JPS6014936Y2 - Internal combustion engine ignition timing control device - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention relates to an ignition timing control device for an internal combustion engine having a knock avoidance device that avoids knocking by introducing a knock suppressant into a combustion chamber.

Generally, in an internal combustion engine, the ignition timing is adjusted by a centrifugal advance device, a vacuum advance device, etc. of the distributor.

It is desirable to match this ignition timing to the ignition timing at which the engine produces the most torque, the so-called ignition timing, but in reality, to avoid knocking in the high load range, there is
The applicant has proposed a knocking avoidance device that introduces a knocking inhibitor to lower the combustion temperature and avoid knocking in the low, medium speed, and high load range.

(Refer to Utility Model Application Publication No. 1983-63841) For example, the first
As shown in the figure, a passage 5 provided with a float chamber 4 is communicated from a tank 1 of a knocking suppressant L (for example, water, an aqueous ethanol solution, etc.) to a venturi portion 3 of an intake passage 2, and a solenoid valve is provided in this passage 5. 6 is arranged to open and close the passage 5.

This solenoid valve 6 is connected to a suction negative pressure switch 7 that detects suction negative pressure and operates 0N-OFF, and operates the valve element 6a in the opening direction during high load via a battery 8 and an ignition switch 9. The passage 5 is communicated.

On the other hand, inside the tank 1, a support rod 11 having a reed switch 10 at its lower end that senses magnetism and opens and closes the contacts is installed vertically from the lid 12, and a ring-shaped float 13 is attached to the support rod 11. The float 13 is inserted through the support rod 11 so that it moves up and down as the level of the knock control agent changes.

A magnetic material 14 is disposed on the inner diameter of the float 13, and when the float 13 descends and reaches the vicinity of the reed switch 10, that is, when the remaining amount of the knocking suppressant decreases below a predetermined amount, Close the contacts of reed switch 10.

This reed switch 10 is powered by a battery 8 and is wired to a fluid level warning light 15 via an ignition switch 9. When the reed switch 10 is activated, the warning light 15 is turned on and the knock suppressant is supplied to the driver. Warn of low risk.

In the figure, 16 is an atmosphere communication port, and 17 is a fuel float chamber 18.
, a carburetor equipped with a fuel jet 19, an air bleed 20, a fuel injection nozzle 21, etc., and 22 is a throttle valve.

However, in an internal combustion engine using such a conventional knocking avoidance device, if the amount of knocking suppressant decreases below a predetermined amount as described above, only the liquid level warning light 15 issues a warning.

However, if the engine continues to operate in this state, atmospheric air will flow into the intake passage 2 through the passage 5, causing a dilution of the fuel mixture and making knocking more likely to occur.

In view of these conventional problems, the present invention stops the supply of knock suppressant when the remaining amount of knock suppressant decreases below a predetermined amount, and retards the ignition timing by a predetermined amount during high-load operation. This provides an ignition timing control device that avoids the occurrence of knocking even when the knocking suppressant is no longer supplied.

Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings.

Incidentally, the same parts as those in the conventional configuration described above are given the same reference numerals, and the explanation thereof will be omitted.

That is, in FIG. 2, reference numeral 30 denotes a vacuum controller body disposed in the distributor 31 to retard the ignition timing by a predetermined amount at a specific load when the supply of the knocking suppressant is cut off. The main body 30 includes a negative pressure sensing section 32 in which a load chamber 32a and an atmospheric chamber 32b are separated by a diaphragm 33, a solenoid chamber 34 disposed at the end of the negative pressure sensing section 32 on the atmospheric chamber 32b side, and the diaphragm 32. The link 35 rotates the breaker base 31a of the distributor 31 in response to fluctuations in the distributor 33.

The negative pressure chamber 32a of the negative pressure sensing section 32 receives the suction negative pressure near the throttle valve 22 through a pipe (not shown) through an intake port 32c.
At the same time, a spring 36 is disposed in this negative pressure section 32a to urge the diaphragm 33 toward the atmospheric chamber 32b.

A sliding body 37 whose one end surface protrudes into the atmospheric chamber 32b and slides approximately perpendicularly to the diaphragm 33 is fitted into the solenoid chamber 34, and a collar portion 37a is formed at the other end of the sliding body 37. A first solenoid 38 is disposed around the periphery of the flange 37a.

This first solenoid 38 is connected to the ignition switch 9
When in the ON state, a specific magnetic pole is generated between the two poles.

On the other hand, on the side wall of the atmospheric chamber 32b of the solenoid chamber 34, a second solenoid 39 is provided opposite to the first solenoid 38.
The flange 37a is fixed by the Z spring 40.
At the same time, the sliding body 37 is connected to the first and second solenoids 38 .
39 is a biasing direction to move away from each other.

Furthermore, a seat 41 is movably disposed on the atmospheric chamber 32b side of the diaphragm 33, and this seat 41 and the sliding body 37
A spring 42 is disposed between the diaphragm 33 and the protruding end in the atmospheric chamber 32b to bias the diaphragm 33 and the sliding body 37 away from each other.

The spring 42 is designed to stop pressing the diaphragm 33 when the diaphragm 33 is attracted toward the negative pressure chamber 32a and the diaphragm 33 is moved from a predetermined position.

43 is 0N-O depending on the remaining amount of knock suppressant.
This is a relay switch that changes the magnetic pole of the second solenoid 39 by the reed switch 10 that is turned OFF, and when the reed switch 10 is in the OFF state, that is, when there is sufficient knocking suppressant, the relay switch 43
As a result, the opposing poles of the first and second solenoids 38 and 39 are made to be different from each other, and both of them are brought close to each other.

On the other hand, when the reed switch 10 is in the ON state, that is, when the amount of knocking suppressant decreases below the predetermined amount, the relay switch 43 sets the opposite poles of the first and second solenoids 38 and 39 to the same pole, so that they are mutually connected. Make it ostracized.

Reference numeral 44 denotes a reed switch for a solenoid valve that switches the solenoid valve 6 depending on the remaining amount of the 7-king inhibitor. 0N- by switch 10
Turn off.

For example, when the reed switch 10 is OFF, the solenoid valve reed switch 44 is turned ON to open the valve body 6a of the solenoid valve 6 and open the passage 5.

On the other hand, when the reed switch 10 is ON, the solenoid valve reed switch 6 is turned OFF to close the passage 5 with the valve body 6a.

With the above configuration, when the ignition switch 9 is turned ON and the engine is operating, when there is sufficient knocking suppressant in the tank 1, that is, when the reed switch 10 is OFF, the solenoid valve reed switch 44 is turned ON, and the solenoid valve 6
When the passage 5 is opened, the first and second solenoids 38 and 39 of the vacuum controller main body 30 are attracted to each other, and the spring 42 moves toward the diaphragm 33 together with the sliding body 37.

At this time, when the engine is operating under high load, the suction negative pressure acting on the negative pressure chamber 32a is low as shown in FIG. 3A, so the guyaflame 33 moves toward the atmospheric chamber 32b.

At this time, the spring stress of the spring 42 is increased, and the diaphragm 33 is stopped at a position where the spring 42 and the spring 36 are balanced with the suction negative pressure.

For this reason, the extrusion of the link 35 is suppressed at a predetermined position by the spring 42, and the ignition is performed with the retard angle of the distributor 31 slightly earlier.

Next, when the engine is under low load, the suction negative pressure acting on the negative pressure chamber 2a increases as shown in FIG. .

At this time, regardless of the pressing force of the spring 42, the link 35 is pulled back in a state where the suction negative pressure and the spring 36 are balanced, and the ignition timing is advanced.

Further, contrary to the above-mentioned state, when the amount of the 7-king inhibitor in the tank 1 decreases below a predetermined amount, that is, when the reed switch 10 is ON, the solenoid valve reed switch 44
is turned OFF, the passage 5 is closed by the electromagnetic valve 6, and the first and second solenoids 38 and 39 repel each other, and the spring 42 and the sliding body 37 move against the diaphragm 33.
move away from.

Further, in this case, the warning light 15 lights up as in the conventional case.

At this time, when the engine is under high load, the pressing position of the spring 42 is on the diaphragm 3 as shown in FIG. 3C.
3, the diaphragm 33 is far from the spring 36
．． The balance between the biasing force of 42 and the low suction negative pressure
Move significantly to the 2b side.

Therefore, the link 35 protrudes further than the state shown in FIG.

Next, when the engine is under low load, high suction negative pressure acts on the negative pressure chamber 32a and the diaphragm 33
is moved to the negative pressure chamber 32a side.

In this case, the urging force of the spring 42 does not act on the diaphragm 33, as described in FIG. 3B, and the link 35 is pulled back by the same amount as in FIG.

That is, in this case, the ignition angle is advanced to a constant value when the engine load is low, regardless of whether the knocking suppressant is supplied.

FIG. 4 is a diagram showing the characteristics of each of the ignition advance states described above in relation to the suction negative pressure acting on the negative pressure chamber 32a.

In other words, as is clear from this figure, when the suction negative pressure is low (high load), the ignition advance angle differs depending on whether or not knock suppressant is supplied, but when the suction negative pressure is high (low Under load), it can be seen that the ignition advance angle is the same in both cases.

FIG. 5 shows another embodiment in which, without using the vacuum control main body 30 shown in the previous embodiment and the relay switch 43 for appropriately operating the vacuum control main body 30, a conventional distributor 31' is provided with The first and second points 50 and 51, which are slightly different from each other, are provided to form the so-called W point, and the first point 50 is advanced from the second point 51 by the required advance angle for opening.

Moreover, the ignition timing at the first point 50 is the MBT mentioned above.
Make it approximately match the ignition timing.

52 is turned on and off by the ignition switch 9
The secondary current side of this ignition coil 52 is connected to the 11th second point 50.
51 via wiring H2, Ha, and during the wiring, a point reed switch is connected via the reed switch 10 and a suction negative pressure switch 53 connected in series thereto and turned ON at high load. 54 are arranged.

This point reed switch 54 closes when both the reed switch 10 and the suction negative pressure switch 53 are turned on, causing a secondary current to flow to the second point 51.

Next, in this function, when there is sufficient knocking suppressant or when the load is low, the reed switch 10 and the suction negative pressure switch 53 are in the ρFF state, so the point reed switch 54 is also in the ρFF state. OFF, no secondary current flows through the second point 51, and only the first point 50 controls the ignition timing of the distributor 31'.

Therefore, the ignition timing side is set to an early position.

Next, when the remaining amount of the knocking suppressant decreases below the predetermined amount and when the load is high, the reed switch 10 and the suction negative pressure switch 53 are turned on, and the point reed switch 54 is turned on. A secondary current is applied to two points 51.

In this case, since the ignition timing is determined by the opening movement of the second point 51 regardless of the opening movement of the first point 50, the ignition timing is delayed by a predetermined eight.

In addition, when the second point 51 is opened, the first point 5
Needless to say, it is set so that 0 is in the open state.

Furthermore, FIG. 6 shows another embodiment in which, in place of the above-described mechanical control means for point droop, appropriate ignition timing is provided by electronic control.

That is, this embodiment includes an ignition timing setting circuit I60 that uses a negative pressure sensor to set the ignition timing according to the driving situation at that time;
An ignition timing setting circuit ll61 that sets the ignition timing by rotation speed pickup, and the above-mentioned ignition timing setting circuit I60.
Separately, the ignition timing setting circuit n [6
2 is provided.

The signals from each of the ignition timing setting circuits 60, 61, and 62 are introduced into an adding circuit 63 for processing, and then an ignition timing determining device 64 adjusts a reference angle signal from a distributor (not shown) to determine the ignition timing. The purpose is to control the

Here, the above-mentioned ignition timing setting circuit 1 [[62] is configured to switch the reed switch 10 and the suction negative pressure switch 53' only when the remaining amount of the knocking suppressant decreases below a predetermined amount and when it is placed in a high position. The signal is turned ON and the ignition timing setting circuit 11162 is activated to retard the ignition timing by a predetermined amount.

Further, as shown in FIG. 7, the ignition timing setting circuit I[6
The ON-OFF signal from the battery may be directly introduced into the addition circuit 63 without going through the addition circuit 63.

In this embodiment, the suction negative pressure, rotational speed, etc. were used to detect high load, but the invention is not limited to this, and torque or air flow rate in the intake passage may also be used.In short, appropriate load conditions can be detected. It is sufficient if it can be detected.

As explained above, the ignition timing control device for an internal combustion engine of the present invention is applicable to an internal combustion engine having a device for introducing a knocking suppressant into a combustion chamber to avoid knocking. When the amount decreases below a predetermined amount, the supply of the knocking suppressant is stopped and the ignition timing is delayed, which prevents knocking during high-load operation due to the knocking suppressant being consumed and running out. This has excellent practical effects in that it is possible to prevent this in advance and to temporarily continue operation until the knocking suppressant is replenished again without causing a sudden change in operating performance.

[Brief explanation of the drawing]

Fig. 1 is a configuration diagram showing a conventional knock avoidance device;
The figure is a block diagram of the ignition timing control device of the present invention, FIGS. 5 to 7 are a configuration diagram and a block diagram respectively showing other embodiments of the present invention. 1...tank, 2...intake passage, 6...
... Solenoid valve, 10 ... Reed switch,
15...Liquid level warning light, 17...Carburizer, 30...Vacuum controller body, 31
, 31'...distributor, 38, 39
... Solenoid, 43 ... Relay switch, 44 ... Reed switch, L ...
・Knocking suppressant.

Claims (1)

[Scope of utility model registration request] In an ignition timing control device for an internal combustion engine having a knock avoidance device that introduces a knock suppressant into a combustion chamber to avoid knocking at a specific load, when the remaining amount of the knock suppressant decreases to a predetermined amount or less, the knock suppressing device 1. An ignition timing control device for an internal combustion engine, characterized in that the supply of the agent to the combustion chamber is stopped, and the ignition timing during high-load operation is retarded by a predetermined amount.