EP0018251A1 - Method of controlling the ignition timing of a motor vehicle - Google Patents
Method of controlling the ignition timing of a motor vehicle Download PDFInfo
- Publication number
- EP0018251A1 EP0018251A1 EP80400408A EP80400408A EP0018251A1 EP 0018251 A1 EP0018251 A1 EP 0018251A1 EP 80400408 A EP80400408 A EP 80400408A EP 80400408 A EP80400408 A EP 80400408A EP 0018251 A1 EP0018251 A1 EP 0018251A1
- Authority
- EP
- European Patent Office
- Prior art keywords
- advance
- engine
- igniter
- function
- rotation
- 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.)
- Granted
Links
- 238000000034 method Methods 0.000 title claims abstract description 17
- 238000002485 combustion reaction Methods 0.000 claims abstract description 4
- 238000006243 chemical reaction Methods 0.000 claims abstract description 3
- 239000002184 metal Substances 0.000 abstract 1
- 238000012800 visualization Methods 0.000 description 3
- 238000010586 diagram Methods 0.000 description 2
- 230000003068 static effect Effects 0.000 description 2
- 238000013475 authorization Methods 0.000 description 1
- 238000005352 clarification Methods 0.000 description 1
- 239000003086 colorant Substances 0.000 description 1
- 230000000694 effects Effects 0.000 description 1
- 230000035899 viability Effects 0.000 description 1
Images
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
- F02P17/00—Testing of ignition installations, e.g. in combination with adjusting; Testing of ignition timing in compression-ignition engines
- F02P17/02—Checking or adjusting ignition timing
- F02P17/04—Checking or adjusting ignition timing dynamically
Definitions
- the known methods are essentially of two types: static timing, that is to say engine stopped, or dynamic timing, that is, engine in operation.
- the static stalling process is used when the additional means made available to the operator are very limited and limited to the possession of a device enabling the opening or closing of a contact of the igniter to be observed.
- the engine being placed in the top dead center of the first cylinder, the manipulation consists in orienting the igniter in order to place itself at the limit of the opening of the contacts of the contact grains of the igniter breaker, this result being observed at using the device allowing to observe the opening or closing previously connected.
- the dynamic setting process is the most traditionally used.
- the engine being in operation the work consists in directing the igniter until obtaining the coincidence of a mark placed on the flywheel with a fixed mark, the whole being lit by the lamp of a stroboscope being controlled by the ignition signals (or tops) requesting the spark plug of the first cylinder: to be able to carry out this operation, the engine must first be brought to the speed appropriate to the advance value existing between the two marks.
- the object of the present invention is to increase the timing accuracy of any type of igniter with control of the mechanical or magnetic ignition signal comprising a centrifugal advance system as a function of the rotation speed of the engine and for this purpose relates a timing control method of an internal combustion engine igniter for a motor vehicle, ignition type of the control type, of the ignition point, mechanical or magnetic, comprising an ignition advance device as a function of the speed of rotation of the engine such as using metallic masses driven in rotation by the axis of the igniter and subjected to the reaction of springs which act in traction, characterized in that from a signal of the ignition and of the engine rotation speed is produced a voltage Ul as a function of the actual advance of the igniter to be checked, which voltage is then compared with a reference voltage U3, which is a function of a reference advance, developed from vi tesse of rotation of the engine, and of coordinates of two points of an advance curve of a type chosen as a function of the igniter to be controlled, said comparison being visualized using signals, which indicate the direction
- the mark 1 indicates the igniter mounted on a vehicle engine
- the mark 2 indicates a speed sensor which takes the speed of the engine on which the igniter 1 is mounted.
- the signals from the sensor 2 and from the igniter 1 are transformed by a device 3 into a voltage U1 as a function of the true advance of the igniter considered.
- the signals from the sensor 2 are transformed into a voltage U2 by means of a transformer 4;
- This voltage U2 is then exploited using an element 5 into which are inserted coordinates, coming from a storage element 6, of two points M and N defining a segment corresponding to a portion of the curve of the ideal advance, surrounding a selected speed of rotation of the engine for said igniter 1 considered.
- This element 5 then develops a voltage U3 called the setpoint ide voltage.
- the signal from comparator 7 is then used to control the display of the offset between the true advance of the igniter 1 and the ideal advance created.
- This visualization is carried out using an element 8, which can, as necessary, be only information using indicator lights 8 indicating the direction and the order of magnitude of said offset or more precise and give a value real difference between the true advance and the ideal advance for a small difference between these two advances.
- Such a method essentially consists in eliminating the influence of the fluctuations in the speed of rotation of the motor on the reading of the comparison during the control.
- the adjustment point will therefore be chosen in zone C of FIG. 2 and can be processed by the user by a method of comparison of a reference voltage U3 representative of the advance to be obtained and of a voltage Ul reflecting l 'true advance.
- the setpoint voltage will therefore be defined on the one hand by the speed of rotation of the motor and on the other hand by the coordinates of two points M and N delimiting the portion of the curve of said setpoint voltage (see fig. 2).
- a galvanometer can take over the central zone corresponding to the indicator 8a in order to increase the precision of the setting of the setting.
Landscapes
- Engineering & Computer Science (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
Description
Procédé de calage d'un allumeur comportant un dispositif d'avance centrifuge à masselottes pour un véhicule automobile à moteur à combustion interne.Method of setting an igniter comprising a centrifugal feed device with weights for a motor vehicle with internal combustion engine.
Les procédés connus sont essentiellement de deux types : calage statique c'est à dire moteur arrêté ou calage dynamique c'est à dire moteur en fonctionnement.The known methods are essentially of two types: static timing, that is to say engine stopped, or dynamic timing, that is, engine in operation.
Le processus du calage statique est utilisé lorsque les moyens annexes mis à la disposition de l'opérateur sont très réduits et limités à la possession d'un appareil permettant de constater l'ouverture ou la fermeture d'un contact de l'allumeur. Le moteur étant placé au point mort haut du premier cylindre, la manipulation consiste à orienter l'allumeur afin de se placer à la limite de l'ouverture des contacts des grains de contact du rupteur de l'allumeur, ce résultat étant observé à l'aide de l'appareil permettant de constater l'ouverture ou la fermeture préalablement connecté.The static stalling process is used when the additional means made available to the operator are very limited and limited to the possession of a device enabling the opening or closing of a contact of the igniter to be observed. The engine being placed in the top dead center of the first cylinder, the manipulation consists in orienting the igniter in order to place itself at the limit of the opening of the contacts of the contact grains of the igniter breaker, this result being observed at using the device allowing to observe the opening or closing previously connected.
Or un tel processus ne peut être valable que pour les allumeurs à rupteurs mécaniques et donne des résultats de peu de précision dûs notamment à l'impossibilité de connaître exactement le point mort haut ainsi que le point d'ouverture des contacts.However, such a process can only be valid for igniters with mechanical breakers and gives results of little precision due in particular to the impossibility of knowing exactly the top dead center as well as the contact opening point.
Le processus de calage dynamique est le plus traditionnellement utilisé. Le moteur étant en fonctionnement le travail consiste à orienter l'allumeur jusqu'à l'obtention de la coîncidence d'un repère placé sur le volant moteur avec un repère fixe, le tout étant éclairé par la lampe d'un stroboscope se trouvant commandé par les signaux (ou tops) d'allumage sollicitant la bougie du premier cylindre : pour pouvoir réaliser cette opération le moteur doit préalablement être amené à la vitesse appropriée à la valeur d'avance existant entre les deux repères. ceThe dynamic setting process is the most traditionally used. The engine being in operation the work consists in directing the igniter until obtaining the coincidence of a mark placed on the flywheel with a fixed mark, the whole being lit by the lamp of a stroboscope being controlled by the ignition signals (or tops) requesting the spark plug of the first cylinder: to be able to carry out this operation, the engine must first be brought to the speed appropriate to the advance value existing between the two marks. this
Bien que processus soit la méthode universelle actuellement pour le calage d'un allumeur,la précision obtenue est nettement insuffis- sante puisque s'étendant dans une zone de + 4° par rapport à la valeur idéale, de plus il comporte des inconvénients qui jouent sur cette précision. En effet il est particulièrement difficile d'amener et de maintenir le moteur à une vitesse choisie, la visualisation des repères est très souvent difficile, et la manipulation est mal aisée puisque souvent il faut tenir la lampe du stroboscope, tourner l'allumeur, assurer son blocage, surveiller la vitesse du moteur et lire le résultat entre les repères.Although process is currently the universal method for setting an igniter, the precision obtained is clearly insufficient since it extends in a zone of + 4 ° compared to the ideal value, moreover it has disadvantages which play on this clarification. Indeed it is particularly difficult to bring and maintain the engine at a chosen speed, the visualization of the marks is very often difficult, and the handling is badly easy since often it is necessary to hold the lamp of the strobe, to turn the igniter, block it, monitor the engine speed and read the result between the marks.
La présente invention a pour but d'augmenter la précision du calage de tout type d'allumeur à commande du signal d'allumage mécanique ou magnétique comportant un système d'avance centrifuge en fonction de la vitesse de rotation du moteur et concerne à cet effet un procédé de contrôle de calage d'un allumeur de moteur à combustion interne pour véhicule automobile, allumeur du type à commande, du point d'allumage, mécanique ou magnétique, comportant un dispositif d'avance à l'allumage en fonction de la vitesse de rotation du moteur tel que utilisant des masses métalliques entrainées en rotation par l'axe de l'allumeur et soumises à la réaction de ressorts qui agissent en traction, caractérisé en ce qu'à partir d'un signal de l'allumage et de la vitesse de rotation du moteur est élaborée une tension Ul fonction de l'avance effective de l'allumeur à contrôler, laquelle tension est ensuite comparée à une tension de référence U3, fonction d'une avance de référence, élaborée à partir de la vitesse de rotation du moteur, et de coordonnées de deux points d'une courbe d'avance d'un type choisi en fonction de l'allumeur à contrôler, ladite comparaison étant visualisée à l'aide de signaux, qui indiquent le sens de décalage de l'avance effective par rapport à l'avance de référence tout en laissant toute liberté de manipulation à l'utilisateur pour faire coîncider ces deux signaux d'avance.The object of the present invention is to increase the timing accuracy of any type of igniter with control of the mechanical or magnetic ignition signal comprising a centrifugal advance system as a function of the rotation speed of the engine and for this purpose relates a timing control method of an internal combustion engine igniter for a motor vehicle, ignition type of the control type, of the ignition point, mechanical or magnetic, comprising an ignition advance device as a function of the speed of rotation of the engine such as using metallic masses driven in rotation by the axis of the igniter and subjected to the reaction of springs which act in traction, characterized in that from a signal of the ignition and of the engine rotation speed is produced a voltage Ul as a function of the actual advance of the igniter to be checked, which voltage is then compared with a reference voltage U3, which is a function of a reference advance, developed from vi tesse of rotation of the engine, and of coordinates of two points of an advance curve of a type chosen as a function of the igniter to be controlled, said comparison being visualized using signals, which indicate the direction of offset of the effective advance with respect to the reference advance while leaving all freedom of manipulation to the user to make these two advance signals coincide.
La description qui va suivre en regard des schémas annexé fera mieux comprendre comment l'invention peut être réalisée.
- La figure 1 représente schématiquement le procédé de contrôle conforme à l'invention.
- La figure 2 représente en graphe l'enveloppe d'un type de cour- be d'avance d'allumeur en fonction de la vitesse suivant le cahier des charges.
- La figure 3 représente en graphe, l'avance en fonction de la vitesse des différentes courbes d'un allumeur suivant le point de réglage choisi.
- Figure 1 shows schematically the control method according to the invention.
- FIG. 2 represents in graph the envelope of a type of igniter advance curve as a function of the speed according to the specifications.
- FIG. 3 represents in graph, the advance as a function of the speed of the different curves of an igniter according to the chosen adjustment point.
Dans ce schéma le repère 1 indique l'allumeur monté sur un moteur de véhicule, le repère 2 indique un capteur de vitesse qui prélève la vitesse du moteur sur lequel est monté l'allumeur 1.In this diagram, the mark 1 indicates the igniter mounted on a vehicle engine, the
Les signaux issus du capteur 2 et de l'allumeur 1 sont transformés par un dispositif 3 en une tension U1 fonction de l'avance vraie de l'allumeur considéré.The signals from the
D'autre part les signaux issus du capteur 2 sont transformés en une tension U2 par l'intermédiaire d'un transformateur 4 ; Cette tension U2 est ensuite exploitée à l'aide d'un élément 5 dans lequel sont insérés des coordonnées, issues d'un élément de stockage 6, de deux points M et N définissant un segment correspondant à une portion de la courbe de l'avance idéale, entourant une vitesse choisie de rotation du moteur pour ledit allumeur 1 considéré. Cet élément 5 élabore alors une tension U3 dite tension ide consigne.On the other hand, the signals from the
Les tensions Ul et U3 sont ensuite comparées à l'aide d'un comparateur 7.The voltages Ul and U3 are then compared using a
Le signal issu du comparateur 7 est ensuite utilisé pour la commande de la visualisation du décalage entre l'avance vraie de l'allumeur 1 et l'avance idéale créée.The signal from
Cette visualisation est effectuée à l'aide d'un élément 8, lequel peut, suivant la nécessité être seulement une information à l'aide de voyants lumineux 8 indiquant le sens et l'ordre de grandeur dudit décalage ou plus précis et donner une valeur réelle du décalage entre l'avance vraie et l'avance idéale pour un faible écart entre ces deux avances.This visualization is carried out using an
Un tel procédé consiste essentiellement à supprimer l'influence des fluctuations de la vitesse de rotation du moteur sur la lecture de la comparaison lors du contrôle.Such a method essentially consists in eliminating the influence of the fluctuations in the speed of rotation of the motor on the reading of the comparison during the control.
Afin de mieux expliquer la viabilité d'un tel procédé il est bon de rappeler que pour chaque type d'allumeur existe un cahier des charges définissant une enveloppe dans laquelle doit se maintenir la Courbe d'avance (voir fig. 2). Il est donc évident que la courbe réelle obtenue peut avoir toute forme comprise dans cette enveloppe et être consituée de plusieurs portions élémentaires de façon à ce qu'elles soient toutes rectilignes, nous prendrons le cas de la fig.3.In order to better explain the viability of such a process, it is worth remembering that for each type of igniter, there are specifications defining an envelope in which the advance curve must be maintained (see fig. 2). It is therefore obvious that the real curve obtained can have any shape included in this envelope and be made up of several elementary portions so that they are all rectilinear, we will take the case of fig.3.
Dans ce cas fig. 3 si on procède au calage d'un allumeur se développant suivant cette courbe a au point V1, après calage, la courbe prendra la position b dessinée en traits interrompus, et une grande partie de la courbe b est en dehors de l'enveloppe.In this case fig. 3 if we proceed to the setting of an igniter developing along this curve a at point V1, after setting, the curve will take the position b drawn in broken lines, and a large part of the curve b is outside the envelope.
Il est possible de maitriser et de minimiser cet effet en localisant les zones d'autorisation de calage, c'est à dire lorsque la courbe d'avance a une pente rectiligne telle que la zone C de la fig. 2It is possible to control and minimize this effect by locating the setting authorization zones, that is to say when the advance curve has a rectilinear slope such as zone C in FIG. 2
Les erreurs alors entrainées par le non parallélisme entre la courbe de l'allumeur et le cahier des charges sont très réduites et estimées à quelque 0,1 degré.The errors then caused by the non-parallelism between the igniter curve and the specifications are very small and estimated at around 0.1 degrees.
Dans l'ensemble des procédés connus les variations de vitesse de rotation du moteur lors du calage de la courbe d'allumage sont une gêne pour la personne effectuant le calage, il est donc nécessaire d'éliminer ce paramètre vitesse sur la lecture du résultat.In all of the known methods, variations in the speed of rotation of the engine during setting of the ignition curve are a nuisance for the person performing the setting, it is therefore necessary to eliminate this speed parameter on reading the result.
Le point de réglage sera donc choisi dans la zone C de la figure 2 et pourra être traite par l'utilisateur par une méthode de comparaison d'une tension de consigne U3 représentative de l'avance à obtenir et d'une tension Ul reflétant l'avance vraie.The adjustment point will therefore be chosen in zone C of FIG. 2 and can be processed by the user by a method of comparison of a reference voltage U3 representative of the advance to be obtained and of a voltage Ul reflecting l 'true advance.
La tension de consigne sera donc définie d'une part par la vitesse de rotation du moteur et d'autre part par les coordonnées de deux points M et N délimitant la portion de courbe de ladite tension de consigne (voir fig. 2).The setpoint voltage will therefore be defined on the one hand by the speed of rotation of the motor and on the other hand by the coordinates of two points M and N delimiting the portion of the curve of said setpoint voltage (see fig. 2).
Avec le procédé décrit précédemment les deux tensions U1 et U3 évoluent respectivement en fonction de la vitesse, l'incertitude vitesse est donc entièrement éliminée puisque U1 = a V et U2 = b V donc lors de la comparaison pour une même vitesse quelconque on obtient :
Les erreurs entrainées par les fluctuations de vitesse sont donc entièrement suppriméesErrors caused by speed fluctuations are therefore entirely eliminated
Je plus, l'optimum des conditions de travail aussi bien sur chaîne de réglage que sur véhicule sera atteint en offrant à lbpé- rateur la visualisation aisée du travail qu'il effectue : il se rendra compte rapidement du niveau de la courbe réelle par rapport à la courbe idéale à l'aide de voyants lumineux tels que représentés à la fig. 1, dans laquelle les voyants de couleurs différentes 8a, 8b et 8c représentent respectivement 8a = les courbes concordent ; 8b : trop de retard de la courbe réelle, 8c : trop d'avance de ladite courbe réelle.Furthermore, the optimum working conditions both on the adjustment chain and on the vehicle will be achieved by offering the operator easy visualization of the work he is doing: he will quickly realize the level of the actual curve in relation to to the ideal curve using indicator lights as shown in fig. 1, in which the LEDs of
Un galvanomètre pourra reprendre la zone centrale correspondant au voyant 8a afin d'augmenter la précision du réglage du calage.A galvanometer can take over the central zone corresponding to the
Claims (1)
Applications Claiming Priority (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| FR7909263A FR2453987A1 (en) | 1979-04-12 | 1979-04-12 | METHOD FOR CONTROLLING THE SETTING OF A MOTOR VEHICLE IGNITER |
| FR7909263 | 1979-04-12 |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| EP0018251A1 true EP0018251A1 (en) | 1980-10-29 |
| EP0018251B1 EP0018251B1 (en) | 1982-04-07 |
Family
ID=9224253
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| EP19800400408 Expired EP0018251B1 (en) | 1979-04-12 | 1980-03-27 | Method of controlling the ignition timing of a motor vehicle |
Country Status (5)
| Country | Link |
|---|---|
| EP (1) | EP0018251B1 (en) |
| DE (1) | DE3060274D1 (en) |
| ES (1) | ES8101203A1 (en) |
| FR (1) | FR2453987A1 (en) |
| PT (1) | PT71083A (en) |
Citations (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE2164909A1 (en) * | 1971-12-28 | 1973-07-12 | Siemens Ag | ARRANGEMENT FOR MEASURING THE TURN ANGLE IN COMBUSTION ENGINE |
| FR2241698A1 (en) * | 1973-06-01 | 1975-03-21 | Scans Associates Inc | |
| FR2294337A1 (en) * | 1974-12-10 | 1976-07-09 | Peugeot & Renault | DEVICE ALLOWING THE ADJUSTMENT OF THE IGNITION ADVANCE |
-
1979
- 1979-04-12 FR FR7909263A patent/FR2453987A1/en active Granted
-
1980
- 1980-03-27 EP EP19800400408 patent/EP0018251B1/en not_active Expired
- 1980-03-27 DE DE8080400408T patent/DE3060274D1/en not_active Expired
- 1980-04-10 ES ES490452A patent/ES8101203A1/en not_active Expired
- 1980-04-10 PT PT7108380A patent/PT71083A/en unknown
Patent Citations (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE2164909A1 (en) * | 1971-12-28 | 1973-07-12 | Siemens Ag | ARRANGEMENT FOR MEASURING THE TURN ANGLE IN COMBUSTION ENGINE |
| FR2241698A1 (en) * | 1973-06-01 | 1975-03-21 | Scans Associates Inc | |
| FR2294337A1 (en) * | 1974-12-10 | 1976-07-09 | Peugeot & Renault | DEVICE ALLOWING THE ADJUSTMENT OF THE IGNITION ADVANCE |
Also Published As
| Publication number | Publication date |
|---|---|
| ES490452A0 (en) | 1980-12-01 |
| DE3060274D1 (en) | 1982-05-19 |
| PT71083A (en) | 1980-05-01 |
| FR2453987B1 (en) | 1983-12-16 |
| EP0018251B1 (en) | 1982-04-07 |
| FR2453987A1 (en) | 1980-11-07 |
| ES8101203A1 (en) | 1980-12-01 |
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