CA1115147A - Ignition timing control system - Google Patents
Ignition timing control systemInfo
- Publication number
- CA1115147A CA1115147A CA342,045A CA342045A CA1115147A CA 1115147 A CA1115147 A CA 1115147A CA 342045 A CA342045 A CA 342045A CA 1115147 A CA1115147 A CA 1115147A
- Authority
- CA
- Canada
- Prior art keywords
- internal combustion
- combustion engine
- ignition
- ignition spark
- engine
- 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
- F02P5/145—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 electrical means
- F02P5/155—Analogue data processing
- F02P5/1558—Analogue data processing with special measures for starting
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/10—Internal combustion engine [ICE] based vehicles
- Y02T10/40—Engine management systems
Landscapes
- Engineering & Computer Science (AREA)
- Signal Processing (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Electrical Control Of Ignition Timing (AREA)
- Ignition Installations For Internal Combustion Engines (AREA)
Abstract
ABSTRACT OF THE DISCLOSURE
In a system for controlling the ignition timing of an internal combustion engine, the ignition point is retarded to come near the top dead center during the engine cranking.
In a system for controlling the ignition timing of an internal combustion engine, the ignition point is retarded to come near the top dead center during the engine cranking.
Description
~5~ 7 BACKGROUND O~ THE INVENTION
The present invention relatei to an apparatus for controlling the ignition timing of an internal combustion engine.
In a spark ignition type engine it is not easy to start smoothly the engine when it is cold, or when the voltage of the battery is low. During the engine cranking, the intake vacuum is usually small and the riser portion of an intake manifold is at a low temperature. Thus, the fuel cannot be easily vaporized so that most of the fuel is apt to enter the combustion chamber of the engine in a liquid phase. For such a reason, the actual air/vapor fuel ratio of the mixture is too lean to enter a proper combustible area even if the fuel is additionally vaporized as the result of the temperature increase during the compression stroke. Therefore, the - effective spark ignition cannot be easily achieved.
Fig. 1 shows the relationship between the vapor fuel/air ratio and - 15 the crank angle during the engine cranking. The combustible area ranges ; between the air/vapor fuel ratios (A/F) of 4.6 and 28.1 as shown by the hatching in Fig. 1. In general, as the compression stroke proceeds, the mixture in the combustion chamber is enriched gradually. That is, the air/vapor-fuel ratio decreases as the compression stroke proceeds toward the top dead center. It should be pointed out that the timing for the mixture to come into the combustible area is retarded when the ambient temperature is low, or when the voltage of-the battery is low so that the cranking revolution speed is low.
Usually, the ignition of this type internal combustion engine is done within the crank angle 10 -15 before the top dead center because the ignition timing during the idling must also be considered. Therefore, the ignition spark may start before the air/vapor fuel ratio enters the -~
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combustible are. It often occurs when the engine is cold, or when the cranking revolution speed is low. In such cases, it is impossible to ignite effectively the mixture without misfire.
In Fig. 1, a regular hexane is used as a fuel. Also, a gasoline can be used with the same results.
SUMMARY OF TEIE_INVENTION
Therefore, it is an object of the present invention to provide an ignition timing system for an internal combustion engine wherein the engine can start under any conditions.
Another object of the present invention is to provide an apparatus for controlling the ignition timing of the internal combustion engine wherein the mixture can be surely ignited to start the engine even if the ambient temperature is low, or if the voltage of the battery is low.
According to the present invention, there is provided a system for controlling the ignition timing of an internal combustion engine wherein the ignition point during the engine cranking is retarded to come near the top dead center.
BRIEF DESCRIPTION OF TIIE DRAWINGS
These and other objects, features and advantages of the present
The present invention relatei to an apparatus for controlling the ignition timing of an internal combustion engine.
In a spark ignition type engine it is not easy to start smoothly the engine when it is cold, or when the voltage of the battery is low. During the engine cranking, the intake vacuum is usually small and the riser portion of an intake manifold is at a low temperature. Thus, the fuel cannot be easily vaporized so that most of the fuel is apt to enter the combustion chamber of the engine in a liquid phase. For such a reason, the actual air/vapor fuel ratio of the mixture is too lean to enter a proper combustible area even if the fuel is additionally vaporized as the result of the temperature increase during the compression stroke. Therefore, the - effective spark ignition cannot be easily achieved.
Fig. 1 shows the relationship between the vapor fuel/air ratio and - 15 the crank angle during the engine cranking. The combustible area ranges ; between the air/vapor fuel ratios (A/F) of 4.6 and 28.1 as shown by the hatching in Fig. 1. In general, as the compression stroke proceeds, the mixture in the combustion chamber is enriched gradually. That is, the air/vapor-fuel ratio decreases as the compression stroke proceeds toward the top dead center. It should be pointed out that the timing for the mixture to come into the combustible area is retarded when the ambient temperature is low, or when the voltage of-the battery is low so that the cranking revolution speed is low.
Usually, the ignition of this type internal combustion engine is done within the crank angle 10 -15 before the top dead center because the ignition timing during the idling must also be considered. Therefore, the ignition spark may start before the air/vapor fuel ratio enters the -~
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combustible are. It often occurs when the engine is cold, or when the cranking revolution speed is low. In such cases, it is impossible to ignite effectively the mixture without misfire.
In Fig. 1, a regular hexane is used as a fuel. Also, a gasoline can be used with the same results.
SUMMARY OF TEIE_INVENTION
Therefore, it is an object of the present invention to provide an ignition timing system for an internal combustion engine wherein the engine can start under any conditions.
Another object of the present invention is to provide an apparatus for controlling the ignition timing of the internal combustion engine wherein the mixture can be surely ignited to start the engine even if the ambient temperature is low, or if the voltage of the battery is low.
According to the present invention, there is provided a system for controlling the ignition timing of an internal combustion engine wherein the ignition point during the engine cranking is retarded to come near the top dead center.
BRIEF DESCRIPTION OF TIIE DRAWINGS
These and other objects, features and advantages of the present
2 0 invention will become more apparent from the following description, reference being had to the accompanying drawings wherein preferred embodiments of the present invention are shown.
In the drawings:
Fig. 1 shows the relationship between the air/fuel ratio and the crank angle;
Fig. 2 is a schematic illustration, partly in section, of an ignition timing control system made in accordance with the present invention;
; Fig. 3 is a schematic illustration of a modified ignition apparatus made in accordance with the present invention;
Fig. 4 shows schematically a further modified ignition timing apparatus according to the present invention;
- 5 Fig. S is a schematic illustration, partly in section, of a modified ignition timing system made in accordance with still another embodiment of the present invention;
Fig. 6 shows still further modified ignition timing apparatus for an internal combustion engine according to the present invention; and Fig. 7 is a schematic explanation view of another embodiment of the present invention.
DI~TAILED DESCRIPTION OF PREFERRED ~MBODIMENTS
Referring now to the drawings, Fig. 2 shows a first embodiment of the present invention and particularly the essential parts of an ignition timing control system for an internal combustion engine. The reference numeral 1 designates the distributor for controlling spark timing of the internal combustion engine, which may be one well known to those skilled in the art. The distributor 1 comprises the conventional cam 4 which is carried by a shaft (not shown) driven by the internal combustion engine. The cam 4 CGOperates with the breaker contact set 51 carried by the breaker plate S.
The breaker plate 5 is rotatable relative to the cam 4 as in a conventional practice.
The breaker plate S is rotatably driven by the vacuum ignition advancer 2 and the ignition retarder 3.
The vacuum ignition advancer 2 is connected through the rod 6 to the distributor 1. That is, a portion of the breaker plate 5 is pivotably joined to an intermediate portion of the rod 6. At one end portion of the rod ..
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6, the diaphragm 9 is provided to define the vacuum chambers 7 and 8 within the housing 14 of the vacuum ignition advancer 2. The vacuum Pl near the throttle valve 11 in the intake manifold 10 is introduced into the vacuum chamber 7 via the passage 52, thereby to shift the diaphragm 9 downwards so that the breaker plate 5 rotates clockwise by the downward movement of the rod 6. As a result, the ignition spark timing or point is advanced.
At the one end of the rod 6, the stopper 12 and the first spring retainer 13 are fixed for the purpose of retaining the small spring 17 therebetween. The large spring 16 is arranged between the housing 14 and the second spring retainer 15. Thus, the rod 6 is carried resiliently by the housing 14 of the vacuum ignition advancer 2 by the biasing force of the springs 16 and 17.
The ignition retarder 3 comprises the iron plate 18 fixed to the other end portion of the rod 6 in combination with the electromagnetic solenoid 19. When the solenoid 19 is energized, the plate 18 together with the rod 6 moves down by the electromagnetic force of the solenoid 19 thereby to revolve the breaker plate 5 counter-clockwise or in the direction of retarding the ignition timing. The electromagnetic solenoid 19 is constituted as a part of the electric circuit of the engine starter means 20, through which the current flows only during the engine cranking. The engine starter means 20 can be of a conventional construction, including the starting switch 21, battery 22, armature 23, shift lever 24, pinion 25, and ring gear 26 leading to an engine crank shaft (not shown).
ln operation, when the starting switch 21 is switched on to start the engine cranking, the current flows through the electromagnetic solenoid 19 so that the iron plate 18 is pulled down together with the rod 6 by the electromagnetic force of the solenoid 19 whereupon the spring 17 is :
_ 5 _ compressed. Thus, the breaker plate 5 rotates in the direction of retarding the ignition point. If the extreme position of rotation of the breaker plate 5 ; is properly predetermined, the ignition point which is retarded can be set near the top dead center (TDC). The ignition can be carried out when the air/vapor-fuel ratio enters the combustible area, regardless of the ambient or atomospheric temperatures and the revolution speeds during the engine cranking. As a result, the engine starting can be ensured.
After the engine starts, the retarding is not required because the vaporization is facilitated. Therefore, the starting siwtch 21 becomes off, the ignition timing being properly controlled by the vacuum ignition advancer 2 only.
Fig. 3 shows another embodiment of the present invention wherein the bimetallic switch 28 is provided between the starting switch 21 and the ignition retarder 3 in order to retard the ignition timing only when the ambient temperature is low.
In an embodiment as shown in Fig. 3, the bimetal switch 28 is provided on an intermediate portion of the connection line 27 between the starting switch 21 and the solenoid 19. The bimetal switch 28 is driven to become ON or OFF in response to the change of the ambient temperature, thereby to switch on or off the ignition retarder 3. The bimetal switch 28 is - constituted in such a way that the air/vapor-fuel ratio may enter thecombustible area under a specific ambient temperature at a predetermined crank angle (a normal ignition point) prior to the top dead center. If the atmospheric temperature is lower than the limit temperature of the bimetal switch, the bimetal switch is switched on to energize the ignition retarder 3.
Fig. 4 shows a further embodiment of the present invention wherein the electromagnetic switch 29 is provided between the starting ..
switch 21 and the ignition retarder 3 in order to retard the ignition timing only when the voltage of the battery 22 is low, the engine cranking rotation speed being low.
According to the embodiment of Pig. 4, the electromagnetic switch 29 comprises the spring 30, the movaMe contact 31 driven by the force of the spring 30, an electromagnetic solenoid 32 for pulling the movable contact 31 in proportion to the voltage of the battery 22, and the fixed contacts 33 which both selectively become in contact with the movable contact only when the energizing force of the solenoid 32 is stronger than the biasing force of the spring 30. The electromagnetic switch 29 is arranged on an intermediate portion of the connection line 27 between the starting switch 21 and the ignition retarder 3, in place of the bimetal switch 28 as shown in Fig. 3.
In operation, when the battery voltage is so low that the cranking revolution speed cannot be maintained high, the air-fuel ratio being lean, the switch 29 is switched on in order to retard the ignition spark so as to improve the engine starting characteristic.
In another aspect of the present invention, the bimetal switch 28 and the electromagnetic switch 29 may be arranged in parallel between the stating switch and the ignition retarder 3. In such a case, the ignition timing is retarded in either of both conditions where the ambient temperature is low and where the voltage of the battery is low.
As the bimetal switch, a coolant temperature-responsive switch or a lubricating oil temperature-responsive switch can be used so as to detect indirectly the atmospheric temperature.
Fig. S shows a still further embodiment of the present invention wherein the breaker plate 5 revolves during the engine cranking, responsive ~- to a vacuum in the intake manilf 10. The vacuum ignition advancer 2A has a dual structure in which two vacuum chambers 7A and 7B are defined by the - diaphragms 9A and 9B in the housing 14. The vacuum P1 near the throttle valve 11 is introduced into the vacuum chamber 7A in a conventional manner while the vacuum Po in the downstream of the throttle valve 11 is introduced into the vacuum chamber 7B. The electromagnetic three-way valve 35 is placed on an intermediate portion of the vacuum passage 34 connected between the chamber 7B of the vacuum ignition advancer 2A and the downstream of the throttle valve in the intake manifold 10. The three-way valve 35 has a port leading to the atmosphere. Also, the valve 35 is connected to the electric circuit of the engine starter means 20 so that the current may flow through the valve 35 during the engine cranking. When the current does not flow through the three-way valve 35, it is open to the atmosphere through the port 35A. When the current flows therethrough, the vacuum Po is introduced into the vacuum chamber 7B.
As can be seen from the foregoing, the vacuum Po is introduced into the vacuum chamber 7B during the engine cranking by energizing the electromagnetic three-way valve 35. The vacuum Po is stronger than the vacuum P1 whereby the diaphragm 9A moves down together with the rod 6 in the figure, thereby to revolve the breaker plate 5 counter-clockwise, i.e., in the direction of retarding the ignition point. After the engine starts, the current does not flow through the electromagnetic three-way valve 35. As a result, the vacuum chamber 7B is communicated to the atmosphere through ` the port 35A of the three-way valve 35. Thereafter the ignition timing is controlled by the vacuum ignition advancer 2A in a conventional manner.
Fig. 6 shows a modified form of the ignition timing control system as shown in Fig. 5. The vacuum tank 35 is provided as a vacuum source on an intermediate portion of the vacuum passage 34 between the electromagnetic thre~way valve 35 and the downstream of the throttle valve 11. The check valve 37 is provided before the vacuum tank 36 in such a way that the vacuum Po in the intake manifold 10 is introduced through the check valve 37 into the vacuum tank 36 during a short period of intake stroke. The vacuum stored in the vacuum tank 36 is relatively strong. Thus, to retard the ignition timing can be ensured even if the vacuum in the intake manifold is low during the engine cranking.
In another aspect of the present invention, it is preferable that the bimetal switch and the electromagnetic switch as shown in Figs. 3 and 4 are placed on an intermediate portion of the line 38 connected between the three-way valve 35 and the battery 22 as used in figs. 5 and 6, for example, in a position as designated by the virtual line X. In such a case, the ignition timing can be retarded only when the ambient temperature is low, and/or when the voltage of the battery is low.
Fig. 7 shows a still further embodiment of the present invention wherein the ignition coil 39 the primary coil 39a of which is connected to the ignition control circuit 40 including the delay circuit 41 therein. The delay circuit 40 is so designed that it may be driven upon the input of the 2 o cranking signal 42. During the engine cranking, the ignition point is retarded by the action of the delay circuit 41 to come near the top dead center. Also, other signals 43 such as an atmospheric temperature signal and a battery voltage signal may be put in the delay circuit 41 in addition to the cranking signal 42, in order to retard the ignition timing only when the atmospheric temperature is low and/or when the voltage of battery is low.
In a still further aspect of the present invention, the ignition point can be manually retarded to come near the top dead center.
point can be manually retarded to come near the top dead center.
The present invention can be applied to an engine using the fuel which has the difficult vaporization character.
According to the present invention, the ignition timing is retarded during the engine cranking to come near the top dead center.
Therefore, the mixture is always ignited in the combustion chamber when the vapor fuel-air ratio enters the cosmbustible area, in other words, the air-fuel mixture in the combustion chamber becomes rich enough to be ignited surely. As a result, the ignition is greatly ensured thereby to improve the starting performance of the engine. After the engine starts, the ignition point can be returned to a normal position and controlled by the vacuum ignition advancer in a conventional manner, which prevents the engine performance from becoming worse.
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In the drawings:
Fig. 1 shows the relationship between the air/fuel ratio and the crank angle;
Fig. 2 is a schematic illustration, partly in section, of an ignition timing control system made in accordance with the present invention;
; Fig. 3 is a schematic illustration of a modified ignition apparatus made in accordance with the present invention;
Fig. 4 shows schematically a further modified ignition timing apparatus according to the present invention;
- 5 Fig. S is a schematic illustration, partly in section, of a modified ignition timing system made in accordance with still another embodiment of the present invention;
Fig. 6 shows still further modified ignition timing apparatus for an internal combustion engine according to the present invention; and Fig. 7 is a schematic explanation view of another embodiment of the present invention.
DI~TAILED DESCRIPTION OF PREFERRED ~MBODIMENTS
Referring now to the drawings, Fig. 2 shows a first embodiment of the present invention and particularly the essential parts of an ignition timing control system for an internal combustion engine. The reference numeral 1 designates the distributor for controlling spark timing of the internal combustion engine, which may be one well known to those skilled in the art. The distributor 1 comprises the conventional cam 4 which is carried by a shaft (not shown) driven by the internal combustion engine. The cam 4 CGOperates with the breaker contact set 51 carried by the breaker plate S.
The breaker plate 5 is rotatable relative to the cam 4 as in a conventional practice.
The breaker plate S is rotatably driven by the vacuum ignition advancer 2 and the ignition retarder 3.
The vacuum ignition advancer 2 is connected through the rod 6 to the distributor 1. That is, a portion of the breaker plate 5 is pivotably joined to an intermediate portion of the rod 6. At one end portion of the rod ..
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6, the diaphragm 9 is provided to define the vacuum chambers 7 and 8 within the housing 14 of the vacuum ignition advancer 2. The vacuum Pl near the throttle valve 11 in the intake manifold 10 is introduced into the vacuum chamber 7 via the passage 52, thereby to shift the diaphragm 9 downwards so that the breaker plate 5 rotates clockwise by the downward movement of the rod 6. As a result, the ignition spark timing or point is advanced.
At the one end of the rod 6, the stopper 12 and the first spring retainer 13 are fixed for the purpose of retaining the small spring 17 therebetween. The large spring 16 is arranged between the housing 14 and the second spring retainer 15. Thus, the rod 6 is carried resiliently by the housing 14 of the vacuum ignition advancer 2 by the biasing force of the springs 16 and 17.
The ignition retarder 3 comprises the iron plate 18 fixed to the other end portion of the rod 6 in combination with the electromagnetic solenoid 19. When the solenoid 19 is energized, the plate 18 together with the rod 6 moves down by the electromagnetic force of the solenoid 19 thereby to revolve the breaker plate 5 counter-clockwise or in the direction of retarding the ignition timing. The electromagnetic solenoid 19 is constituted as a part of the electric circuit of the engine starter means 20, through which the current flows only during the engine cranking. The engine starter means 20 can be of a conventional construction, including the starting switch 21, battery 22, armature 23, shift lever 24, pinion 25, and ring gear 26 leading to an engine crank shaft (not shown).
ln operation, when the starting switch 21 is switched on to start the engine cranking, the current flows through the electromagnetic solenoid 19 so that the iron plate 18 is pulled down together with the rod 6 by the electromagnetic force of the solenoid 19 whereupon the spring 17 is :
_ 5 _ compressed. Thus, the breaker plate 5 rotates in the direction of retarding the ignition point. If the extreme position of rotation of the breaker plate 5 ; is properly predetermined, the ignition point which is retarded can be set near the top dead center (TDC). The ignition can be carried out when the air/vapor-fuel ratio enters the combustible area, regardless of the ambient or atomospheric temperatures and the revolution speeds during the engine cranking. As a result, the engine starting can be ensured.
After the engine starts, the retarding is not required because the vaporization is facilitated. Therefore, the starting siwtch 21 becomes off, the ignition timing being properly controlled by the vacuum ignition advancer 2 only.
Fig. 3 shows another embodiment of the present invention wherein the bimetallic switch 28 is provided between the starting switch 21 and the ignition retarder 3 in order to retard the ignition timing only when the ambient temperature is low.
In an embodiment as shown in Fig. 3, the bimetal switch 28 is provided on an intermediate portion of the connection line 27 between the starting switch 21 and the solenoid 19. The bimetal switch 28 is driven to become ON or OFF in response to the change of the ambient temperature, thereby to switch on or off the ignition retarder 3. The bimetal switch 28 is - constituted in such a way that the air/vapor-fuel ratio may enter thecombustible area under a specific ambient temperature at a predetermined crank angle (a normal ignition point) prior to the top dead center. If the atmospheric temperature is lower than the limit temperature of the bimetal switch, the bimetal switch is switched on to energize the ignition retarder 3.
Fig. 4 shows a further embodiment of the present invention wherein the electromagnetic switch 29 is provided between the starting ..
switch 21 and the ignition retarder 3 in order to retard the ignition timing only when the voltage of the battery 22 is low, the engine cranking rotation speed being low.
According to the embodiment of Pig. 4, the electromagnetic switch 29 comprises the spring 30, the movaMe contact 31 driven by the force of the spring 30, an electromagnetic solenoid 32 for pulling the movable contact 31 in proportion to the voltage of the battery 22, and the fixed contacts 33 which both selectively become in contact with the movable contact only when the energizing force of the solenoid 32 is stronger than the biasing force of the spring 30. The electromagnetic switch 29 is arranged on an intermediate portion of the connection line 27 between the starting switch 21 and the ignition retarder 3, in place of the bimetal switch 28 as shown in Fig. 3.
In operation, when the battery voltage is so low that the cranking revolution speed cannot be maintained high, the air-fuel ratio being lean, the switch 29 is switched on in order to retard the ignition spark so as to improve the engine starting characteristic.
In another aspect of the present invention, the bimetal switch 28 and the electromagnetic switch 29 may be arranged in parallel between the stating switch and the ignition retarder 3. In such a case, the ignition timing is retarded in either of both conditions where the ambient temperature is low and where the voltage of the battery is low.
As the bimetal switch, a coolant temperature-responsive switch or a lubricating oil temperature-responsive switch can be used so as to detect indirectly the atmospheric temperature.
Fig. S shows a still further embodiment of the present invention wherein the breaker plate 5 revolves during the engine cranking, responsive ~- to a vacuum in the intake manilf 10. The vacuum ignition advancer 2A has a dual structure in which two vacuum chambers 7A and 7B are defined by the - diaphragms 9A and 9B in the housing 14. The vacuum P1 near the throttle valve 11 is introduced into the vacuum chamber 7A in a conventional manner while the vacuum Po in the downstream of the throttle valve 11 is introduced into the vacuum chamber 7B. The electromagnetic three-way valve 35 is placed on an intermediate portion of the vacuum passage 34 connected between the chamber 7B of the vacuum ignition advancer 2A and the downstream of the throttle valve in the intake manifold 10. The three-way valve 35 has a port leading to the atmosphere. Also, the valve 35 is connected to the electric circuit of the engine starter means 20 so that the current may flow through the valve 35 during the engine cranking. When the current does not flow through the three-way valve 35, it is open to the atmosphere through the port 35A. When the current flows therethrough, the vacuum Po is introduced into the vacuum chamber 7B.
As can be seen from the foregoing, the vacuum Po is introduced into the vacuum chamber 7B during the engine cranking by energizing the electromagnetic three-way valve 35. The vacuum Po is stronger than the vacuum P1 whereby the diaphragm 9A moves down together with the rod 6 in the figure, thereby to revolve the breaker plate 5 counter-clockwise, i.e., in the direction of retarding the ignition point. After the engine starts, the current does not flow through the electromagnetic three-way valve 35. As a result, the vacuum chamber 7B is communicated to the atmosphere through ` the port 35A of the three-way valve 35. Thereafter the ignition timing is controlled by the vacuum ignition advancer 2A in a conventional manner.
Fig. 6 shows a modified form of the ignition timing control system as shown in Fig. 5. The vacuum tank 35 is provided as a vacuum source on an intermediate portion of the vacuum passage 34 between the electromagnetic thre~way valve 35 and the downstream of the throttle valve 11. The check valve 37 is provided before the vacuum tank 36 in such a way that the vacuum Po in the intake manifold 10 is introduced through the check valve 37 into the vacuum tank 36 during a short period of intake stroke. The vacuum stored in the vacuum tank 36 is relatively strong. Thus, to retard the ignition timing can be ensured even if the vacuum in the intake manifold is low during the engine cranking.
In another aspect of the present invention, it is preferable that the bimetal switch and the electromagnetic switch as shown in Figs. 3 and 4 are placed on an intermediate portion of the line 38 connected between the three-way valve 35 and the battery 22 as used in figs. 5 and 6, for example, in a position as designated by the virtual line X. In such a case, the ignition timing can be retarded only when the ambient temperature is low, and/or when the voltage of the battery is low.
Fig. 7 shows a still further embodiment of the present invention wherein the ignition coil 39 the primary coil 39a of which is connected to the ignition control circuit 40 including the delay circuit 41 therein. The delay circuit 40 is so designed that it may be driven upon the input of the 2 o cranking signal 42. During the engine cranking, the ignition point is retarded by the action of the delay circuit 41 to come near the top dead center. Also, other signals 43 such as an atmospheric temperature signal and a battery voltage signal may be put in the delay circuit 41 in addition to the cranking signal 42, in order to retard the ignition timing only when the atmospheric temperature is low and/or when the voltage of battery is low.
In a still further aspect of the present invention, the ignition point can be manually retarded to come near the top dead center.
point can be manually retarded to come near the top dead center.
The present invention can be applied to an engine using the fuel which has the difficult vaporization character.
According to the present invention, the ignition timing is retarded during the engine cranking to come near the top dead center.
Therefore, the mixture is always ignited in the combustion chamber when the vapor fuel-air ratio enters the cosmbustible area, in other words, the air-fuel mixture in the combustion chamber becomes rich enough to be ignited surely. As a result, the ignition is greatly ensured thereby to improve the starting performance of the engine. After the engine starts, the ignition point can be returned to a normal position and controlled by the vacuum ignition advancer in a conventional manner, which prevents the engine performance from becoming worse.
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Claims (22)
RIVILEGE IS CLAIMED ARE DEFINED AS FOLLOWS:
1. An ignition spark timing control system for an internal combustion engine, comprising:
a distributor;
a vacuum ignition advancer for actuating said distributor to advance the ignition spark timing of the internal combustion engine; and retarding means for actuating said distributor to retard the ignition spark point of the internal combustion engine whereby it comes near the top dead center during the engine cranking.
a distributor;
a vacuum ignition advancer for actuating said distributor to advance the ignition spark timing of the internal combustion engine; and retarding means for actuating said distributor to retard the ignition spark point of the internal combustion engine whereby it comes near the top dead center during the engine cranking.
2. An ignition spark timing control system as in claim 1 in which said distributor includes a rotatable breaker plate for varying the spark setting for the internal combustion engine, said breaker plate being revolved in a retarding direction by said retarding means during the engine cranking.
3. An ignition spark timing control system as in claim 1 or 2 wherein the ignition spark timing is retarded only when the atmospheric temperature is lower than a predetermined temperature.
4. An ignition spark timing control system as in claim 1, or 2 wherein the ignition spark timing is retarded when the voltage of a battery electrically leading to the engine is lower than a predetermined value.
5. An ignition spark timing control mechanism for an internal combustion engine, comprising an intake manifold leading to the internal combustion engine;
a throttle valve placed in said intake manifold;
a distributor for controlling the ignition spark timing of the internal combustion engine;
a vacuum ignition advancer for actuating said distributor in an advancing direction in response to the vacuum near said throttle valve so as to advance the ignition timing of the internal combustion engine; and retarding means for actuating said distributor in a retarding direction opposite to said advancing direction thereby to retard the ignition spark point to come near the top dead center during the engine cranking.
a throttle valve placed in said intake manifold;
a distributor for controlling the ignition spark timing of the internal combustion engine;
a vacuum ignition advancer for actuating said distributor in an advancing direction in response to the vacuum near said throttle valve so as to advance the ignition timing of the internal combustion engine; and retarding means for actuating said distributor in a retarding direction opposite to said advancing direction thereby to retard the ignition spark point to come near the top dead center during the engine cranking.
6. An ignition spark timing control mechanism for an internal combustion engine as in claim 5 wherein said retarding means is energized by engine starting means.
7. An ignition spark timing control mechanism for an internal combustion engine as in claim 5 wherein said distributor includes a rotatable breaker plate for varying the spark setting for the internal combustion engine, and wherein said breaker plate is revolved in the opposite directions of advancing and retarding through a rod one end of which is connected to said vacuum ignition advancer, and the other end of which is connected to said retarding means, and an intermediate portion of which is connected to said breaker plate.
8. An ignition spark timing control mechanism as in claim 7 wherein said retarding means includes an electromagnetic coil and an iron plate fixed to the other end of said rod in such a way that said iron plate is pulled together with said rod in the direction of retarding the ignition timing, by means of the electromagnetic force of said electromagnetic coil when said coil is electrically energized by said engine starting means.
9. An ignition spark timing control mechanism for an internal combustion engine as in claim 6 further comprising switch means positioned between said engine starting means and said retarding means for energizing said retarding means only when an atmospheric temperature is lower than a predetermined temperature and/or when the voltage of a battery for use in the engine sparking is lower than a predetermined value.
10. An ignition spark timing control mechanism for an internal combustion engine, comprising:
an intake manifold leading to the internal combustion engine;
a throttle valve arranged in said intake manifold;
a distributor for controlling the ignition spark timing of the internal combustion engine;
a rotatable breaker plate provided in said distributor for varying the spark setting for the internal combustion engine;
a vacuum ignition advancer for actuating said distributor to advance the ignition spark timing in response to the vacuum near said throttle valve;
said vacuum ignition advancer including a housing, a first and second diaphragms, and a first and second vacuum chambers defined by said first and second diaphragms within said housing;
a rod connected between said breaker plate and said first and second diaphragms;
a first vacuum passage connected between said first chamber and the upstream of said throttle valve in said intake manifold;
a second vacuum passage connected between said second chamber and the downstream of said throttle valve; and a three-way valve positioned in an intermediate portion of said second vacuum passage, having a port leading to the atmosphere.
an intake manifold leading to the internal combustion engine;
a throttle valve arranged in said intake manifold;
a distributor for controlling the ignition spark timing of the internal combustion engine;
a rotatable breaker plate provided in said distributor for varying the spark setting for the internal combustion engine;
a vacuum ignition advancer for actuating said distributor to advance the ignition spark timing in response to the vacuum near said throttle valve;
said vacuum ignition advancer including a housing, a first and second diaphragms, and a first and second vacuum chambers defined by said first and second diaphragms within said housing;
a rod connected between said breaker plate and said first and second diaphragms;
a first vacuum passage connected between said first chamber and the upstream of said throttle valve in said intake manifold;
a second vacuum passage connected between said second chamber and the downstream of said throttle valve; and a three-way valve positioned in an intermediate portion of said second vacuum passage, having a port leading to the atmosphere.
11. An ignition spark timing control mechanism for an internal combustion engine as in claim 10 wherein said three-way valve is an electromagnetic valve which is connected to and controlled by engine starting means.
12. An ignition spark timing control mechanism for an internal combustion engine as in claim 11, further comprising a vacuum tank placed in said second vacuum passage between the downstream of said throttle valve and said three-way valve for receiving and storing a vacuum in the downstream of said throttle valve during the engine intake stroke.
13. An ignition spark timing control mechanism for an internal combustion engine as in claim 11 or 12 further comprising switch means positioned between said engine starting means and said three-way valve for operating said three-way valve only when the atmospheric temperature is lower than a predetermined temperature and/or when the voltage of a battery for use in the engine sparking is lower than a predetermined value.
14. An ignition timing control system for an internal combustion engine comprising:
a distributor;
a vacuum ignition advancer for actuating said distributor to advance the ignition spark timing of the internal combustion engine; and means for electrically controlling an ignition spark point of the internal combustion engine to cause said ignition spark point to be near top dead center during engine cranking, said controlling means including retarding means for actuating said distributor to retard the ignition spark point of the internal combustion engine whereby it comes to near top dead center during cranking of the internal combustion engine.
a distributor;
a vacuum ignition advancer for actuating said distributor to advance the ignition spark timing of the internal combustion engine; and means for electrically controlling an ignition spark point of the internal combustion engine to cause said ignition spark point to be near top dead center during engine cranking, said controlling means including retarding means for actuating said distributor to retard the ignition spark point of the internal combustion engine whereby it comes to near top dead center during cranking of the internal combustion engine.
15. An ignition spark timing control system as in claim 14, in which said distributor includes a rotatable breaker plate for varying the spark setting for the internal combustion engine, and said retarding means includes means for rotating said breaker plate in a retarding direction during engine cranking.
16. An ignition spark timing control system as in claim 14 or 15, wherein the ignition spark timing is retarded only when the atmospheric temperature is lower than a predetermined temperature.
17. An ignition spark timing control system as in claim 14 or 15, wherein the ignition spark timing is retarded when the voltage of a battery electrically leading to the engine is lower than a predetermined value.
18. An ignition spark timing control mechanism for an internal combustion engine, comprising:
an intake manifold leading to the internal combustion engine;
a throttle valve placed in said intake manifold;
a distributor for controlling the ignition spark timing of the internal combustion engine;
a vacuum ignition advancer for actuating said distributor in an advancing direction in response to vacuum near said throttle valve so as to advance the ignition timing of the internal combustion engine; and means for controlling said advancer for setting the ignition spark point of the internal combustion engine near the top dead center during the cranking of the internal combustion engine, said controlling means including retarding means for actuating said distributor in a retarding direction opposite said advancing direction thereby to retard the ignition spark point to near the top dead center during the engine cranking.
an intake manifold leading to the internal combustion engine;
a throttle valve placed in said intake manifold;
a distributor for controlling the ignition spark timing of the internal combustion engine;
a vacuum ignition advancer for actuating said distributor in an advancing direction in response to vacuum near said throttle valve so as to advance the ignition timing of the internal combustion engine; and means for controlling said advancer for setting the ignition spark point of the internal combustion engine near the top dead center during the cranking of the internal combustion engine, said controlling means including retarding means for actuating said distributor in a retarding direction opposite said advancing direction thereby to retard the ignition spark point to near the top dead center during the engine cranking.
19. An ignition spark timing control mechanism for an internal combustion engine as in claim 18, wherein said engine starting means includes means for actuating said retarding means.
20. An ignition spark timing control mechanism for an internal combustion engine as in claim 18, wherein said distributor includes a rotatable breaker plate for varying the spark setting for the internal combustion engine, and wherein said breaker plate is revolved in the opposite directions of advancing and retarding through a rod, one end of said rod being connected to said vacuum ignition advancer, and the other end of said rod being connected to said retarding means, an intermediate portion of said rod being connected to said breaker plate.
21. An ignition spark timing control mechanism as in claim 20, wherein said retarding means includes a solenoid means and an iron plate fixed to the other end of said rod such that said iron plate is pulled together with said rod in a direction to retard ignition timing, by means of the electro-magnetic force of said solenoid means when said solenoid means is electrically energized by said engine starting means.
22. An ignition spark timing control mechanism for an internal combustion engine as in claim 19, further comprising switch means positioned between said engine starting means and said retarding means for energizing said retarding means only when an atmospheric temperature is lower than a predetermined temperature and/or when the voltage of a battery for use in the engine sparking is lower than a predetermined value.
Applications Claiming Priority (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP53-158769 | 1978-12-20 | ||
| JP15876978A JPS5584862A (en) | 1978-12-20 | 1978-12-20 | Jump-spark igniting engine |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CA1115147A true CA1115147A (en) | 1981-12-29 |
Family
ID=15678931
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CA342,045A Expired CA1115147A (en) | 1978-12-20 | 1979-12-17 | Ignition timing control system |
Country Status (3)
| Country | Link |
|---|---|
| JP (1) | JPS5584862A (en) |
| CA (1) | CA1115147A (en) |
| SE (1) | SE445379B (en) |
Families Citing this family (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS5738665A (en) * | 1980-08-14 | 1982-03-03 | Hitachi Ltd | Knock controller |
-
1978
- 1978-12-20 JP JP15876978A patent/JPS5584862A/en active Pending
-
1979
- 1979-12-17 CA CA342,045A patent/CA1115147A/en not_active Expired
- 1979-12-19 SE SE7910464A patent/SE445379B/en not_active IP Right Cessation
Also Published As
| Publication number | Publication date |
|---|---|
| JPS5584862A (en) | 1980-06-26 |
| SE445379B (en) | 1986-06-16 |
| SE7910464L (en) | 1980-06-21 |
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| Date | Code | Title | Description |
|---|---|---|---|
| MKEX | Expiry |