SU980634A3

SU980634A3 - Device for controlling anticipation of ignition in internal combustion engine

Info

Publication number: SU980634A3
Application number: SU752305957A
Authority: SU
Inventors: Ота Исаму
Original assignee: Тойота Дзидося Когио Кабусики Кайся (Фирма)
Priority date: 1975-12-30
Filing date: 1975-12-30
Publication date: 1982-12-07

Description

Изобретение относится к средствам для регулирования угла опережения зажигания в двигателях внутреннего сгорания.The invention relates to means for adjusting the ignition timing in internal combustion engines.

'Известно устройство регулирования угла опережения зажигания в двигателе внутреннего сгорания, содер’ жащее вакуумный регулятор, распределитель зажигания, первое клапанное устройство, термочувствительный элемент и первый, второй и третий трубопроводы, причем вакуумный регулятор выполнен с полостями опережения и запаздывания и связан с распределителем зажигания, первый трубопровод связывает полость опережения с впускным коллектором до дроссельной заслонки, первое клапанное устройство соединено вторым трубопроводом с впускным коллектором.около дроссельной заслонки, а третьим - с полостью запаздывания вакуумного регулятораГ1 ].A device for controlling the ignition timing in an internal combustion engine is known, comprising a vacuum regulator, an ignition distributor, a first valve device, a heat-sensitive element and first, second and third pipelines, the vacuum regulator being made with advance and delay cavities and connected to the ignition distributor, the first pipeline connects the lead cavity with the intake manifold to the throttle, the first valve device is connected by the second pipeline to the intake manifold about the throttle, and the third - with the cavity of the delay of the vacuum regulator G1].

Однако в известном «устройстве диапазон регулирования момента зажигания в зависимости от режимов работы двигателя либо ограничен, либо достигается сложными средствами,при одновременном ограничении режимов ра боты, на которых это регулирование ₅ возможно.However, in the known “device, the range of regulation of the ignition moment, depending on the engine operating modes, is either limited or achieved by sophisticated means, while limiting the operating modes at which this regulation _{5 is} possible.

Цель изобретения - расширение диапазона регулирования угла опережения зажигания в зависимости от режимов работы двигателя.The purpose of the invention is the expansion of the range of regulation of the ignition timing, depending on the operating conditions of the engine.

Указанная цель достигается тем, что устройство дополнительно содержит четвертый, пятый и шестой тру-? бопроводы и второе клапанное устройство, которое при помощи четвертого трубопровода соединено с полостью впускного коллектора за дроссельной заслонкой, а при помощи пятого - с третьим трубопроводом, причем шестой трубопровод связывает первое кла· панное устройство с первым трубопроводом .This goal is achieved by the fact that the device additionally contains a fourth, fifth and sixth labor. pipelines and a second valve device, which is connected to the inlet manifold cavity behind the throttle valve by means of a fourth pipeline and a third pipeline by means of a fifth pipeline, and the sixth pipeline connects the first valve device to the first pipeline.

Кроме того, первое клапанное устройство содержит корпус с крышкой и днищем, цилиндрический клапан с фланцем, цилиндрическим гнездом и боковы980634 ми и осевым отверстиями, клапанный элемент, кольцевое и дисковое седла, наружную, внутреннюю и малую пружины и эластичные кольца, причем в' корпусе выполнены осевое отверстие для 'связи ,ς шестым трубопроводом, ббковое отверстие для связи с вторым трубопроводом и -отверстие в днище для связи с третьим трубопроводом, термочувствительный элемент размещен в днище корпуса и на последнем выполнено кольцевое седло, дисковое седло размещено на крышке корпуса у осевого отверстия, одно эластичное умные регуляторы 6 и 7 опережения и запаздывания.In addition, the first valve device comprises a housing with a cover and a bottom, a cylindrical valve with a flange, a cylindrical socket and side holes 980634 and axial holes, a valve element, annular and disk seats, outer, inner and small springs and elastic rings, moreover, axial hole for 'connection, ς sixth pipeline, side opening for communication with the second pipeline and a hole in the bottom for communication with the third pipeline, a thermosensitive element is placed in the bottom of the housing and the last a central saddle, a disk saddle is located on the housing cover at the axial hole, one elastic smart regulators 6 and 7 advance and delay.

Устройство содержит также первое 8 и второе 9 клапанные устройства.The device also contains the first 8 and second 9 valve devices.

₅ Трубопровод 10 соединен с карбюратором- 1 и с первым клапанным устройством 8. От трубопровода 11, являющегося первым трубопроводом и соединяющего вакуумный регулятор 6 опереже10 ния с карбюратором 1 в точке, расположенной перед дроссельной заслонкой, ответвляется трубопровод 12, который соединен с первым клапанным устройством 8. Имеется также трубопровод 13 кольцо расположено между крышкой кор- 1 пуса и цилиндрическим клапаном, другое - между цилиндрическим клапаном и клапанным элементом, который нагружен внутренней пружиной, наружная пружина размещена между фланцем ци- j линдрического клапана и крышкой корпу са, а малая пружина - в цилиндрическом гнезде с опорой на термочувствительный элемент. _{5 The} pipe 10 is connected to the carburetor-1 and to the first valve device 8. From the pipe 11, which is the first pipe and connecting the vacuum regulator 6 ahead of the carburetor 1 at a point located in front of the throttle valve, a pipe 12 branches off, which is connected to the first valve device 8. There is also a pipe 13, the ring is located between the housing cover 1 and the cylindrical valve, the other is between the cylindrical valve and the valve element, which is loaded with an internal spring, the external spring It is placed between the flange of the cylindrical valve and the housing cover, and the small spring is located in the cylindrical socket supported by the heat-sensitive element.

Второй клапанный элемент содержит 2 корпус, подпружиненную мембрану и · клапан, связанный с мембраной, причем мембрана делит полость корпуса на первую полость, связанную с четвертым трубопроводом, и вторую пог з лость, связанную постоянно с атмосферой и через клапан - с пятым трубопроводом.The second valve element comprises 2 bodies, a spring-loaded membrane and a valve connected to the membrane, the membrane divides the body cavity into a first cavity connected to the fourth pipeline and a second cavity permanently connected to the atmosphere and through the valve to the fifth pipeline.

На фиг. 1 приведена схема, поясняющая в целом конструкцию одного ³из вариантов исполнения устройства (первое и второе клапанные устройства изображены в разрезе); на фиг. 2 первое клапанное устройство при низкои температуре двигателя, увеличенный продольный разрез; на фиг. 3 то же, при высокой температуре двигателя; на фиг. 4 - первое и второе клапанные устройства при высокой температуре двигателя и высоком ваку- * уме во впускном коллекторе, увеличенный продольный разрез; на фиг. 5 вакуумный регулятор опережения и вакуумный регулятор запаздывания, вертикальный разрез.In FIG. 1 is a diagram explaining in general the design of one of ³ variants of the device (the first and second valve devices are shown in section); in FIG. 2 first valve device at low engine temperature, enlarged longitudinal section; in FIG. 3 the same at high engine temperatures; in FIG. 4 - the first and second valve devices at high engine temperatures and high vacuum * in the intake manifold, an enlarged longitudinal section; in FIG. 5 vacuum lead and lag vacuum regulator, vertical section.

Устройство содержит карбюратор 1, с дроссельной заслонкой, впускной кол лектор 2, один из цилиндров 3 двигателя внутреннего сгорания и впускной клапан 4. Распределитель 5 зажигания связан с запальными свечами (не показаны) соответствующих цилиндров. С распределителем 5 соединены ваку передачи вакуума, одним своим концом соединенный с впускным коллектором 2, а другим - с вторым клапанным устройством 9. Трубопровод 10 является вторым трубопроводом. Второе клапанное О устройство $ соединено· с вакуумным регулятором 7 запаздывания трубопроводом 14 и, кроме того, с первым клапанным устройством 8 трубопроводом 15, ответвляющимся от трубопрово5 да 14, являющегося вместе с трубопроводом 15 третьим трубопроводом. Четвертым трубопроводом является трубопровод 13.The device comprises a carburetor 1, with a throttle valve, an intake manifold 2, one of the cylinders 3 of the internal combustion engine and an intake valve 4. The ignition distributor 5 is connected to the glow plugs (not shown) of the respective cylinders. A vacuum transfer vacuum is connected to the distributor 5, with one end connected to the intake manifold 2, and the other to the second valve device 9. The pipeline 10 is the second pipeline. The second valve device O is connected with a vacuum delay controller 7 by a pipe 14 and, in addition, with a first valve device 8 by a pipe 15 branching off from a pipe 5 and 14, which together with pipe 15 is a third pipe. The fourth pipeline is pipeline 13.

Первое клапанное устройство 8 ⁰ (фиг. 2) содержит закрытый корпус, цилиндрической формы. К отверстиям, выполненным в двух торцах корпуса, подключены трубопроводы 12 и 15, а к отверстию, выполненному по центру ⁵ цилиндрической стенки корпуса, трубопровод 10 передачи вакуума. Трубопровод 11 содержит калиброванный участок 16. В противоположных внутренних торцах корпуса первого клапан⁰ ного устройства 8 выполнены кольцевое седло 17 клапана и имеющее форму диска седло 18 клапана. В корпусе установлен полый цилиндрический клапан 19, избирательно входящий в гер⁵ метйчный контакт с седлами 17 и 18 клапана. Наружный диаметр клапана 19 (фиг. 2) значительно меньше внутреннего диаметра корпуса, вследствие чего между внутренней периферийной о поверхностью корпуса’и наружной периферийной поверхностью клапана 19 имеется сравнительно большое пространство. Клапан T9 входит в контакт с одним из седел 17 и 18, одновремен15 но отходя от другого седла. Таким образом. седла 17 и 18 клапана и клапан 1^ образуют клапанное устройство, управляющее сообщением трубопроводовThe first valve device 8 ⁰ (FIG. 2) comprises a closed housing of cylindrical shape. Pipelines 12 and 15 are connected to the holes made at the two ends of the casing, and a vacuum transmission pipe 10 is connected to the hole made in the center ^{5 of the} cylindrical wall of the casing. The pipe 11 comprises a calibrated portion 16. At the opposite inner ends of the housing of the first valve ^{0 of the} device 8, an annular valve seat 17 and a disk-shaped valve seat 18 are formed. A hollow cylindrical valve 19 is installed in the housing, selectively entering into the hermetic ⁵ metal contact with the valve seats 17 and 18. The outer diameter of the valve 19 (Fig. 2) is much smaller than the inner diameter of the housing, as a result of which there is a relatively large space between the inner peripheral surface of the housing and the outer peripheral surface of the valve 19. The valve T9 comes into contact with one of the seats 17 and 18, while 15 but moving away from the other seat. Thus. valve seats 17 and 18 and valve 1 ^ form a valve device that controls the communication of pipelines

12, 15 и 10. На клапан 19 свободно надета спиральная пружина 20, стремящаяся переместить клапан 19 аксиально вниз. Одним своим концом спиральная пружина 20 упирается в верхнюю внутреннюю торцовую поверхность корпуса, а другим - в фланец 21 клапана 19. Согласно фиг. 2, клапан 19 нормально смещен спиральной пружиной 20 вниз.12, 15 and 10. A spiral spring 20 is loosely mounted on the valve 19, tending to move the valve 19 axially downward. At one end, the coil spring 20 abuts against the upper inner end surface of the housing, and the other against the flange 21 of the valve 19. According to FIG. 2, the valve 19 is normally biased downward by the coil spring 20.

В одном из торцов клапана 19 выполнено отверстие 22, обеспечивающее сообщение трубопровода 12 с внутренней полостью клапана 19. В цилиндрической стенке клапана 19 выполнена группа сквозных отверстий 23, обеспечивающих сообщение между полостью клапана и полостью корпуса. На наружной и внутренней поверхностях названУного выше первого торца клапана 19 ~~ закреплены (например приклеены) два эластичных кольца 24, ' которых имеется отверстие, отверстию 22.An opening 22 is made in one of the ends of the valve 19, which ensures that the pipeline 12 communicates with the internal cavity of the valve 19. A group of through holes 23 are made in the cylindrical wall of the valve 19, which provide communication between the valve cavity and the body cavity. On the outer and inner surfaces of the one above the first end of the valve 19 ~~ are fixed (for example, glued) two elastic rings 24, 'of which there is a hole, hole 22.

ствуют ударному взаимодействию торца с соответствующей частью корпуса.interfere with the impact interaction of the end face with the corresponding part of the body.

Во втором торце клапана 19 выполнено цилиндрическое гнездо 25, в котором установлена спиральная пружина 26. Одним своим концом пружина 26 упирается в термочувствительный элемент 27, закрепленный в корпусе. Термочувствительный элемент 27 выполнен по внешним очертаниям, практически цилиндрическим. В этом элементе заключено вещество, расширяющееся и сжимающееся пропорционально температуре двигателя. В клапане 19 расположен также клапанный элемент 28 в форме диска, нормально закрывающий отверстие 22, и спиральная пружина. 29, действующая таким образом, что клапанный элемент 28 нормально закрывает отверстие 22 за счет прижатия пружиной 29 к эластичному кольцу 24, закрепленному на внутренней поверх- ности верхнего торца клапана. 19.In the second end face of the valve 19, a cylindrical socket 25 is made in which a coil spring 26 is mounted. At one end, the spring 26 abuts against the heat-sensitive element 27 fixed in the housing. The thermosensitive element 27 is made in an external shape, almost cylindrical. This element contains a substance that expands and contracts in proportion to the temperature of the engine. In the valve 19 is also located a valve element 28 in the form of a disk, normally closing the hole 22, and a coil spring. 29, which acts in such a way that the valve element 28 normally closes the opening 22 by being pressed by a spring 29 against an elastic ring 24 fixed to the inner surface of the upper end of the valve. 19.

Второе клапанное устройство 9 содержит корпус 30, разделенный мембра- ной 31 на две камеры, (полости) 32 и 33 (фиг. 1 и 4). К камере 32 подключен четвертый трубопровод 13, передающий вакуум и действующий во впускном коллекторе 2. В камере 32 расположена пружина 34 мембраны 31 нормально смещающая последнюю вниз в положение, показанное на фиг. 1. Каме ра 33 через группу отверстий 35, выполненных в нижней стенке корпуса 3θ, в каждом из соосноеThe second valve device 9 comprises a housing 30 divided by a membrane 31 into two chambers, (cavities) 32 and 33 (Figs. 1 and 4). A fourth conduit 13 is connected to the chamber 32, which transmits a vacuum and acts in the intake manifold 2. In the chamber 32, a spring 34 of the membrane 31 is normally displaced last downward to the position shown in FIG. 1. The camera 33 through a group of holes 35 made in the lower wall of the housing 3θ, in each of coaxial

Эти кольца препят25 '1 сообщается с атмосферой. В камере 33 расположен соединенный с мембраной 31 клапан 36, нормально перекрывающий сообщение между камерой 33 и трубопроводом 14.These obstacle rings 25 '1 communicate with the atmosphere. In the chamber 33, a valve 36 connected to the membrane 31 is located, which normally closes the communication between the chamber 33 and the pipe 14.

В трубопроводе 11 в месте, прилежащем к его выходу в карбюратор 1, имеется калиброванный участок 16. Другой калиброванный участок 37 имеется в трубопроводе 15 в месте, прилежащем к точке его соединения с первым клапанным устройством 8. Калиброванные участки 16 и 37 выполнены так, что давление перед дроссельной заслон кой карбюратора 1 и давление в первом клапанном устройстве 8 могут не оказывать влияния на давление в трубопроводах 12 и 15, ответвленных от трубопроводов 11 и 14 соответственно.In the pipe 11 in the place adjacent to its outlet to the carburetor 1, there is a calibrated section 16. Another calibrated section 37 is in the pipe 15 in the place adjacent to the point of its connection with the first valve device 8. The calibrated sections 16 and 37 are made so that the pressure in front of the throttle valve of the carburetor 1 and the pressure in the first valve device 8 may not affect the pressure in the pipelines 12 and 15, branched from the pipelines 11 and 14, respectively.

Как видно из фиг. 5, вакуумные регуляторы 6 и 7 опережения и запаздывания выполнены как единый узел. Их корпуса 38 и 39 соответственно соединены через мембрану 40, установленную между открытыми торцами корпусов 38 и 39· В корпусах 38 и 39 расположены спиральные пружины 41 и 42 соответственно одинаковой жесткости. Спиральная пружина 41 одним своим торцом контактирует с внутренней ' поверхностью торцовой стенки корпуса 38, а другим - с диском 43, расположенным между этой пружиной и мембраной 40. Спиральная пружина 42 одним своим торцом контактирует с внутренней поверхностью торцовой стенки корпуса 39, а другим - с диском 44, установленным между спиральной пружиной 42 и мембраной 40. При такой конструкции в случае равенства давлений в регуляторах опережения и запаздывания мембрана 40 занимает нейтральное положение. Полости регуляторов 6 и 7 равны по объему и сообщаются с трубопроводами 11 и 14 соответственно. В центральной части мембраны 40 закреплена своим внутренним концом тяга 45, которая проходит через торцовую стенку корпуса 39 в эластичном герметизирующем элементе 47, изолирующем полость корпуса 39 от атмосферы. Тяга 45 своим наружным концом шарнирно соединена с пластиной 46 прерывателя распределителя 5·As can be seen from FIG. 5, the vacuum regulators 6 and 7 advance and delay are made as a single unit. Their bodies 38 and 39 are respectively connected through a membrane 40 mounted between the open ends of the bodies 38 and 39. In the bodies 38 and 39, coil springs 41 and 42, respectively, of the same stiffness, are located. The spiral spring 41 contacts one end with the inner surface of the end wall of the housing 38, and the other contacts the disk 43 located between this spring and the membrane 40. The spiral spring 42 makes one contact with the inner surface of the end wall of the housing 39 and the other a disk 44 installed between the coil spring 42 and the membrane 40. With this design, in case of equal pressures in the advance and retard controls, the membrane 40 is in a neutral position. The cavities of the regulators 6 and 7 are equal in volume and communicate with pipelines 11 and 14, respectively. In the central part of the membrane 40, a rod 45 is fixed at its inner end, which passes through the end wall of the housing 39 in an elastic sealing element 47 that isolates the cavity of the housing 39 from the atmosphere. Rod 45 with its outer end is pivotally connected to plate 46 of the distributor breaker 5 ·

Благодаря описанной выше конструкции узла регуляторов опережения и запаздывания в случае, когда вакуум в полости, ограниченной корпусом 38 и мембраной 40, превышает вакуум в полости, ограниченной корпусом 39 и мембраной 40, последняя деформируется влево. В результате этой деформации пластина 46 поворачивается тягой 45, против часовой стрелки и момент зажигания в распределителе 5 устанавливается с.опережением.В случае,когда вакуум в полости, ограниченной корпусом 39 и мембраной 40, становится больше вакуума.в полости, ограниченной корпусом 38 и мембраной 40, последняя деформируется вправо. В результате такой деформации пластина 46 поворачивается тягой 45 по часовой стрелке и момент зажигания устанавливается в распределителе с запаздыванием. Деформация мембраны 40 регулируется спиральными пружинами 41 и 42, и вследствие этого жесткость каждой из пружин и усилие, развиваемое ею,.Due to the construction of the advancing and retardation regulator assembly described above, when the vacuum in the cavity bounded by the housing 38 and the membrane 40 exceeds the vacuum in the cavity bounded by the housing 39 and the membrane 40, the latter is deformed to the left. As a result of this deformation, the plate 46 is rotated by a thrust 45, counterclockwise and the ignition moment in the distributor 5 is set ahead of the curve. In the case when the vacuum in the cavity bounded by the housing 39 and the membrane 40 becomes more vacuum. In the cavity bounded by the housing 38 and membrane 40, the latter is deformed to the right. As a result of such deformation, the plate 46 is rotated by the rod 45 clockwise and the ignition moment is set in the distributor with delay. The deformation of the membrane 40 is regulated by spiral springs 41 and 42, and as a result, the stiffness of each of the springs and the force developed by it.

. должны выбирать такими, чтобы получить заданный по величине ход мембраны 4θ под действием разности действующих на ее противоположные стороны давлений.. should be chosen so as to obtain a prescribed largest stroke of the membrane 4θ under the influence of the difference of the pressure acting on its opposite sides.

Устройство работает следующим образом.The device operates as follows.

При температуре двигателя, не превышающей некоторого уровня, т. е. при запуске двигателя или по истечении небольшого периода времени после пуска, термочувствительный элемент 27 в первом клапанном устройстве 8 находится в сжатом состоянии. В таком состоянии термочувствительный элемент 27 не отжимает клапан 19 от седла 17 и клапан в контакте с седлом 17 (фиг. 2) .'Вследствие этого сообщение между трубопроводом 10 передачи вакуума и трубопроводом 15 отсутст вует, и трубопровод 10 сообщается с трубопроводом 12 через полость корпуса.When the engine temperature does not exceed a certain level, i.e., when starting the engine or after a short period of time after starting, the temperature-sensitive element 27 in the first valve device 8 is in a compressed state. In this state, the temperature-sensitive element 27 does not push the valve 19 away from the seat 17 and the valve is in contact with the seat 17 (Fig. 2). As a result, there is no communication between the vacuum transfer pipe 10 and the pipe 15, and the pipe 10 communicates with the pipe 12 through the cavity corps.

Вакуум, действующий за дроссельной заслонкой карбюратора 1, подается в вакуумный регулятор 6 опережения через трубопровод 10 передачи вакуума, полость корпуса, седло 18 клапана и трубопроводы 11 и 12, обусловливая установку момента зажигания с опережением. В рассматриваемом состоянии устройства вакуум, действующий перед дроссельной заслонкой карбюратора 1, не подается в вакуумный регулятор 6 опережения и трубопровод 12 вследствие наличия калиброванного участка 16, расположенного вблизи места соединения трубопровода 11 с карбюратором 1.The vacuum acting behind the throttle valve of the carburetor 1 is supplied to the advance vacuum regulator 6 through the vacuum transfer pipe 10, the body cavity, the valve seat 18 and the pipes 11 and 12, causing the ignition timing to be set ahead of schedule. In the considered state of the device, the vacuum acting in front of the throttle valve of the carburetor 1 is not supplied to the vacuum advance controller 6 and pipe 12 due to the presence of a calibrated section 16 located near the junction of the pipe 11 with the carburetor 1.

растирается по направсмещая клапан 19 вверх из контакта с седлом положение, показанное регулятор 6 опеПри последуюпод нагрузкой и заслонки в полофиг. 1 штрих.35is rubbed by directing valve 19 upward out of contact with the seat, the position shown by regulator 6 is OPP. 1 stroke. 35

После запуска и прогрева двигателя термочувствительный элемент 27 выходит из состояния, изображенного на фиг. 2, и лению вверх, и выводя его 17 клапана в на фиг. 3. Выход.фланца 21 клапана 19 из соприкосновения с седлом 17 клапана создает возможность сообщения между трубопровбдом ТО передачи вакуума и трубопроводом 15. В результате вакуум, действующий за дроссельной заслонкой карбюратора, передается в вакуумный регулятор 7 запаздывания и вызывает запаздывание момента зажигания. В рассматриваемом состоянии вакуум, передаваемый в вакуумный регулятор 7 запаздывания, пропорционален углу поворота дроссельной заслонки.After starting and warming up the engine, the temperature-sensitive element 27 exits the state depicted in FIG. 2, and lazy up, and bringing it to the valve 17 in FIG. 3. The output of the flange 21 of the valve 19 from contact with the valve seat 17 makes it possible to communicate between the vacuum transmission TO pipe and the pipe 15. As a result, the vacuum acting behind the carburetor throttle valve is transmitted to the delay delay vacuum regulator 7 and causes the ignition timing to be delayed. In this state, the vacuum transmitted to the vacuum delay controller 7 is proportional to the angle of rotation of the throttle.

При установке дроссельной заслонки в положение, показанное на фиг. 1 сплошными линиями, т. е. при прогреве двигателя до температуры, превышающей заданный уровень, в режиме холостого хода, в трубопроводе 11 передачи вакуума действует избыточное давление и вакуумный режения не работает, щей работе двигателя переходе дроссельной жение, показанное на пунктиром, в трубопроводе 11.передачи вакуума создается вакуум, а в трубопроводе 10 передачи вакуума действует избыточное давление, в результате чего вакуумный регулятор 6 опережения приводится в действие, а вакуумный регулятор 7 запаздывания бездействует. Таким образом, при работе двигателя под нагрузкой момент зажигания устанавливается с опережением.When the throttle is installed in the position shown in FIG. 1 in solid lines, i.e., when the engine warms up to a temperature exceeding a predetermined level, in idle mode, overpressure acts in the vacuum transfer pipe 11 and the vacuum pressure does not work, the throttle shown in the pipe in the pipeline 11. vacuum transfer, a vacuum is created, and excess pressure acts in the vacuum transfer line 10, as a result of which the vacuum advance controller 6 is activated, and the vacuum delay controller 7 is inactive. Thus, when the engine is under load, the ignition timing is set ahead of schedule.

Во всех описанных выше случаях второе клапанное устройство. 9 бездействует вплоть до момента, ποκέ вакуум во впускном коллекторе 2 не пре одолеет усилие пружины 34 мембраны. . Второе’клапанное приспособление приводится в действие, например, при ¹ движении накатом на-высокой скорости или при торможении двигателем и.возникновении во впускном коллекторе 2 весьма большого разрежения. Второе клапанное устройство 9 при срабатыва' нии меняет установку момента зажигания, как описано выше.In all cases described above, the second valve device. 9 is inactive until the moment ποκέ the vacuum in the intake manifold 2 does not overcome the force of the membrane spring 34. . The second valve device is actuated, for example, by ¹ coasting at high speed or when the engine is braking and occurring in the intake manifold 2 of a very large vacuum. When activated, the second valve device 9 changes the ignition timing, as described above.

Когда в процессе.движения накатом на высокой скорости или, например,When in progress. Coasting at high speed or, for example,

II

980634 10 торможения двигателем во впускном коллекторе 2 создается весьма значительный вакуум, мембрана 31 второго клапанного устройства 9 смещается вверх, как показано на фиг. 4, и со- ₅единенный с мембраной 31 клапан 36 отводится вверх, в результате чего трубопровод 14 соединяется с атмосферой через отверстия 35; Следствием этого является переход вакуумного ре- ю гудятора 7 запаздывания в нерабочее состояние. Одновременно вакуумj создаваемый при всасывании, передается по трубопроводу ,10 передачи вакуума в первое клапанное устройство 8 и от- is жимает клапанный элемент 28 вниз (фиг. 4), в результате чего вакуум передается через трубопровод 10, полость клапана 19, отверстие 22 клапана 19 и трубопроводы 12 и 11 в ва- ₂0 куумный регулятор 6 опережения. Такий образом, момент зажигания устанав* ливается с опережением, пропорциональным по величине уровню вакуума при всасывании. В рассматриваемом 25 состоянии воздействие атмосферного давления перед дроссельной заслонкой карбюратора 1 на давление в трубопроводе 11 передачи вакуума исключается наличием в этом трубопроводе калиб- ₃θ рованного участка 16. Воздействие атмосферного давления в трубопроводе на давление во впускном коллекторе исключается наличием в трубопроводе калиброванного участка 37. ₃₅ 980634 10 engine braking in the intake manifold 2 creates a very significant vacuum, the membrane 31 of the second valve device 9 is shifted up, as shown in FIG. 4, and ₅ connected to the membrane 31, the valve 36 is diverted upward, as a result of which the pipeline 14 is connected to the atmosphere through openings 35; The consequence of this is the transition of the vacuum mode of the delayer 7 to the idle state. At the same time, the vacuum j created during suction is transmitted through the pipeline 10, transferring the vacuum to the first valve device 8 and presses the valve element 28 down (Fig. 4), as a result of which the vacuum is transmitted through the pipe 10, the cavity of the valve 19, the opening 22 of the valve 19 and pipelines 12 and 11 in ba- ₂ 0 cumulative timing controller 6. Thus, the ignition timing * is set ahead of the curve, proportional to the magnitude of the suction vacuum level. In the state under consideration 25, the effect of atmospheric pressure before the throttle of the carburetor 1 on the pressure in the vacuum transmission pipe 11 is excluded by the presence of a calibrated ₃ θ section 16. The influence of atmospheric pressure in the pipeline on the pressure in the intake manifold is excluded by the presence of a calibrated section 37. ₃₅

Claims

(5) DEVICE FOR REGULATING IGNITION PREVENTION ANGLE IN INTERNAL COMBUSTION ENGINE The invention ranges from means to adjusting the ignition standby angle in internal combustion engines. A device for adjusting the ignition advance angle in an internal combustion engine is known, comprising a vacuum regulator, an ignition distributor, a first valve device, a temperature-sensitive element, and first, second, and third pipe wires, the vacuum regulator being made with an advance and retard cavity and connected with the ignition distributor, the first pipeline connects the advance cavity with the intake manifold to the throttle valve, the first valve device is connected with the second pipeline to the inlet manifold However, in the known device, the range of control of the timing of ignition, depending on the engine operation modes, is either limited or achieved by complex means, while limiting the modes of operation for which this regulation is possible. The purpose of the invention is to expand the range of adjustment of the advance angle of the ignition depending on the engine operating conditions. This goal is achieved in that the device further comprises fourth, fifth, and sixth pipelines and a second valve device, which is connected to the inlet manifold cavity through the throttle valve by means of the fourth pipe and the third pipe to the third pipe. the first valve device with the first pipeline. In addition, the first valve device includes a housing with a lid and a bottom, a cylindrical valve with a flange, a cylindrical socket and side 398 and axial bores, a valve element, an annular and a disk seat, an outer, inner and small spring and elastic rings, and axial hole for communication. d, sixth pipe, bikovy hole for communication with the second pipe and a hole in the bottom for connection with the third pipe, the temperature-sensitive element is placed in the bottom of the case and on the last a front saddle, a disk saddle is placed on the housing lid at the axial hole, one elastic ring is located between the core cover and the cylindrical valve, the other between the cylindrical valve and the valve element, which is loaded with an internal spring, the external spring is located between the flange of the cylindrical valve and the housing cover ca, and the small spring - in a cylindrical socket, supported by a temperature-sensitive element. The second valve element comprises a housing, a spring-loaded diaphragm, and a valve connected to the membrane, the diaphragm dividing the housing cavity into the first cavity connected to the fourth pipeline, and the second cavity continuously connected to the atmosphere and through the valve to the fifth pipeline. FIG. 1 is a diagram illustrating the overall construction of one of the embodiments of the device (the first and second valve devices are shown in section); in fig. 2 first valve device at low engine temperature, enlarged longitudinal section; in fig. 3 the same, with a high engine temperature; in fig. 4 - first and second valve devices at high engine temperature and high vacuum in the intake manifold, enlarged longitudinal section; in fig. 5 vacuum advance controller and vacuum delay controller; vertical section. The device comprises a carburetor 1 with a throttle valve, an intake manifold 2, one of the cylinders 3 of an internal combustion engine, and an intake valve k. The ignition distributor 5 is associated with the glow plugs (not shown) of the respective cylinders. Vacuum regulators 6 and 7 are connected to distributor 5 late and late. The device also contains the first 8 and second 9 valve devices. Pipeline 10 is connected to the carburetor-1 and to the first valve device 8. From pipe 11, which is the first pipe and connects the advance vacuum regulator 6 to the carburetor 1 at a point located in front of the throttle valve, branch pipe 12, which is connected to the first valve device 8; There is also a vacuum transmission pipe 13, at one end connected to the intake manifold 2 and the other to the second valve device 9. Pipe 10 is a second pipe. The second valve device 5 is connected to a vacuum. delay regulator 7 by pipeline 14 and, in addition, with the first valve device 8, pipeline 15, branching from pipeline 1, which is the third pipeline together with pipeline 15. The fourth pipe is pipe 13. The first valve device 8 (FIG. 2) comprises a closed, cylindrical body. Piping 12 and 15 are connected to the holes made in the two ends of the casing, and the vacuum transmission pipe 10 to the opening wired in the center of the cylindrical wall of the casing. The pipe 11 contains a calibrated section 16. In the opposite inner ends of the body of the first valve device 8 there is an annular valve seat 17 and a disc-shaped valve seat 18. A hollow cylindrical valve 19 is installed in the housing, selectively entering into tight contact with the valve seats 17 and 18. The outer diameter of the valve 19 (Fig. 2) is significantly smaller than the inner diameter of the housing, with the result that there is a relatively large space between the inner peripheral surface of the housing and the outer peripheral surface of the valve 19. The valve 19 comes into contact with one of the seats 17 and 18, at the same time moving away from the other seat. Thus, valve seats 17 and 18 and valve 1 form a valve arrangement. piping control 12, 15, and 10. Spiral spring 20 is loosely mounted on valve 19, moving valve 19 axially downward. At its one end, the coil spring 20 rests on the upper inner face of the housing, and the other on the flange 21 of the valve 19. Referring to FIG. 2, the valve 19 is normally offset downward by the coil spring 20. A hole 22 is made at one end of the valve 19, which allows the pipeline 12 to communicate with the internal cavity of valve 19. A group of through holes 23 are provided in the cylindrical wall of valve 19, which provide communication between the valve cavity and the housing cavity. On the outer and inner surfaces VhToro is named above the first end of the valve 19, two elastic rings 2k are fixed (for example, glued), each of which has an orifice coaxial with the orifice 22. These rings prevent the impact interaction of the end with the corresponding part of the housing. At the second end of the valve 19 there is a cylindrical seat 25 in which the coil spring 2b is installed. At its end, the spring 2b rests on the temperature-sensitive element 27 secured in the housing. The thermosensitive element 27 is made on the external outline, almost cylindrical. This element contains a substance that expands and shrinks proportionally to the temperature of the engine. The valve 19 also has a disc-shaped valve element 28, normally closing the opening 22, and a coil spring. 29, acting in such a way that the valve element 28 normally closes the opening 22 by pressing the spring 29 against the elastic ring 2k attached to the inner surface of the upper end of the valve. 19. The second valve device 9 comprises a housing 30 divided by a membrane 31 into two chambers (cavities) 32 and 33 (Figs. 1 and 4). A fourth duct 13 is connected to the chamber 32, which transmits the vacuum and acts in the inlet manifold 2. In the chamber 32 there is located a spring 3 of the membrane 31 normally displaced last down to the position shown in FIG. 1. The chamber 33 through a group of holes 35 formed in the bottom wall of the housing 30 communicates with the atmosphere. In the chamber 33 there is a valve 36 connected to the membrane 31, normally blocking the connection between the chamber 33 and the pipeline 1A. In the pipe 11, in the place adjacent to its outlet. In the carburetor 1, there is a calibrated section 16. Another calibrated section 37 is in the pipe 15 in a place adjacent to the point of its connection with the first valve device 8. The calibrated sections 1b and 37 are made so that the pressure before the throttle valve of the carburetor 1 and the pressure in the first valve device 8 may not affect the pressure in the pipelines 12 and 15, branched from the pipelines 11 and 1t, respectively. As can be seen from FIG. 5, the vacuum regulators 6 and 7 of advance and delay are made as a single unit. Their housings 38 and 39 are respectively connected through a membrane O installed between the open ends of the housings 38 and 39. In the housings 38 and 39 are located the coil springs k and 2, respectively, of the same rigidity. The spiral spring I contacts with its one end with the inner surface of the end wall of the housing 38, and the other with the disk located between this spring and the membrane 0. With its one end, the spiral spring 42 contacts with the inside surface of the end wall of the housing 39, and the other with the disk kk installed between the coil spring 42 and the kQ membrane. With such a design, in the case of equal pressures in the regulators of advance and delay, the kO membrane occupies a neutral position. The cavities of the regulators 6 and 7 are equal in volume and communicate with the pipelines 11 and Tt, respectively. In the central part of the membrane, O is fastened with its inner end of the ha 5, which passes through the end wall of the housing 39 in the elastic sealing element A7, which isolates the cavity of the housing 39 from the atmosphere. With its outer end, T 5 is pivotally connected to the distributor interrupter plate 5 46. Due to the design of the advance and delay controller assembly described above in the case where the vacuum in the cavity bounded by the housing 38 and the membrane 0 exceeds the vacuum in the cavity bounded by the housing 39 and the membrane 0, the latter is deformed to the left. As a result of this deformation, the plate 46 rotates throat C, counterclockwise and the moment of ignition in the distributor 5 is set with advance. In the case where the vacuum in the cavity bounded by the housing 39 and the kO membrane becomes greater than the vacuum in the cavity bounded by the housing 38 and by the membrane 40, the latter is deformed to the right. As a result of this deformation, the plate 46 rotates tight 45 clockwise and the moment of ignition is set in the distributor with a delay. The deformation of the membrane 40 is controlled by the coil springs 41 and 42, and as a result, the stiffness of each of the springs and the force developed by it must be chosen so as to obtain the specified magnitude of the diaphragm 40 under the action of the difference of the pressures acting on its opposite sides. Set | The event works as follows. When the engine temperature does not exceed a certain level, i.e., when the engine is started or after a short period of time after starting, the temperature-sensitive element 27 in the first valve device 8 is in a compressed state. In such a state, the temperature-sensitive element 27 does not depress the valve 19 from the seat 17 and the valve in contact with the seat 17 (Fig. 2). Consequently, there is no communication between the vacuum pipe 10 and the pipe 15, and the pipe 10 communicates with the pipe 12 through the cavity enclosures. The vacuum acting behind the throttle valve of the carburetor 1 is supplied to the advance vacuum regulator 6 through the vacuum transmission pipe 10, the housing cavity, valve seat 18 and the pipelines 11 and 12, which caused the installation of an early ignition moment. In the considered state of the device, the vacuum that is present (before the throttle valve of the carburetor 1 is not fed into the advance vacuum regulator 6 and pipeline 12 due to the presence of a calibrated section 16 located near the junction of the pipeline 11 with the carburetor 1. 9 48 After starting and warming up the engine the temperature-sensitive element 27 emerges from the state shown in Fig. 2 and expands upwards, displacing the valve 19 upwards and withdrawing it from contact with the valve seat 17 to the position shown in Fig. 3. Output flange When the valve 21 is in contact with the valve seat 17, it creates the possibility of communication between the vacuum transmission maintenance pipelines and the pipeline 15. As a result, the vacuum acting on the throttle valve of the carburetor is transmitted to the delayed vacuum regulator 7 and causes a lag in the timing. The pressure transmitted to the vacuum regulator 7 is proportional to the angle of rotation of the throttle valve. By setting the throttle to the position shown in FIG. 1 by solid lines, i.e., when the engine is heated to a temperature above a predetermined level, in idling mode, an overpressure acts in the vacuum transmission pipe 11 and the advance vacuum regulator 6 does not work. During the subsequent operation of the engine under load and the throttle to the position shown in FIG. 1 by a dotted line, a vacuum is created in the vacuum transmission pipe 11. A vacuum is applied in the vacuum transmission pipe 10, as a result of which the advance vacuum regulator 6 is activated and the vacuum regulator 7 is inactive. Thus, when the engine is operating under load, the moment of ignition is established ahead of time. In all the cases described above: second valve device. 9 is inactive until the moment when the vacuum in the intake manifold 2 overcomes the force of the diaphragm spring 34, the second valve device is activated, for example, when it is rolling at high speed or when it is braked by the engine and in the intake manifold 2 very high sparseness. The second valve device 5, when activated, changes the ignition timing setting as described above. When in process, coasting at high speed or, for example. engine braking in the intake manifold 2 creates a very significant vacuum, the membrane 31 of the second valve device 9 is displaced upward, as shown in FIG. t, and valve 36 connected to the membrane 31 is retracted upward, causing the pipeline H to be connected to the atmosphere through openings 35 ; The consequence of this is the transition of the vacuum delay switch 7 to its inoperative state. At the same time, the vacuum created during suction is transmitted through the pipeline, 10 passing the vacuum into the first valve device 8 and pressing the valve element 28 down (Fig. 4), as a result of which the vacuum is transmitted through pipeline 10, valve cavity 19, valve opening 22 and 19 pipelines 12 and 11 to the vacuum regulator 6 of advance. Thus, the moment of ignition is established with an advance proportional in magnitude to the level of vacuum during suction. In this state, the effect of atmospheric pressure before the throttle valve of the carburetor 1 on the pressure in the transfer pipe 11 is excluded by the presence of a calibrated section 16 in this pipeline. The influence of atmospheric pressure in the pipeline 1 on the pressure in the intake manifold is excluded by the presence of a calibrated section 37 in the pipeline 15. Claim 1. Inventory control angle in an internal combustion engine, comprising a vacuum regulator, an ignition distributor, a A second valve device, a temperature-sensitive element and both the first, second and third pipelines, the vacuum regulator being made with advance and delay cavities and connected to the ignition distributor, the first pipeline connecting the advanced cavity with the inlet collector to the throttle valve, The first valve device is connected via a pipeline to the intake manifold near the throttle valve, and the third - to the lag cavity of the vacuum regulator, which is different from the fact that, in order to extend the range depending on the engine's operating modes, the device additionally contains fourth, fifth and sixth pipelines and a second valve device, which is connected to the inlet manifold cavity through the throttle valve by means of the fourth pipeline, and the third pipeline to the fifth pipeline connects the first valve device with the first pipeline.

2. The device according to claim 1, about 1 ton and the second part, that the first valve device comprises a housing with a roof with a bottom, a cylindrical valve with a flange, c | (a cylindrical socket and side and axial holes, a valve element, an seats, outer, inner and small springs and elastic rings, with an axial hole in the housing for connecting with the sixth pipe, a lateral hole for connecting with the second pipe and a hole in the bottom for connecting with the third pipe, a temperature sensing element and the latter has an annular seat, a disk saddle placed on the housing cover axial bore, one elastic ring located between the housing cover and the cylindrical valve, the other between the cylindrical valve and the valve element, which is loaded with an internal spring, the external spring the cover of the case, and the spring is small - in a cylindrical socket, supported by a temperature-sensitive element.

3. The device according to claim 1, wherein the second valve element includes a housing, a spring-loaded diaphragm and a valve connected to the membrane, the diaphragm dividing the housing cavity into a first cavity connected to the fourth pipeline, and the second cavity, which is permanently connected to the atmosphere and through the valve, to the fifth pipe. Sources of information taken into account in the examination 1. US Patent No. 36318 5, cl. 123-117, publ. 1972.

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