JPS5815623B2 - Internal combustion engine ignition timing adjustment device - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention is an ignition timing adjustment device for an internal combustion engine, comprising: an adjustment device loaded by a control pressure taken from the intake system of the internal combustion engine, the adjustment device mainly controlling the ignition timing. It consists of an ignition timing advance adjustment box that is useful for early adjustment and an ignition timing retard adjustment box that is mainly useful for retarded ignition timing adjustment. The wall is connected to an adjustment rod, which is connected to the adjustment plate or breaker plate of the ignition distributor, and a stop actuatable according to the operating parameters of the internal combustion engine prevents the movement of the adjustment rod in the direction of retarding the ignition timing. A control valve that is provided to limit the internal combustion engine and is switched when the internal combustion engine reaches a predetermined operating temperature is located in the connecting passage between the control pressure source and the regulator in the intake system. related to things.

The present invention enables the internal combustion engine to heat up quickly and to reduce the emissions of harmful components of the exhaust gas by adjusting the ignition timing, and this ignition timing retardation adjustment can be adapted to the requirements of the internal combustion engine. Therefore, the ignition timing retard adjustment does not affect the ignition timing adjustment in other operating ranges of the internal combustion engine.

This problem is solved according to the invention by an ignition timing adjustment device according to the claims.

The invention will now be explained with reference to the drawings: FIG. 1 shows the emissions of nitrogen oxides, hydrocarbons and carbon monoxide plotted as a function of the air content λ.

In this case, curve 20 shows the amount of nitrogen oxide released, curve 21 shows the amount of hydrocarbons released, and curve 22 shows the amount of carbon monoxide released.

These curves 20, 21° 22 are a function of the air quantity λ.

This air amount λ is the air amount in the air-fuel mixture.

Therefore, when there is a normal composition mixture, λ=1.

The air amount λ becomes λ less than 1 when the air-fuel mixture becomes rich, and becomes λ>1 when it becomes thin.

As can be seen from the curves drawn in the drawing, the amount of CO-emitted decreases as the amount of air λ increases, and the amount of CH-emitted first decreases up to the amount of air λ-1,1, and then extends horizontally.
It increases again as the air amount λ increases.

The amount of NOx emissions increases strongly at first and the amount of air λ-1,1
It reaches a maximum at , and then decreases strongly again.

The curve shown in FIG. 1 applies to full-load operation when the internal combustion engine is warm.

On the other hand, when the internal combustion engine is started and is in a warm-up period, that is to say when the internal combustion engine and the exhaust system connected to it are cold, the CO and CH emissions increase significantly.

Particularly in the case of thermal and/or catalytic reaction applications, therefore, the exhaust system of an internal combustion engine must be heated rapidly so that the decomposition of carbon monoxide and hydrocarbons can take place rapidly by after-reactions. .

For this purpose, it has been proposed to significantly retard the ignition timing, moving it to a range of 10° to 25° after the top dead center of the piston of the internal combustion engine.

This late adjustment of the ignition timing helps the incomplete combustion to quickly heat up the exhaust system when the exhaust valve of the internal combustion engine opens.

This is done in part by the flame penetrating into the exhaust system of the internal combustion engine and thus increasing the heating.

Furthermore, if ignition is delayed, the thermal efficiency of the internal combustion engine will deteriorate, and the amount of nitrogen oxide emissions will be significantly reduced.

Once the temperature switch indicates that the exhaust system has been adequately heated, the additional delay adjustment is reduced so that the exhaust system is not heated beyond acceptable limits.

Figure 2 shows the top dead center of the piston in the cylinder of an internal combustion engine.
2 shows a device in which the retarding adjustment is carried out in a range of 25° behind the front.

In FIG. 2, the adjustment plate 23 of the ignition distributor is shown schematically.

The adjustment plate 23 of the ignition distributor is connected via an adjustment rod 24 to an ignition timing retard adjustment box 25 and an ignition timing advance adjustment box 26 .

This ignition timing retard adjustment provides a no-load operation retard adjustment that is useful for improving exhaust emissions during no-load operation.

Due to this ignition timing retardation adjustment of approximately 5° after top dead center OT, the combustion process in the combustion chamber of the internal combustion engine is delayed in such a way that even in no-load operation the exhaust gas has a sufficient temperature and the exhaust gas condition is good. be done.

The retard adjustment of the ignition timing retard adjustment box 25 is limited by a stop 27 that engages in a notch 28 of the adjustment rod 24.

The ignition timing advance adjustment box 26 performs ignition timing advance adjustment during partial load operation.

In order to perform the ignition timing retard adjustment within a range of 1° to 25° from top dead center, the stopper 21 is configured to be movable.

In this case, it is advantageous if the stop 27 can be changed in position by means of an electromagnet 29.

When the electromagnet is actuated, the stop is pulled back from the notch 28 in the adjustment rod 24, thus allowing the adjustment rod 24 to travel a greater distance and achieving a greater ignition retard adjustment.

Electromagnet 29 is activated by a temperature-related switch 30.

This switch 30 signals the operating temperature of the exhaust system of the internal combustion engine.

In the first switching position of the temperature-related switch, i.e. during the heating period of the exhaust system, this switch 3 (j
is closed.

The electromagnet 29 is therefore activated and the stop 27 is therefore pulled back.

This results in extreme ignition timing retardation during the heating period of the exhaust system of the internal combustion engine.

Furthermore, a temperature-related switch 30 connects the ignition timing retardation control box 25 with the intake manifold 32 of the intake system of the internal combustion engine during heating periods of the exhaust system of the internal combustion engine.
1.

The ignition timing advance adjustment box 26 is isolated from the intake pipe or intake manifold of the internal combustion engine during heating periods of the exhaust system.

Furthermore, the temperature-related switch 30 activates an auxiliary control valve 33 which bypasses the throttle valve 34 in the intake pipe 35 of the internal combustion engine.

By bypassing the throttle valve 34 in this way, the no-load operating speed does not drop during extreme ignition timing retard adjustments.

Therefore, during heating periods of the exhaust system of the internal combustion engine, the auxiliary control valve is opened and the bypass for the throttle valve 34 is opened.

When heating of the exhaust system of the internal combustion engine is completed, the auxiliary control valve is closed, and the bypass to the throttle valve 34 is cut off.

Moreover, the stopper 27 is pushed in again, so that in this case, the no-load operation delay adjustment can only be performed up to a maximum of about 5 degrees behind top dead center.

After a further heating period of the exhaust system has elapsed, the temperature-related switch 30 brings the control valve 31 into the second switching position.

In this second switching position, the ignition advance box 26 is connected to a hole 36 in the intake pipe 35 near the throttle valve 34 .

Furthermore, the ignition timing retardation control box 25 is likewise connected to a hole 37 in an intake pipe 35 located near the throttle valve 34.

In FIG. 3, the adjustment of the ignition timing is plotted as a function of rotational speed or intake manifold vacuum.

In this case, curve 38 shows the full-load operating regulation as a function of rotational speed.

From this curve 38, it can be seen that the ignition timing is not advanced in the low rotational speed range, the ignition timing is strengthened in the intermediate rotational speed range, and the ignition timing is almost unchanged in the high rotational speed range.

Curve 39 shows the ignition timing advance adjustment in part-load operation.

Curve 40 plots the ignition timing adjustment for no-load delay as a function of negative pressure.

It can be seen from curve 40 that the ignition timing retardation adjustment only takes place from a predetermined negative pressure.

This ignition timing retard adjustment is performed after the 5th upper row point as already mentioned.

Furthermore, curve 41 shows an extreme ignition timing retardation during the heating period of the exhaust system of the internal combustion engine.

From this curve, it can be seen that the same adjustment course as in the no-load operation ignition timing retard adjustment shown by curve 40 is taken, but when the no-load operation ignition timing retard adjustment is performed, the stopper of FIG. It can be seen that the curve continues to extend downwards where .

In this case, a subsequent ignition timing retardation adjustment is indicated.

In addition to showing an ignition timing advance adjustment curve 38 that applies to full-load operation, FIG. 4 also shows a total ignition timing adjustment curve 43 that applies to partial-load operation and no-load operation when the internal combustion engine is cold. There is.

It can be seen from this curve that in practice this curve runs parallel to the ignition advance characteristic curve 38 for full-load operation, which is shown in dashed lines.

In this case, the distance between the two curves 38 and 43 is determined by the extreme ignition timing retardation during heating up of the exhaust system of the internal combustion engine.

In FIG. 5, as in FIG. 4, the ignition timing advance adjustment curve 38 for full-load operation is shown in broken lines.

In addition, an ignition timing adjustment curve 44 is plotted which applies to part-load operation and full-load operation when the internal combustion engine is warmed up.

This curve shows that when the internal combustion engine is warm,
Ignition timing delay adjustment for no-load operation is effective only when the throttle valve is closed, and no-load operation occurs when the throttle valve is opened to obtain a higher rotation speed than the no-load operation speed. It can be seen that the ignition timing retardation adjustment for operation is interrupted and the ignition timing advance adjustment for part load operation becomes effective.

Another embodiment of the invention is shown in FIG.

Components that are the same or have the same effect as in the embodiment of FIG. 2 have the same reference numerals.

In the embodiment shown in FIG. 6, the adjustment movement of the stop 27 and the switching of the auxiliary control valve 33 is effected by pneumatic forces.

The position of the stopper 27 that engages in the notch 28 of the adjustment rod 24 that connects the adjustment plate 23 to the ignition timing retardation adjustment box 25 and the ignition timing advance adjustment box 26 is as follows:
It can be changed by a negative pressure adjustment box 42.

In this case, the position of the auxiliary control valve 32 is likewise changed by the negative pressure regulating box 45.

Both underpressure control boxes 42 and 45 are connected via a line 46 to a control valve 47.

This control valve 47 connects the two underpressure regulating boxes 42 and 45 with the intake manifold of the intake system of the internal combustion engine during the heating period.

Furthermore, this control valve 47 is connected to the ignition timing retard adjustment box 25 and the intake manifold 3 during the heating period of the exhaust system of the internal combustion engine.
Connect with 2.

The ignition timing advance adjustment box 26 is connected to the exhaust hole 48 in the control valve 47 during the heating period of the exhaust system.

Therefore, the ignition timing advance adjustment box 26 is released and the adjustment rod 24 is no longer adjusted.

After heating of the exhaust system has ended, the control valve 41 is switched into the second switching position by means of the temperature-related switch 30.

In this switching position, the ignition advance box 26 is connected to a hole 36 in the intake pipe 35 near the throttle valve 34 .

Furthermore, when the control valve 47 is in the second switching position, the conduit 46 is connected to the exhaust hole 48 of the control valve 47 .

Therefore, the negative pressure adjustment box 42 of the stopper 27 and the negative pressure adjustment box 45 of the auxiliary control valve 33 are released.

Furthermore, in the second switching position of the control valve 47, the unexpected timing retardation control box 25 is connected to a hole 37 in the intake pipe of the intake system of the internal combustion engine near the throttle valve 34.

The ignition timing adjustment curve provided by such a device is basically the same as that of FIGS. 3, 4, and 4 provided by the device of FIG.
It will be the same as Figure 5.

In Figure 7, the ignition timing advance adjustment curve 3 for full load operation is shown.
8 and a partial load operation ignition timing advance adjustment curve 39 are plotted.

Furthermore, in FIG. 7, curves 40 and 41 are plotted for the ignition timing retardation in no-load operation and for the extreme ignition timing retardation during heating of the exhaust system.

In FIG. 8, the ignition timing advance adjustment curve 38 for full-load operation and the total ignition timing adjustment curve 49, which corresponds to the total ignition timing adjustment curve of FIG. 4, are again plotted as broken lines in FIG.

It can be seen that in this case as well, the ignition timing is adjusted extremely late during warm-up operation.

In this case, the stopper 27 is pulled out of the recess 28 of the adjusting rod 24.

The ignition timing retard adjustment is based on the ignition timing adjustment curve 3 for full load operation.
8 (centrifugal force adjustment curve), so that the total ignition timing adjustment curve 49 runs parallel to the ignition timing adjustment curve 38 for full-load operation.

In FIG. 9, a full-load operation ignition timing curve 38 is shown in broken lines, and a total ignition timing curve 50 corresponding to the total ignition timing curve 50 in FIG. 5 is shown.

Another embodiment of the invention is shown in FIG.

The adjustment plate 23 of the ignition taste distributor is in this case connected via adjustment rods 24 to three negative pressure adjustment boxes.

The position of the adjustment rod 24 is the ignition timing retard adjustment box 52,
This can be changed by an ignition timing advance adjustment box 51 and an auxiliary ignition timing retard adjustment box 53.

In this case, the ignition timing delay adjustment for normal no-load operation is
This is done with an ignition timing retardation adjustment box 52 which is placed against a plate 54 which serves as a stop.

If the ignition timing is to be adjusted to be additionally delayed during the heating period of the exhaust system of the internal combustion engine, the diaphragm 55 of the auxiliary ignition timing retardation adjustment box 53 springs 56.
is forced to move to the right against the spring force.

This changes the stopper of the ignition timing retard adjustment box 52 during normal no-load operation.

By superimposing these two movements, that is, by superimposing the movements of the ignition timing retardation adjustment box 52 and the auxiliary ignition timing retardation adjustment box 53 during no-load operation, the movement distance of the adjustment rod 24 becomes larger, and as a result, the movement distance of the adjustment rod 24 becomes larger. Allows for large ignition timing delay adjustments.

The activation of the negative pressure regulating box 5L52, 53 takes place via a control valve 57 which assumes two different control positions in relation to the switching position of the temperature-related switch 30.

During heating periods of the exhaust system of the internal combustion engine, the auxiliary ignition timing retardation box 53 is therefore connected via the control valve 57 to the intake manifold 32 of the intake system of the internal combustion engine.

The ignition timing retard adjustment box for no-load operation is located in the hole 37 near the throttle valve 34 in the intake pipe 35 of the internal combustion engine.
directly connected to.

The ignition timing advance adjustment box is isolated from the intake system of the internal combustion engine during the heating period of the exhaust system and is connected to the exhaust hole 48 via the control valve 57 during this period.

Furthermore, a bypass is connected in parallel to the throttle valve 34 during the heating period of the exhaust system of the internal combustion engine.

An auxiliary control valve 33 is arranged in this bypass.

This auxiliary control valve 33 opens a conduit leading to the intake manifold 32 from a hole 59 located in the intake pipe 35 before the throttle valve 34 during the heating period.

When the exhaust system heating period ends, the control valve 57 is switched to the second switching position.

The bypass to the throttle valve 34 is then cut off by the auxiliary control valve 33 controlled by the negative pressure regulating box 45.

Furthermore, the auxiliary ignition timing retard adjustment box 53 is isolated from the intake manifold 32 and connected to the exhaust hole 48.

Furthermore, an ignition timing advance adjustment box 51 is connected to a hole 36 in the intake pipe 35 of the internal combustion engine near the throttle valve 34 .

The individual ignition timing curves achieved by the device are shown in FIG.

Curve 38 shows the ignition timing advance adjustment curve for full load operation;
Curve 39 shows the ignition timing advance adjustment curve for part load operation.

Curve 40 shows the ignition timing retard adjustment curve for no-load operation, and curve 59 shows the ignition timing retard adjustment curve when the engine is cold.

It can be seen from curve 59 that at a given intake manifold pressure the ignition timing is retarded more strongly than in the embodiments of FIGS. 2 and 6.

This is illustrated by the steep curve section 60.

This rapid ignition timing retardation adjustment is achieved by superimposing the movements of the ignition timing retardation adjustment box 52 in no-load operation and the auxiliary ignition timing retardation adjustment box 53.

Figure 12 shows the ignition timing advance adjustment curve 38 for full load operation,
6 shows an ignition timing adjustment curve 61 in partial load and no-load operation when the internal combustion engine is cold.

These curves show that extreme ignition timing retardation takes place at no-load operating speeds.

When the throttle valve is opened, the negative pressure in the ignition timing retard adjustment box 52 is eliminated, so that during part-load operation only the ignition timing retard adjustment box 53 is retarded.

This ignition timing adjustment curve is in this case also superimposed on the ignition timing adjustment curve for full-load operation and runs parallel to it.

In FIG. 13, reference numeral 38 designates the ignition timing adjustment curve for full-load operation, and curve 62 represents the total ignition timing adjustment curve for part-load and no-load operation when the internal combustion engine is warm.

This shows that the curve 62 is shifted by the value of the auxiliary retardation of the ignition timing when the internal combustion engine is cold and the value of the ignition timing advance adjustment in part-load operation.

FIG. 14 shows another embodiment of the ignition timing adjustment device of the present invention.

Adjustment plate 23 of the ignition distributor (not shown)
is adjusted via the adjustment rod 24.

The adjustment rod 24 is moved by an ignition timing advance adjustment box 51, an ignition timing retard adjustment box 52 for no-load operation, and an auxiliary ignition timing retard adjustment box 53.

The control box 51, 52, 53 is connected to the intake system of the internal combustion engine via a control valve 63.

This control valve 63 is brought into the second switching position by the temperature-related switch 30.

In this case, the first switching position is set during the heating period of the exhaust system.
The second switching position is taken after the heating period.

In the first switching position of the control valve 63, the no-load operation ignition timing retardation adjustment box 52 and the auxiliary ignition timing retardation adjustment box 53 are connected to the intake manifold 32 of the intake system of the internal combustion engine via the control valve 63. Ru.

The ignition timing advance adjustment box 51 is connected to the exhaust hole 64 and is connected to the slot valve 3 in the intake pipe of the internal combustion engine.
A bypass, which is opened by an auxiliary control valve 33, is located parallel to 4.

In this case, the auxiliary control valve is controlled via the negative pressure regulating box 45.

This negative pressure adjustment box
3 to the intake manifold 32 of the internal combustion engine.

The mode of operation of the ignition timing retard adjustment box 52 and the auxiliary ignition timing retard adjustment box 53 for no-load operation is already the first.
Since the explanation was given in the embodiment shown in FIG. 0, the explanation will be omitted here.

When the exhaust system of the internal combustion engine has finished warming up, the temperature-related switch 30 is switched and the control valve 63 assumes the second switching position.

In this switching position, the ignition advance box 51 is connected to a hole 36 arranged close to the throttle valve 34 in the intake pipe 35 of the internal combustion engine.

In FIG. 15, the ignition timing curve for the device in FIG. 14 is shown.

Reference numeral 38 indicates an ignition timing advance adjustment curve for full load operation, and reference numeral 39 indicates an ignition timing advance adjustment curve for partial load operation.

Curve 40 shows the ignition retard adjustment curve for no-load operation, and curve 59 shows the auxiliary ignition retard adjustment curve during the heating period of the exhaust system.

In FIG. 16, reference numeral 38 indicates the ignition timing adjustment curve for full load operation, and reference numeral 65 indicates the total ignition timing adjustment curve for partial load and no-load operation when the internal combustion engine is cold.

Curve 65 and curve 61 shown in FIG.
The difference is that in the embodiment of FIG. 10 the ignition timing retardation adjustment box for no-load operation is always connected to a hole located near the throttle valve 34 in the intake pipe of the internal combustion engine, whereas in the embodiment of FIG. In this device, an ignition timing retardation control box for no-load operation is connected to the intake manifold of the internal combustion engine during the heating period and to a hole located near the throttle valve 34 in the intake pipe of the internal combustion engine after the heating period. It is given by being there.

In FIG. 17, reference numeral 38 indicates the ignition timing advance adjustment curve for full-load operation, and reference numeral 66 indicates the total adjustment of the ignition timing during part-load and full-load operation when the internal combustion engine is warm.

[Brief explanation of drawings]

The drawings show several embodiments of the invention, the first
Figure 2 is a diagram showing the effect of the air amount λ on the exhaust gas of an internal combustion engine. Figure 2 is a diagram showing a device for retarding and adjusting the ignition timing during the heating period of the exhaust system. Figure 3 is a diagram showing the rotation speed and intake pipe negative Figure 4 shows the ignition timing adjustment curve in relation to pressure, Figure 4 shows the ignition timing adjustment curve in partial load and full load operation when the internal combustion engine is cold, and Figure 5 shows the ignition timing adjustment curve when the internal combustion engine is warm. FIG. 6 shows another embodiment of the device for adjusting the ignition timing; FIG. 7 shows the rotational speed of the internal combustion engine and the intake pipe. Figure 8 is a diagram showing the ignition timing adjustment curve in relation to negative pressure, Figure 8 is a diagram showing the ignition timing adjustment curve in partial load and no-load operation when the internal combustion engine is cold, and Figure 9 is a diagram showing the ignition timing adjustment curve when the internal combustion engine is warm. a diagram showing ignition timing adjustment curves in part-load and no-load operation when present;
FIG. 10 has an auxiliary ignition timing retard adjustment box;
A diagram showing another embodiment of a device for adjusting ignition timing,
Fig. 11 is a diagram showing the ignition timing adjustment curve related to the rotational speed of the internal combustion engine and the intake pipe negative pressure, and Fig. 12 is a diagram showing the ignition timing adjustment curve in partial load and no-load operation when the internal combustion engine is cold. 13 is a diagram showing the ignition timing adjustment curve in partial load and full load operation when the internal combustion engine is warm, and FIG. 14 is a diagram showing another device for adjusting the ignition timing having an auxiliary ignition timing retard adjustment box. FIG. 15 is a diagram showing an ignition timing adjustment curve related to the rotational speed of the internal combustion engine and intake pipe negative pressure, and FIG. 16 is a diagram showing partial load and no load when the internal combustion engine is cold. FIG. 17 is a diagram showing an ignition timing adjustment curve during operation, and FIG. 17 is a diagram showing an ignition timing adjustment curve during partial load and no-load operation when the internal combustion engine is warmed up.

Claims (1)

[Claims] 1. An ignition timing adjustment device for an internal combustion engine, comprising an adjustment device loaded by a control pressure taken from the intake system of the internal combustion engine, which adjuster serves to advance the ignition timing with an ignition timing advance adjustment box and an ignition timing adjustment device. The movable wall forming the wall of each pressure chamber of the ignition timing advance adjustment box and the ignition timing retard adjustment box is connected to an adjustment rod, and this adjustment rod controls the ignition timing. A stopper, which is connected to the regulating plate or breaker plate of the distributor and can be actuated depending on the temperature of the internal combustion engine, is provided to limit the movement of the regulating rod in the direction of retarding the ignition timing, so that the internal combustion engine reaches a predetermined load operating temperature. When the internal combustion engine reaches a predetermined load operating temperature, the control valve that is switched when the internal combustion engine reaches the predetermined load operating temperature The ignition timing retard adjustment box 25 is connected via the control valve 31 to an ignition timing retard hole 37 located immediately downstream of the throttle valve portion that can be pivoted downstream when the throttle valve 34 is in the closed position. Furthermore, the control valve 31 controls the ignition timing advance hole 36 disposed in the intake pipe within the swing range of the throttle valve 34 when the internal combustion engine reaches a predetermined load operating temperature.
and the ignition timing advance adjustment box 26 □
connection can be disconnected at a temperature lower than a predetermined load operating temperature during warm-up, and at the same time when the ignition retard adjustment box 25 is outside the swing range of the throttle valve 34 and downstream of the throttle valve 34. 1. An ignition timing adjustment device for an internal combustion engine, characterized in that the stopper 27 does not operate at a temperature lower than a predetermined load operating temperature.