-way electromagnetic valve is energized when an electrical switch closes in response to low engine temperature.
The device of the present invention eliminates the requirement of the electromagnetic three-way valve, and substitutes a less expensive and less complicated solenoid operated two-way valve. This substitution is made pos-sible by throttling the second vacuum passage as compared to the first vacuum passage, and placing the electromagnetic valve in the vacuum passage connected to the port downstream from the throttle valve.
Other and more detailed objects and advantages will appear herein-after.
In the drawings:
Figure 1 is a schematic diagram showing a prior art device for con-trolling the ignition timing of an internal combustion engine.
Figure 2 is a schematic diagram showing a preferred embodiment of this invention.
' Referring to the drawings, the prior art device shown schematically in Figure 1 shows an intake passage "a" of an internal combustion engine having a throttle valve "b" and a first port "c" at a location downstream therefrom.
A second port "d" communicates with the passage "a" at a location slightly on the upstream side of the throttle valve "b" in closed position. A first vacuum .075547 passage "e" is connected to the first port "c" and a second vacuum passage "g"
communicates with the second port "d". A delay valve "f" is operatively posi-tioned in the second passage "g".
An electromagnetic three-way valve "k" connects the second passage "g" to the angle advance chamber "h" through the port "j" when the electro-magnetic three-way valve "k" is not energized. When the three-way valve "k"
is energized by the temperature sensitive switch "m" the port "j" is closed and the port "i" is opened so that the first vacuum passage "e" is connected to the angle advance chamber "h". A check valve "n" is provided in the first vacuum passage "e". The first port "c" and the second port "d" are approximate-ly the same size.
The electromagnetic three-way valve "k" is of necessity relatively complicated in structure and therefore relatively expensive.
The object of this invention is to provide an ignition timing system for internal combustion engines which is free from such disadvantages. As shown in Figure 2, the intake passage 1 of an internal combustion engine has a throttle valve 2 mounted therein. A first port 3 communicates with the in-take passage 1 at a location downstream from the throttle valve 2 and communi-cates with a first vacuum passage 5. A second port 4 communicates with the intake passage 1 slightly on the upstream side of the closed position of the throttle valve 2 and is connected to the second passage 7. Both vacuum pas-sages 5 and 7 are connected to the angle advance chamber 8 of the ignition timing device for the engine. The first port 3 is substantially larger than the second port 4 so that the second vacuum passage 7 is throttled as compared to the first vacuum passage 5. An electromagnetic valve 9 is operatively in-terposed in the first vacuum passage 5. The valve 9 opens whenever the sole-noid coil 9a is energized upon closing of the electrical switch 10 which is sensitive to engine temperature and closes whenever the engine temperature is below a predetermined value. A delay valve 6 is operatively interposed in the second vacuum passage 7.
1075S~7 With regard to the realtive sizes of the ports 3 and 4, if the first port 3 is a round hole of 3 mm in diameter, for examplel a good result is ob-tained when the second port 4 comprises a round hole of one-third the diameter of the first port, or 1 mm in diameter.
In operation, when the engine temperature is cold, the throttle valve 2 may be in proximity of its closed position. When the electromagnetic valve 9 opens, vacuum pressure at the first port 3 acts through the valve 9 on the angle advance chamber 8 to advance the ignition timing of the engine.
At this time the second port 4 is at atmospheric pressure or in the proximity thereof and this positive pressure is introduced through the second vacuum passage 7 into the angle advance chamber 8. However, because the first port 3 has a relatively large diameter, the vacuum pressure from the first port substantially overcomes the influence of the positive pressure in second vacuum passage 7. Then, when the vehicle driven by the engine is cruising at a rela-tively low throttle opening, if the engine has completed its warmup to close the electromagnetic valve 9, the first port 3 is disconnected from the angle advance chamber 8, so that said chamber 8 is subjected only to the pressure obtained at the second port 2.
As will be understood from the foregoing explanation, the second vacuum passage 7 is throttled to a greater extent than the first vacuum passage 5; this construction makes it possible to change the temperature sensing valve 9 from the previously employed three-way valve type to a two-way valve type, -that is, a simple switch valve type, and therefore is effective in making the structure simpler and less expensive.
Having fully described our invention, it is to be understood that we are not to be limited to the details herein set forth but that our invention is of the full scope of the appended claims.
Prior art apparatus has employed a three-way electromagnetic valve for connecting either one of two ports in the engine intake passage to an angle advance chamber in the ignition timing control device. The first port communi-cates with the engine intake passage at a location downstream from the throt-tle valve, while the second port communicates with the engine intake passage at a location slightly upstream from the throttle valve in closed position. A
solenoid in the three-way electromagnetic valve is energized when an electrical switch closes in response to low engine temperature.
The device of the present invention eliminates the requirement of the electromagnetic three-way valve, and substitutes a less expensive and less complicated solenoid operated two-way valve. This substitution is made pos-sible by throttling the second vacuum passage as compared to the first vacuum passage, and placing the electromagnetic valve in the vacuum passage connected to the port downstream from the throttle valve.
Other and more detailed objects and advantages will appear herein-after.
In the drawings:
Figure 1 is a schematic diagram showing a prior art device for con-trolling the ignition timing of an internal combustion engine.
Figure 2 is a schematic diagram showing a preferred embodiment of this invention.
' Referring to the drawings, the prior art device shown schematically in Figure 1 shows an intake passage "a" of an internal combustion engine having a throttle valve "b" and a first port "c" at a location downstream therefrom.
A second port "d" communicates with the passage "a" at a location slightly on the upstream side of the throttle valve "b" in closed position. A first vacuum .075547 passage "e" is connected to the first port "c" and a second vacuum passage "g"
communicates with the second port "d". A delay valve "f" is operatively posi-tioned in the second passage "g".
An electromagnetic three-way valve "k" connects the second passage "g" to the angle advance chamber "h" through the port "j" when the electro-magnetic three-way valve "k" is not energized. When the three-way valve "k"
is energized by the temperature sensitive switch "m" the port "j" is closed and the port "i" is opened so that the first vacuum passage "e" is connected to the angle advance chamber "h". A check valve "n" is provided in the first vacuum passage "e". The first port "c" and the second port "d" are approximate-ly the same size.
The electromagnetic three-way valve "k" is of necessity relatively complicated in structure and therefore relatively expensive.
The object of this invention is to provide an ignition timing system for internal combustion engines which is free from such disadvantages. As shown in Figure 2, the intake passage 1 of an internal combustion engine has a throttle valve 2 mounted therein. A first port 3 communicates with the in-take passage 1 at a location downstream from the throttle valve 2 and communi-cates with a first vacuum passage 5. A second port 4 communicates with the intake passage 1 slightly on the upstream side of the closed position of the throttle valve 2 and is connected to the second passage 7. Both vacuum pas-sages 5 and 7 are connected to the angle advance chamber 8 of the ignition timing device for the engine. The first port 3 is substantially larger than the second port 4 so that the second vacuum passage 7 is throttled as compared to the first vacuum passage 5. An electromagnetic valve 9 is operatively in-terposed in the first vacuum passage 5. The valve 9 opens whenever the sole-noid coil 9a is energized upon closing of the electrical switch 10 which is sensitive to engine temperature and closes whenever the engine temperature is below a predetermined value. A delay valve 6 is operatively interposed in the second vacuum passage 7.
1075S~7 With regard to the realtive sizes of the ports 3 and 4, if the first port 3 is a round hole of 3 mm in diameter, for examplel a good result is ob-tained when the second port 4 comprises a round hole of one-third the diameter of the first port, or 1 mm in diameter.
In operation, when the engine temperature is cold, the throttle valve 2 may be in proximity of its closed position. When the electromagnetic valve 9 opens, vacuum pressure at the first port 3 acts through the valve 9 on the angle advance chamber 8 to advance the ignition timing of the engine.
At this time the second port 4 is at atmospheric pressure or in the proximity thereof and this positive pressure is introduced through the second vacuum passage 7 into the angle advance chamber 8. However, because the first port 3 has a relatively large diameter, the vacuum pressure from the first port substantially overcomes the influence of the positive pressure in second vacuum passage 7. Then, when the vehicle driven by the engine is cruising at a rela-tively low throttle opening, if the engine has completed its warmup to close the electromagnetic valve 9, the first port 3 is disconnected from the angle advance chamber 8, so that said chamber 8 is subjected only to the pressure obtained at the second port 2.
As will be understood from the foregoing explanation, the second vacuum passage 7 is throttled to a greater extent than the first vacuum passage 5; this construction makes it possible to change the temperature sensing valve 9 from the previously employed three-way valve type to a two-way valve type, -that is, a simple switch valve type, and therefore is effective in making the structure simpler and less expensive.
Having fully described our invention, it is to be understood that we are not to be limited to the details herein set forth but that our invention is of the full scope of the appended claims.
Claims
PROPERTY OR PRIVILEGE IS CLAIMED ARE DEFINED AS FOLLOWS:
1. For use with an internal combustion spark ignition engine having an intake passage provided with a throttle valve, and having an ignition timing device including an angle advance chamber, the combination comprising:
a first vacuum passage having a first port communicating with the intake passage downstream from the throttle valve, a second vacuum passage having a second port communicating with the intake passage slightly upstream from the throttle valve in closed position, the second passage being throttled more than the first, means connecting each vacuum passage to the angle advance chamber, a solenoid valve operatively interposed in said first vacuum pass-age, a delay valve operatively interposed in said second vacuum passage, an electrical circuit for energizing said solenoid valve to permit flow through said first vacuum passage to the angle advance chamber, and an electrical switch in said electrical circuit, said switch being sensitive to engine temperature and acting to open said solenoid valve when the engine tempera-ture is low, whereby the ignition timing of the engine may be advanced when the engine temperature is low.
a first vacuum passage having a first port communicating with the intake passage downstream from the throttle valve, a second vacuum passage having a second port communicating with the intake passage slightly upstream from the throttle valve in closed position, the second passage being throttled more than the first, means connecting each vacuum passage to the angle advance chamber, a solenoid valve operatively interposed in said first vacuum pass-age, a delay valve operatively interposed in said second vacuum passage, an electrical circuit for energizing said solenoid valve to permit flow through said first vacuum passage to the angle advance chamber, and an electrical switch in said electrical circuit, said switch being sensitive to engine temperature and acting to open said solenoid valve when the engine tempera-ture is low, whereby the ignition timing of the engine may be advanced when the engine temperature is low.
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP1976096117U JPS5338763Y2 (en) | 1976-07-21 | 1976-07-21 |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CA1075547A true CA1075547A (en) | 1980-04-15 |
Family
ID=14156431
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CA283,185A Expired CA1075547A (en) | 1976-07-21 | 1977-07-20 | Timing control system for internal combustion engines |
Country Status (9)
| Country | Link |
|---|---|
| JP (1) | JPS5338763Y2 (en) |
| AU (1) | AU512405B2 (en) |
| CA (1) | CA1075547A (en) |
| DE (1) | DE2732802A1 (en) |
| FR (1) | FR2359283A1 (en) |
| GB (1) | GB1583676A (en) |
| IT (1) | IT1079987B (en) |
| NL (1) | NL174286C (en) |
| SE (1) | SE413538B (en) |
Families Citing this family (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| FR2453986A1 (en) * | 1979-04-13 | 1980-11-07 | Sibe | IMPROVEMENTS TO METHODS AND DEVICES FOR AUTOMATIC IGNITION ADVANCE ADJUSTMENT |
| DE3337429A1 (en) * | 1983-10-14 | 1985-04-25 | Bayerische Motoren Werke AG, 8000 München | DEVICE FOR ADJUSTING THE IDLE OF AN INTERNAL COMBUSTION ENGINE |
Family Cites Families (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS5121739B2 (en) * | 1971-11-05 | 1976-07-05 | ||
| JPS5217639Y2 (en) * | 1974-08-08 | 1977-04-21 | ||
| JPS5517232B2 (en) * | 1974-08-31 | 1980-05-09 |
-
1976
- 1976-07-21 JP JP1976096117U patent/JPS5338763Y2/ja not_active Expired
-
1977
- 1977-07-08 AU AU26873/77A patent/AU512405B2/en not_active Expired
- 1977-07-20 NL NL7708067A patent/NL174286C/en not_active IP Right Cessation
- 1977-07-20 SE SE7708382A patent/SE413538B/en not_active IP Right Cessation
- 1977-07-20 CA CA283,185A patent/CA1075547A/en not_active Expired
- 1977-07-20 IT IT5035877A patent/IT1079987B/en active
- 1977-07-20 DE DE19772732802 patent/DE2732802A1/en not_active Withdrawn
- 1977-07-20 FR FR7722283A patent/FR2359283A1/en active Granted
- 1977-07-20 GB GB3051377A patent/GB1583676A/en not_active Expired
Also Published As
| Publication number | Publication date |
|---|---|
| IT1079987B (en) | 1985-05-16 |
| NL174286B (en) | 1983-12-16 |
| FR2359283B1 (en) | 1982-05-28 |
| AU512405B2 (en) | 1980-10-09 |
| NL7708067A (en) | 1978-01-24 |
| NL174286C (en) | 1984-05-16 |
| FR2359283A1 (en) | 1978-02-17 |
| SE7708382L (en) | 1978-01-22 |
| GB1583676A (en) | 1981-01-28 |
| JPS5315440U (en) | 1978-02-08 |
| AU2687377A (en) | 1979-01-11 |
| JPS5338763Y2 (en) | 1978-09-20 |
| SE413538B (en) | 1980-06-02 |
| DE2732802A1 (en) | 1978-01-26 |
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Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| MKEX | Expiry |