JPS6218684Y2 - - Google Patents

Description

[Detailed Description of the Invention] The present invention relates to an engine warm-up improvement device for speeding up the warm-up of the exhaust system, particularly as a measure against exhaust gas during cold and cold weather.

Catalytic converters and reactor devices installed in engine exhaust systems as exhaust gas countermeasures have poor exhaust gas purification efficiency until they reach a predetermined operating temperature, that is, when they are cold, and emit a large amount of HC and CO. Warm-up of the catalytic converter and reactor device is particularly poor when starting in cold weather, which requires the operation of the engine's cooling device. It is known that in order to speed up the warm-up of a catalytic converter or reactor device, it is sufficient to increase the amount of intake air by increasing the idle opening in order to increase the exhaust gas temperature. However, simply increasing the idle opening of the throttle valve increases the idle speed, which may cause the vehicle to start running against the driver's will, and also reduces deceleration performance, resulting in an increase in brake operation time. This may lead to secondary failures such as premature wear and tear.

As one of the exhaust gas countermeasures to purify the exhaust gas emitted from the engine, the opening degree of the throttle valve at the idle position is increased by a fast idle device that is linked to the throttle valve when it is closed. Japanese Patent Publication No. 50-3444 discloses an exhaust gas countermeasure device that includes both a structure that detects the engine temperature and automatically retards the ignition timing when the engine temperature is below a predetermined temperature. In this known device, when the engine is started from a cold state, the ignition timing is set in advance to be delayed because the engine temperature is below a predetermined temperature, and therefore only the chiyoke device is used. When the engine is started by operating the engine, the throttle valve is closed and the fast idle device increases the idle opening of the throttle valve and delays the ignition timing. A preferable warm-up operation of the engine is started. However, in this known device, the operation of retarding the ignition timing is controlled independently of the operation of the choke valve depending on the engine temperature, so that when the engine reaches a warm-up state, the operation of the brake valve and the fast idle device is stopped. When it is no longer necessary and there is no longer a need to retard the ignition timing, it is not guaranteed that the point at which the operation of the choke valve and the fast idle device is canceled always coincides with the point at which the operation to retard the ignition timing is canceled. In other words, even if the operation of the check valve and the associated fast idle device are canceled by manual or automatic operation, the operation of delaying the ignition timing will continue for a while, or conversely, the operation of the check valve and the accompanying fast idle device will continue to delay the ignition timing for a while. Prior to activation of the fast idle system being manually or automatically deactivated, activation of retarding ignition timing may often be deactivated separately based on engine temperature. If the operation of retarding the ignition timing continues even after the operation of the check valve and fast idle device is canceled, there will be a disadvantage that the engine output will temporarily decrease significantly, and conversely, the operation of the check valve and fast idle device will be canceled. If the operation to retard the ignition timing is canceled in advance, there will be an inconvenience that the engine will temporarily rev up during that period.

SUMMARY OF THE INVENTION An object of the present invention is to provide an engine warm-up improvement device that can speed up the warm-up of a catalytic converter and a reactor device during a cold start of an engine without causing the above-mentioned problems.

According to the present invention, the purpose is to provide a throttle device including a throttle valve, a fast idle device that slightly increases the opening degree of the throttle valve at its idle position, and ignition timing control based on normal ignition timing and a control system that is delayed from the normal ignition timing. and an ignition timing control device that can selectively perform ignition timing control based on the ignition timing, and both the fast idle device and the ignition timing control device are operated in response to the operation of the ignition timing device. operatively connected to the chiyoke device by a coupling means selected from electrical coupling means, hydraulic coupling means, and mechanical coupling means so as to close the chiyoke valve, and when the chiyoke device is actuated so as to close the chiyoke valve. In conjunction with this, the fast idle device is operated to increase the opening of the throttle valve at the idle position, and the ignition timing control device is operated to control the ignition timing using an ignition timing that is delayed from the normal ignition timing. This is achieved by an engine warm-up improvement device characterized by:

According to this configuration, when the check valve of the check device is closed, the fast idle device increases the idle opening of the throttle valve and retards the ignition timing, so that the idle opening is increased. However, the engine speed does not increase that much, and the exhaust gas temperature increases due to the retardation of the ignition timing, and both the intake air amount increases due to the increase in idle opening and the exhaust gas temperature increases due to the retardation. The warm-up of the exhaust system can be accelerated.

In addition, according to the present invention, the ignition timing is retarded in conjunction with the operation of the chiyoke device, that is, the ignition timing is retarded only when a relatively rich mixture is supplied, which improves driveability. There is little deterioration of the engine, and there is no need to provide special sensors such as a water temperature sensor to detect when the engine is cold for ignition timing retard control, and ignition timing retard control can be performed with a simple circuit. , it is possible to achieve the intended purpose at low cost and with high reliability.

DESCRIPTION OF THE PREFERRED EMBODIMENTS The present invention will be described in detail below with reference to the accompanying drawings.

FIG. 1 is a diagram showing one embodiment of the engine warm-up improvement device according to the present invention. In the figure, 1
1 is an engine intake pipe (not shown in the figure). Inside the intake pipe 1, a bench lily 2 is formed, and on the downstream side thereof, a throttle valve 3 has a throttle valve shaft 4 as a rotation fulcrum. Further, on the upstream side of the bench lily 2, a chiyoke valve 5 is provided so as to be rotatable about a chiyoke valve shaft 6 as a rotational fulcrum. The throttle valve shaft 6 is provided with a throttle valve lever 7 that rotates integrally with the throttle valve 5, and the throttle valve lever 7 is provided with a star rotatably supported on the throttle valve shaft 4. It is interlocked and connected to the holding lever 8 via a connecting rod 9. One end of the starting lever 8 is connected to one end of a choke wire 10, and when the starter wire 10 is pulled to the right in the figure by operating a choke button 11 on the driver's seat, the throttle valve shaft 4 in the clockwise direction, and the connecting rod 9 and the connecting rod 9 and the connecting rod 7 rotate the connecting rod 5 in the clockwise direction, that is, in the closing direction. Further, the starting lever 8 is provided with an adjusting screw 13 that can be engaged with the fast idle lever 12 that is integrally supported on the throttle valve shaft 4, and is rotated clockwise as described above. At the same time, the return position of the throttle valve 3 is set via the fast idle lever 12 to a position a predetermined amount wider than the normal idle position, that is, to the fast idle position.

Reference numeral 14 denotes a two-point distributor, which includes a first contact breaker 15 that provides normal ignition timing, and a first contact breaker 15 that provides ignition timing that is delayed by a predetermined amount from the normal ignition timing. one of the first and second contact breakers 15 and 16 is selectively connected to the primary coil of the ignition coil 17 by a relay switch 18. It's summery. The relay switch 18 includes a first contact 21 electrically connected to the first contact breaker 15, a second contact 22 electrically connected to the second contact breaker 16, and a second contact 22 electrically connected to the ignition coil. 17
a movable contact 20 connected to the primary coil; when the electromagnetic coil 19 is energized, the movable contact 20 is connected to the second contact 22; When power is not applied to 19, it is connected to the first contact 21. The electromagnetic coil 19 of the relay switch 18 is selectively supplied with current from a battery power source 23 via an ignition switch 24 and a choke switch 25. The check switch 25 is activated when the check button 11 of the check device is pulled.
That is, it closes when the check valve 5 is closed, and opens when the check button 11 is returned, that is, when the check valve 5 is opened.

Therefore, when the throttle valve 5 is closed by pulling the throttle button 11, the idle opening of the throttle valve 3 is increased, and at the same time, the throttle switch 25 is closed.
When the electromagnetic coil 19 of the relay switch 18 is energized and the movable contact 20 is connected to the second contact 22, the second contact breaker 16
is electrically connected to the ignition coil 17.
Therefore, at this time, the engine is operated with the ignition timing delayed by a predetermined amount from the normal time, that is, with the retarded ignition timing.

When the check button 11 is returned, the check valve 5 is opened, and the idle opening of the throttle valve 3 is returned to the normal opening.At the same time, the check switch 25 is opened, so that the electromagnetic coil 19 of the relay switch 18 is opened. The movable contact 20 is connected to the first contact 21. As a result, the first contact breaker 15 is electrically connected to the ignition coil 17, and at this time the engine is operated with normal ignition timing.

FIG. 2 shows another embodiment of the engine warm-up improvement device according to the present invention. In FIG. 2, parts corresponding to those in FIG. 1 are designated by the same reference numerals as those in FIG. In the case of this embodiment, a negative pressure type ignition timing control device 30 having a retard characteristic is incorporated in place of the two-point distributor. The negative pressure type ignition timing control device 30 has a casing 3
1 to define a first diaphragm chamber 32 on the right side in the figure, and a second diaphragm chamber 3 on the left side in the figure.
It is provided with a diaphragm 34 having a diameter of 3. The diaphragm 34 is connected to an advancer slot 37, and when the diaphragm 34 deviates to the right in the figure from the neutral position given by the balance with the adjustment springs 35 and 36, the ignition timing is advanced and the diaphragm 34 moves to the left. Nowadays, the ignition timing is retarded.
Either one of the first and second diaphragm chambers 32, 33 is selectively connected to an intake pipe negative pressure outlet port 39 provided in the intake pipe 1 by an electromagnetic switching valve 38. ing. The electromagnetic switching valve 38 includes a valve body 42 that is moved by an electromagnetic coil 40, and when the electromagnetic coil 40 is energized, the valve body 42 connects the intake pipe negative pressure outlet port 39 to the The first diaphragm chamber 32 is connected to the second diaphragm chamber 33 and the first diaphragm chamber 32 is opened to the atmosphere.On the other hand, when the electromagnetic coil 40 is not energized, the intake pipe negative pressure outlet port 39 is connected to the first diaphragm chamber 32. 32 to open the second diaphragm chamber 33 to the atmosphere. Electromagnetic coil 40 of electromagnetic switching valve 38
Similar to the electromagnetic coil 19 of the relay switch 18 in the above-described embodiment, the current supplied by the battery power supply 23 is selectively supplied via the ignition switch 24 and the choke switch 25. In this case, the intake pipe negative pressure outlet port 39 is located upstream of the throttle valve 3 when it is at the normal idle opening position, and during fast idle when the throttle valve 3 is opened by a predetermined amount from the idle opening position. It is provided so as to be located on the downstream side when it is at the opening degree and when it is opened further.

Therefore, when the check button 11 is pulled and the check valve 5 is closed, the throttle valve 3 is simultaneously opened beyond the intake pipe negative pressure outlet port 39 to the fast idle opening as shown in the figure, and the electromagnetic switching valve 38 is also opened. The electromagnetic coil 40 is energized, and the intake pipe negative pressure takeout port 39 is connected to the second diaphragm chamber 33 of the negative pressure type ignition timing control device 30 through the valve body 42, so that the intake pipe negative pressure is taken out. The intake pipe negative pressure present at the port 39 is introduced into the second diaphragm chamber 33. Therefore, the diaphragm 34 is moved to the left in the figure by the negative pressure acting on its left side in the figure, thereby retarding the ignition timing. On the other hand, when the check button 11 is returned and the check valve 5 is opened, the idle opening of the throttle valve 3 is returned to the normal opening, and the energization to the electromagnetic coil 40 of the electromagnetic switching valve 38 is stopped. The second diaphragm chamber 33 is opened to the atmosphere, and the first diaphragm chamber 32 is connected to the intake pipe negative pressure outlet port 39 instead. Therefore, at this time, normal negative pressure advance is performed by the negative pressure appearing at the intake pipe negative pressure outlet port 39.

FIG. 3 shows an applied example of the embodiment shown in FIG. In FIG. 3, parts corresponding to those in FIG. 2 are designated by the same reference numerals as those in FIG. 2. In the case of such an embodiment, a first intake pipe negative pressure outlet port 43, conventionally known as an advance port, and a second intake pipe negative pressure outlet port 44, which is always located downstream of the throttle valve 3, are connected to each other. Of these, the first intake pipe negative pressure outlet port 43 is connected to the first diaphragm chamber 32 via the electromagnetic switching valve 38, and the second intake pipe negative pressure outlet port 44 is connected to the electromagnetic switching valve 38. The openings are selectively connected to the second diaphragm chamber 33 through the openings. When the electromagnetic coil 40 is energized, the valve body 42 of the electromagnetic switching valve 38 connects the second intake pipe negative pressure outlet port 44 to the second diaphragm chamber 33 and connects the first diaphragm chamber 32 to the second intake pipe negative pressure outlet port 44. When the electromagnetic coil 40 is not energized, the first intake pipe negative pressure outlet port 43 is connected to the first diaphragm chamber 32 and the second diaphragm chamber 33 is opened to the atmosphere. is now open to the atmosphere.

Therefore, even in this embodiment, when the check button 11 is pulled and the check valve 5 is closed,
The idle opening degree of the throttle valve 3 is increased to the fast idle opening degree, and the electromagnetic coil 40
is energized, and the second intake pipe negative pressure outlet port 44 is connected to the second diaphragm chamber 3 by the valve body 42.
3 and the first diaphragm chamber 32 is open to the atmosphere, so that the second diaphragm chamber 3
3, the diaphragm 34 is biased to the left in the figure, thereby retarding the ignition timing. On the other hand, when the check button 11 is returned and the check valve 5 is opened, the idle opening degree of the throttle valve 3 is returned to the normal opening degree, and the energization to the electromagnetic coil 40 is stopped, and the valve body 42 The second diaphragm chamber 33 is opened to the atmosphere, and the first diaphragm chamber 32 is instead connected to the first intake pipe negative pressure outlet port 43 . At this time, normal negative pressure advance control is performed by the negative pressure appearing at the first intake pipe negative pressure outlet port 43.

It goes without saying that the present invention can also be applied to an engine equipped with a full transistor type ignition system, and in this case, the signal from the choke switch 25 may be applied to the full transistor unit.

Although the present invention has been described above in detail with reference to specific embodiments, those skilled in the art will recognize that the present invention is not limited to these and that various embodiments are possible within the scope of the present invention. It should be obvious.

[Brief explanation of the drawing]

FIG. 1 is a diagram showing one embodiment of the engine warm-up improvement device according to the present invention, FIG. 2 is a diagram showing another embodiment of the engine warm-up improvement device according to the present invention, and FIG. The figure is a diagram showing yet another embodiment of the engine warm-up improvement device according to the present invention. 1... Intake pipe, 2... Bench lily, 3... Throttle valve, 4... Throttle valve shaft, 5...
...Chiyoke valve, 6...Chiyoke valve shaft, 7
...Chiyoke valve lever, 8...Starting lever, 9...Connection rod, 10...Chiyoke wire, 11...Chiyoke button, 12...Fast idle lever, 13...Adjustment screw, 14... Two-point distributor, 15
...first contact breaker, 16 ... second contact breaker, 17 ... ignition coil, 18 ... relay switch, 19 ... electromagnetic coil, 20 ... movable contact, 21 ... first contact ,
22...Second contact, 23...Battery power supply, 2
4...Ignition switch, 25...Chiyo switch, 30...Negative pressure type ignition timing control device,
31...Casing, 32...First diaphragm chamber, 33...Second diaphragm chamber, 34...
Diaphragm, 35, 36...adjustment spring, 37...
...Advance rod, 38...Solenoid switching valve, 39
...Intake pipe negative pressure takeout port, 40...Solenoid coil, 42...Valve body, 43...First intake pipe negative pressure takeout port, 44...Second intake pipe negative pressure takeout port.

Claims (1)

[Scope of utility model registration request] A choke device including a choke valve, a fast idle device that slightly increases the opening of the throttle valve at its idle position, and either ignition timing control using normal ignition timing or ignition timing control using a later ignition timing. an ignition timing control device capable of selectively performing the above-mentioned fast idle device and the ignition timing control device, the fast idle device and the ignition timing control device both having electrical connection means and hydraulic connection means so as to be activated in response to the operation of the brake control device. the fast idle device is operatively connected to the tee yoke device by a coupling means selected from the coupling means and mechanical coupling means, and the fast idle device is operatively connected to the tee yoke device when the tee yoke device is actuated so as to close the tee yoke valve. An engine characterized in that the ignition timing control device is operated to increase the opening degree of the tuttle valve at an idle position, and the ignition timing control device performs ignition timing control using an ignition timing that is delayed from the normal ignition timing. Warming-up improvement device.