US3727596A - Ignition devices for internal combustion engines and engines including such devices - Google Patents

Ignition devices for internal combustion engines and engines including such devices Download PDF

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Publication number
US3727596A
US3727596A US00015099A US3727596DA US3727596A US 3727596 A US3727596 A US 3727596A US 00015099 A US00015099 A US 00015099A US 3727596D A US3727596D A US 3727596DA US 3727596 A US3727596 A US 3727596A
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Prior art keywords
ignition
capsule
suction
throttle valve
opening
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English (en)
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J Panhard
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Soc Constructions Mecaniques Panhard & Levassor fr
Constructions Mecaniques Panhard et Levassor SA
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Constructions Mecaniques Panhard et Levassor SA
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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02P—IGNITION, OTHER THAN COMPRESSION IGNITION, FOR INTERNAL-COMBUSTION ENGINES; TESTING OF IGNITION TIMING IN COMPRESSION-IGNITION ENGINES
    • F02P5/00—Advancing or retarding ignition; Control therefor
    • F02P5/04—Advancing or retarding ignition; Control therefor automatically, as a function of the working conditions of the engine or vehicle or of the atmospheric conditions
    • F02P5/05—Advancing or retarding ignition; Control therefor automatically, as a function of the working conditions of the engine or vehicle or of the atmospheric conditions using mechanical means
    • F02P5/10—Advancing or retarding ignition; Control therefor automatically, as a function of the working conditions of the engine or vehicle or of the atmospheric conditions using mechanical means dependent on fluid pressure in engine, e.g. combustion-air pressure
    • F02P5/103—Advancing or retarding ignition; Control therefor automatically, as a function of the working conditions of the engine or vehicle or of the atmospheric conditions using mechanical means dependent on fluid pressure in engine, e.g. combustion-air pressure dependent on the combustion-air pressure in engine

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  • ABSTRACT The device is for use particularly with rotary piston engines in which the combustion chamber is periodically connected with the intake pipe before being isolated from the exhaust. It has means sensitive to the position of the throttle valve and to the rotary speed of the engine. These means move a plate in the direction of ignition retard when the degree of opening of the throttle valve is less than a certain limit P and the rotary speed is greater than a certain limit N
  • the means may be constituted by an electrical contact and a centrifugal contact, which when both are closed actuate the ignition retard.
  • the means may also be two suction capsules connected to selected points in the intake pipe, working in opposition and connected to the same stem. The capsules are calibrated to operate beyond certain predetermined suction thresholds.
  • the present invention relates to ignition devices for internal combustion engines and to internal combustion engines equipped with such devices.
  • the invention relates to ignition devices of this type, in which the combustion chamber is periodically placed in communication with the intake before being isolated from the exhaust; and it relates more particularly, because it is in this case that its application seems to be most advantageous, but not exclusively, among these ignition devices, to those for rotary piston engines.
  • An ignition device for an internal combustion engine of the type described above, is characterized, according to the invention, by the fact that it comprises means sensitive to the position ofthe throttle and to the rotary speed of the engine and arranged so as to cause, or not, a relative retard of ignition according as whether the two following conditions are fulfilled simultaneously, or not:
  • the degree of opening of the throttle valve is less than a predetermined limit P the rotary speed of the engine is greater than a predetermined limit N,,.
  • the abovesaid means comprise a first member sensitive only to the position of the throttle valve and a second member sensitive to the rotary speed of the engine, the first member being adapted to prevent any action of the second member on the ignition advance whilst the degree of opening of the throttle valve is greater than P
  • the abovesaid means are arranged so as to cause, in addition, a reduction or a progressive increase in the ignition advance, in proportion as the absolute value of the suction in the intake pipe, downstream of the throttle valve, diminshes or in- V creases, when the degree of opening of the throttle valve is greater than the limit P
  • the ignition device according to the invention may also be characterized by the fact that the said means include a suction capsule, or retard capsule, adapted to control the relative ignition retard, the said capsule being connected to the intake pipe at a pipe at a point such that it passes from downstream to upstream of the throttle
  • FIG. I shows, diagrammatically, one embodiment of an ignition device according to the invention
  • FIG. 2 shows, diagrammatically, an embodiment of an ignition device according to the invention which is a variation of the embodiment shown in FIG. 2;
  • FIG. 3 is a partial section along the line llI-III of FIG. 2;
  • FIG. 4 shows, diagrammatically, a second embodiment of an ignition device according to the invention, the engine equipped with this device being stopped;
  • FIG. 5 shows, partially, a variation of the embodiment shown in FIG. 3;
  • FIGS. 6, 7 and 8 show, diagrammatically, in various operational positions, an ignition device which is a variation of the aforesaid second embodiment
  • FIGS. 9 and 10 show variations in the ignition advance as a function, respectively, of the degree of opening of the throttle valve and of the rotary speed of the engine, obtained by means of the embodiment of FIG,
  • FIGS. 11 and I2 similarly to FIGS. 9 and 10, show variations in the advance obtained by means of the embodiments of FIG. 2;
  • FIGS. 13 and 14, similarly to FIGS. 9 and 10, show variations. in the advance obtained by means of the embodiments shown in FIGS. 4 and 6,7 and 8;
  • FIG. 15 shows the variations in the advance as a function of the speed obtained by means of a conventional centrifugal regulator
  • FIG. 16 shows the variations in the advance as a function of speed obtained by means of the embodiment of FIGS. 6, 7 and 8, combined with a conventional centrifugal regulator giving the curve of FIG. 15;
  • FIG. 17 shows, in solid line, the variations, as a function of time, of the absolute value of the suction in the intake pipe, when the engine turns at slow speed;
  • FIG. 18 shows, diagrammatically another embodiment with a portion of the ignition device according to the invention.
  • FIGS. 19, 20 and 21 show diagrammatically variations of the embodiment ofFIG. 18;
  • FIGS. 22, 23 and 24 show, in various operational positions, a variation of the embodiment of FIG. 18; and finally I FIG. 25 shows in perspective with portions removed, an ignition timing head provided with a return spring;
  • the procedure is as follows or in analogous manner.
  • the ignition device As regards the ignition device as a whole, and excluding the elements adapted to modify the ignition advance, it is constructed in conventional manner by making it include a make-and-break including a cam (not shown) rotated by the engine and a plate 1 (FIG. 1) bearing the breaker lever and a fixed contact (not shown).
  • the cam is arranged to separate the breaker lever periodically from the fixed contact and to thus cause the opening of the primary circuit of an induction coil.
  • the plate 1 can turn around it an axle perpendicular to its plane and passing through its centre, either in the direction of the arrow plus,” which involves a relative ignition advance, or in the direction of the arrow minus," which causes a relative ignition retard.
  • the device is made to include means sensitive to the position of the throttle valve and to the rotary speed N of the engine and arranged so as to cause, or not, an ignition retard according as whether two following conditions are fulfilled:
  • the degree of opening P of the throttle valve is less than a predetermined limit P the speed of rotation N of the engine is greater than a predetermined limit N,,.
  • the abovesaid means include a first member 3 sensitive only to the position of the throttle valve 2 and a second member 4 sensitive to the speed of rotation N of the engine, the first member being adapted to prevent any action of the second member 4 on the ignition advance whilst the degree of opening of the throttle valve is greater than P
  • the first member 3 may be constituted by an electrical contact 5 (FIG.
  • the electrical contact 5 comprises a movable arm connected in rotation with the throttle valve 2 on the shaft of which it is mounted.
  • This arm bears, at one end, a conductive pastille (or plate) 9, arranged in the circuit 6 and connected electrically to the positive ter minal of a D.C. supply 10 of which the negative terminal is connected to a common ground 11.
  • the plate 9 may come into contact with another plate 12, fixed, when the degree of opening of the throttle valve is less than P that is to say when the throttle valve is closed or substantially closed.
  • the centrifugal contact 7, rotated by the engine, can place in contact two conductive pastilles l3 and 14 when the rotary speed of the engine is greater than N
  • the pastille 14 is fixed and connected electrically to the pastille 12.
  • the pastille 13 is situated at the end ofa lever 15 hinged on a fixed axis 16 and subjected, on one hand, to an elastic force which tends to bring closer the pastilles l3 and 14 to one another and, on the other hand, to an opposing elastic return force which diminishes when the speed increases.
  • the plate or pastille 13 is connected electrically to a terminal of the electromagnet 8 of which the other terminal is connected to the ground 11.
  • the electromagnet includes a movable plunger core 17 connected mechanically to the plate 1 of the breaker by a stem 18.
  • the driver of the vehicle acts substantially on the degree of opening of the throttle valve 2 to regulate speed of the vehicle when the ratio of the gear box is selected. But it is obvious that, for a given ratio of the gear box and a given position of the throttle valve, the
  • the advance adjustment according to the invention takes into account the position of the throttle valve and the rotary speed which, in practice, are two independent parameters.
  • the advance curves at constant rotary speed and variable throttle position and reciprocally.
  • the contact 5 When the degree of opening of the throttle valve 2 is less than P the contact 5 is closed and the electromag net 8 is energised.
  • the plate 1 is moved in the retard direction.
  • the curve representing advance as a functionof the degree of opening P is a section ofa straight line 20, parallel to the axis of abscissae, located below the segment 19, the difference in ordinates of these, two segments corresponding to the amplitude of the retard'appliedby the energising of the electromagnet 8.
  • a second centrifugal contact ar ranged in series in the circuit 6 and constructed so as to remain closed as long as the rotary speed of the engine is less than a value N greater than N and to open when the rotary speed is greater than N
  • the system of curves of advance as a function of speed, at constant opening of the throttle valve, is slightly modified as shown in FIG. 10.
  • the segment 22 is preserved for degrees of opening less than P but the line 23 is replaced by the line 24, in mixed line, for degrees of opening greater than P,
  • the ignition retard is eliminated and the ad vance returns to the value which it had for rotary speeds comprised between 0 and N
  • the retard is only introduced for speeds comprised between N L and N
  • the appearance of the lines of FIG. 9 is not modified but the regions of validity are changed.
  • the segment 19 shows, in the case where the said second centrifugal contact is used, the variations of advance as a function of the degree of opening for rotary speeds less than N or greater than N
  • the two segments 20, 21 relate to rotary speeds comprised between N and N According to a variation of the first embodiment (FIGS.
  • the said first member 3 may be constituted by a rotary distributor 25 adapted to place in communication or not the second member 4, constituted by a suction capsule 26, with a point 27 of the intake pipe of the engine, situated downstream of the throttle valve 2, according as the degree of opening of the said throttle valve is less than P or not.
  • the distributor 25 comprises a cylindrical rotary slide 28 connected rotatably with the shaft of the throttle valve 2.
  • This slide includes a diametric channel 29 of which one end opens in a hollow 30 extending over a portion of the periphery of the slide.
  • the distributor comprises, also, a body 31 fixed on the intake pipe and provided with a bore 32 in which the slide 28 can turn.
  • the body 31 is pierced by a radial channel 33, connecting the bore 32 to the outer surface I of the body 31, and with a channel 34 opening, on one
  • N there is generally selected for N, a value greater than the level of slow-speed operation.
  • the distributor 25 is arranged so that, for degrees of opening of the throttle valve 2 less than P the channels 33 and 34 are placed in communication via the channel 29, the channel 35 being isolated from the channel 33.
  • the channel 33 is placed in communication with the channel 35, hence with the open air, through the hollow 30, whilst the channel 34 is isolated from the chan- 7 nel 29.
  • the suction capsule 26 comprises a suction chamber 36 connected by a passage 37 to the channel 33.
  • the chamber 36 is bounded by a deformable diaphragm 38 subject to elastic return means 39.
  • the surface of the diaphragm 38 opposite the chamber 36 is subject to atmospheric pressure.
  • a rigid stem 40 connects the diaphragm 38 to the plate 1.
  • the chamber 36 When the degree of opening is less than P the chamber 36 is placed in communication with the intake pipe of the engine at the point 27, downstream of the throttle valve. The direction of flow of the gases is indicated by an arrow F. The chamber 36 is hence subjected to suction with respect to atmospheric pressure,
  • the suction be sufficient to overcome the resistance of the elastic means 39; it is hence necessary that, for the position P of the throttle valve, the rotary speed is greater than a value N equal, for example, to the limiting value of the preceding device.
  • a non-return valve in the passage 37 so as to cause an abrupt movement of the diaphragm 38 on the opening of the valve.
  • an abrupt ignition retard represented by the segment of the line 43 parallel to the axis of ordinates.
  • the diaphragm 38 can then come into abutment against a stop (not shown) from the opening 'of the valve, in which case the advance is no longer changed for degrees of opening less than P and there is obtained the segment 44 drawn in dashes, parallel to the axis of abscissae, whatever the speed greater than N It is also possible that the diaphragm only comes into abutment for a suction greater than that necessary to the opening of the valve.
  • the means sensitive to the position of the throttle valve and to the speed of rotation of the engine are arranged so as to cause, in addition, a progressive reduction or increase of the ignition advance in proportion as the absolute value of the suction in the intake, downstream of the throttle valve, diminishes or increases, when the degree of opening of the throttle valve is greater than the limit P,,.
  • the abovesaid means may be constituted by two suction capsules, the capsule 26 of small section, or capsule of deceleration, and a capsule 53 (FIG. 4) of large section, or partial load capsule, the capsule 26 being connected to the point 27 of the intake situated downstream of the throttle valve 2, the capsule 53 being connected to a point 54 of the intake situated so as to pass from upstream to downstream of the throttle valve 2 according as the degree of opening of the latter is less than or greater than P the diaphragms 38 and 55 of the respective capsules 26 and 53 working in opposition and being connected to a same stem 56 which actuated the advance changes.
  • the capsule of deceleration 26 is calibrated to operate only when the suction which is applied to it is greater in absolute value than that obtained at point 27 when the degree of opening of the throttle valve is equal to P and the rotary speed of-the engine is equal to N
  • the constitution of the capsule 53 is similar to that of the capsule 26, but the surface of the diaphragm 55 is distinctly greater than that of the diaphragm 38. Said diaphragm 55 bounds the suction chamber 57, proper, connected to the point 54.
  • the capsules are arranged so that the deformation of the diaphragm 38 under the effect of a sufficient suction results in a displacement of the plate 1 in the retard direction (minus arrow).
  • the two suction capsules are advantageously connected into a single differential capsule 58 with double diaphragm.
  • the diaphragm 55a, of the element 53a of large section of the capsule bounds on one hand, a suction chamber 57a of cylindrical shape connected to the point 54, and on the other hand, a chamber 36a, of tronconical form, connected to the point 27
  • the section of the chamber 36a diminishes regularly from the diaphragm 55a, located at one end of the chamber,up to the diaphragm 38a, of small section, located at the other end of the chamber.
  • the diaphragm 38a is subject to atmospheric pressure on its surface opposite the chamber 36a.
  • the stem 56a connects the two diaphragms to the plate 1.
  • a non-return valve 59 (FIG. In this case, it is necessary to provide also an orifice of small section 60 on the capsule 26 to make the chamber 36 communicate with the atmosphere (FIG. 5) and to. permit the return of this chamber to atmospheric pressure when the valve is closed.
  • the valve 59 is arranged in a manner to open when the absolute value of the suction at the point 27, with respect to atmospheric pressure, is greater than that obtained when the degree of opening of the throttle valve is equal to P and the rotary speed equal to N
  • the suction at the point 27 of the intake pipe is not strictly constant on slow-running, and its absolute value varies periodically as a function of the time T (see FIG. 17) on both sides of an average value D
  • the varia tions are represented by a curve C on which appear the minimal and maximal values of the suctionon slowrunning, in correlation with the operational phases of the engine.
  • the absolute value of the suction for whichthe valve 59 opens is selected greater than the value D but, preferably, in the neighbourhood of the latter so as to make the ignition retard correction come into play at the lowest rate possible on deceleration.
  • the valve 59 will open for a value D of. the suction represented on FIG. 17. As soon as the suction at the point 27 exceeds the value D the valve 59 will open and the capsule 26 will actuate a displacement of the plate 1 in the minus" direction.
  • the point 54 occurs upstream of the throttle valve 2 and substantially at atmospheric pressure, whilst the point 27 occurs downstream of the said throttle valve and under suction.
  • the chamber 360 is therefore under suction with respect to atmospheric pressure which exists in the chamber 57a and on the surface of the diaphragm 38a opposite to the chamber 36a.
  • the resulting force exerted on the stem 56a will be equal to the product of the difference of the surfaces of the diaphragms 55a and 38a by the absolute value of the suction. When this force is sufficient, the stem 56a is moved towards the right and will drive the plate I in the direction of ignition retard or reduction of advance (FIG. 8).
  • the calibration of this valve is adjusted so that on its opening a relatively strong force is applied on the stem 56a, which causes an abrupt ignition retard.
  • the opening ofthe valve is produced when the absolute value of the suction at 27 is equal to that obtained for the degree of opening P and the speed N
  • a stop (not shown) limiting the movement of the stem 56a in the retard direction.
  • the calibration of the valve 59 is such that on opening of the said valve the stem 56a immediately reaches its stop.
  • the graphical representation (FIG. 13) of the variations of advance as a function of the degree of opening, at various values of the rotary speed, will enable the operation to be followed more easily.
  • This representation applies to a capsule 58 mounted with a valve 59.
  • the advance remains equal to A and is represented by a segment of straight line 61, in full line, parallel to the abscissae.
  • the suction in the intake diminishes when P increases. Consequently, the stem 56a undergoes a maximum displacement, in the direction of advances, on the passage by the throttle valve 2 through the degree P in the direction of opening.
  • N the suction at the points 27 and 54 diminishes and the stem 56a comes back progressively towards its resting position for which the advance A again occurs.
  • the are of the curve 62 represents graphically these advance variations.
  • the ignition device can comprise, in addition to the means constructed according to the invention, which act preferably on the plate 1 of the breaker, an advance regulator sensitive only to the rotary speed and acting on the breaker cam. Used alone, this advance regulator could give a conventional relationship of the advance as a function of the speed such as that shown by curve 72, FIG. 15.
  • the regulator In the case where the regulator is associated to the device of FIG. 6, the compounding of relationships of FIG. 14 and of 'FIG. 15 gives the system of curves of FIG. 16.
  • the curve 73 corresponds to a degree of opening very slightly greater than P
  • the curve 74 has a degree of opening distinctly greater than P
  • the curve 75 to the maximum degree of opening, that is to say that which is currently called the full load.
  • the curve 76 corresponds to a degree of opening very slightly less than P
  • the curve in dashes 77 corresponds to a degree of opening less than P
  • the regulator sensitive only to the speed and which acts on the cam can be constituted by the device described in U.S. patent application Ser. No. 883,945 filed Dec. 101969.
  • an ignition device which answers well for the purpose for which it is intended and enables, by a sudden reduction of the advance on deceleration, reduction of irregular or jerky operation of internal combustion engines in which the combustion chamber is placed periodically in communication with the exhaust and, especially, in rotary piston engines. Moreover, the advance resumes a normal value for slow-speed operation.
  • the means M sensitive to the position of the throttle valve 2 and to the rotary speed of the engine comprise a suction capsule 26b (FIG. 18), or retard capsule, adapted to actuate a relative ignition retard, that is to say a rotation of the plate 1 in the direction of the minus" arrow.
  • This capsule 26b is connected to the intake pipe T at a point 27b, situated so that it passes from downstream to upstream of the throttle valve 2 when this latter, in opening, passes through the degree of opening P,
  • the degree of opening P corresponds to a slight opening of the throttle valve 2 shown in mixed lines in FIG. 18.
  • the direction of flow of the gases in the intake pipe is indicated by the arrow F.
  • a second suction capsule 53b or advance-capsule, is provided to act in opposite sense to that of the capsule 26b and to actuate, on partial load, when the degree of opening of the throttle valve is greater than P and the absolute value of the suction in the intake pipe increases, a relative ignition advance, that is to say a rotation of the plate 1 in the direction of the plus arrow, Said capsule 53b is connected to the intake pipe at a point 54b located in such a way that it passes from upstream to downstream of the throttle valve 2 when the latter, in opening, passes through a degree of opening equal or greater than P
  • the suction capsule 26b comprises a suction chamber 36b, connected by a passage 37b to the point 27b.
  • the chamber 36b is bounded by a deformable diaphragm 38b.
  • a rigid stem 40b connects the diaphragm 38b to the plate 1 so that, when the diaphragm 38b is deformed, a rotation of the plate 1 is actuated by the stem 40b.
  • the plate 81 which, in the embodiments of FIGS. 18 to 22, occurs between the passage 37b and the chamber 36b, does not isolate this chamber from the passage since the said plate 81 comprises passages enabling equality of pressures in the chamber 36b and the passage 37b.
  • the diaphragm 38b When a sufficient suction is produced in the intake pipe T at the point 27b, the diaphragm 38b is deformed by reason of the reduction of pressure in the chamber 36b with respect to atmospheric pressure and the stein 40b pushes the plate 81 by compressing the, elastic return means 39b.
  • the latter advantageously constituted by a spiral spring, are precompressed so that when the degree of opening of the throttle valve 2 is equal to P the suction sufficient to cause deformation of the diaphragm 38b and the concomitant displacement of the plate 81 is obtained for a rotary speed of the engine equal or greater than the limit N
  • This limit N is selected greater than the level of slow-speed of running and is substantially comprised between 1,000 and 2,000 turns/minute of the engine shaft.
  • the capsule 53b is substantially analogous to the capsule 26b and comprises a diaphragm 55b which bounds a suction chamber 57b connected to the point 54b of the intake pipe by a passage l01b.
  • the diaphragm 55b is connected to the plate 1 by a rigid stem 82 substantially parallel to the stem 40b, the pivoting points of the said stems on the plate 1 being symmetrical with respect to the centre of the said plate.
  • the lever arms of the forces exerted by the stems 82 and 40b on the plate 1 are hence equal in absolute value. There could however be provided unequal lever arms.
  • the surfaces of the diaphragms 38b and 55b are equal but there could also be provided different surfaces.
  • any.correction of relative advance is not actuated by the capsule 57b when the engine is under pure deceleration (throttle valve 2 closed) or when the throttle valve is only very slightly open.
  • the slide valve 83 is actuated by the capsule 2617, through the stem 40b, and may occupy two different positions.
  • the said slide valve places in communication, through a pipe l02b the suction chamber ofa capsule 85 with an exhaust 86 which is placed at atmospheric pressure.
  • the diaphragm 87 of the capsule 85 is connected by a stem 88 to the plate 1 so that said capsule 85 works in opposition with the capsule 53b.
  • the slide valve 83 places in communication the pipe 102b and the suction chamber of the capsule 85 with the branch 84. Simultaneously, the said slide isolates the capsule 85 from the exhaust 86.
  • the device of FIG. is substantially identical with that of FIG. 19, the slide valve 83 having been replaced by a diaphragm valve 83a which, when the suction in the branch 84 and in the pipe 37b is not sufficient, isolates the suction chamber of the capsule 85 with respect to the said pipe 37b.
  • a leak 86a of reduced section is provided at the outlet of the chamber of the capsule 85 between this latter and the valve 83a so that, when the said valve is closed and the chamber again occurs under suction, an entry of air may occur in the said chamber and enable the return of the diaphragm 87 to its equilibrium position.
  • FIGS. 19 and 20 The operation of the devices of FIGS. 19 and 20 is analogous to that of FIG. 18 but the actuation of the ignition retard by the capsule 26b is rendered more brusque by the presence of the slide 83 or of the valve 830, which enable the brusque application of suction in the chamber of the capsule 85.
  • the energising circuit 91 of the electromagnet may be closed or opened by a switch 92 actuated by the suction capsule 26b.
  • the switch 92 When the suction is sufficient to overcome the means 39b and to cause a deformation of the diaphragm 38b, the switch 92 is closed, the electromagnet 89 is energised and actuates the rotation of the plate 1 in the minus" direction and a brusque relative ignition retard.
  • FIGS. 22 to 24 show a variation according to which two elements 260 and 53c, analogous to the two suction capsules previously described, are united into a single differential capsule 58c with double diaphragm.
  • the members of this differential capsule similar or playing identical roles with those shown on the preceding figures are designated by the same reference numerals, generally followed by the letter c in place of the letter b.
  • the differential capsule 58c comprises two substantially parallel diaphragms 38c and c.
  • the surface of the diaphragm 38c is greater than that of the diaphragm 55c.
  • the diaphragm 38c limits, with the walls of the capsule 58c, a suction chamber 360, substantially cylindrical, connected by the pipe 37c to the intake pipe at a point 27c.
  • the position of this point is identical to that of the point 271; of the previous figures.
  • Diaphragms 38c and 550 bound between them and with the rigid walls of the capsule 58c the chamber 57c, substantially cylindrical, connected to the intake pipe at a point 546.
  • the position of this point is identical to that ofthe point 54b of the preceding figures.
  • the diaphragm 55c is subject to atmospheric pressure on its surface opposite to the chamber 570.
  • a common stem 56c connects the diaphragms between them and to the plate 1.
  • the end of the stem 56c situated in the chamber 360 can come to bear against the plate 81c, which serves as a stop for the elastic return means 39c. These latter are precompressed and are provided to oppose the displacement of the stem 360 in the direction which actuates a relative ignition retard.
  • the initial tension of these means 390 determines, for the degree of opening P of the throttle valve 2, the rotary speed of the engine N above which the suction in the chamber 36c is sufficient to actuate a rotation of the plate 1 in the minus direction.
  • Elastic return means 93c are also provided to oppose the displacement of the stem 56c in the direction which actuates a relative ignition advance. These means 930 are arranged on the side of the diaphragm 55c opposite to the chamber 57c. v
  • the degree of opening of the throttle valve 2 is less than P (see FIG. 22).
  • the point 270 occurs downstream of the throttle valve 2 whilst the point 54c occurs upstream of the said throttle valve.
  • the chamber 570 therefore occurs substantially at atmospheric pressure whilst the chamber 36c is under suction.
  • FIG. 22 shows the device in the position correspond- (see FIG. 23), the chamber 570 is placed under suction with respect to atmospheric pressure.
  • the point 270 having passed to upstream of the throttle valve 2, is practically no longer under suction
  • the pressure which exists in the chamber 36c is hence substantially equal to atmospheric pressure.
  • the diaphragm 38c will hence have a tendency to be deformed so that the stem 56c displaces the plate 1 in the direction of relative ignition advance, but the diaphragm 55c has a tendency to be deformed in the opposite sense. Due to the fact that the surface of the diaphragm 38c is greater than that of the diaphragm 55c, the force of the first will be preponderant and the plate 1 will be displaced in the direction of relative ignition advance.
  • end 80c of the stem 56c occurring in the chamber 360 is separated from the plate 810 which rests in abutment'against the wall of the capsule.
  • FIG. 25 there is shown a particularly advantageous embodiment of the elastic return means 3% of the retard capsule 26b (or means 39c of the cap sule26c).
  • the elastic means 39b are constituted by a spiral spring 94, housed in the ignition control device 95.
  • the spiral spring 94 is used preferably to constitute the elastic means 39b since these latter may be precompressed, but the said spring 94 or a similar spring could also constitute the elastic return means of the advance capsule 5312 (or 530).
  • the diaphragms of the different suction capsules may be flat or of the bellows type according to the amplitudes which they must have.
  • This sudden actuation of the retard improves the operation ofthe engine and reduces possible jerky" operation on deceleration.
  • the actuation may be rendered even more sudden by the addition of means such as a slide valve 83 (FIG. 19), a valve 83a or an electromagnet operating wholly or not at all,
  • an ignition device comprising means sensitive to the position of the throttle valve and to the rotary speed of the engine and arranged so as to be able to cause ignition retard, according to whether the two following conditions are simultaneously fulfilled: the degree of opening of the throttle valve controlling the intake pipe of the engine is less than a predetermined limit P and the rotary speed of the engine is greater than a predeter mined limit N said means comprising a first suction capsule adapted to control the relative ignition retard, said first suction capsule being connected to the intake pipe of the engine at a point which passes from downstream to upstream of the throttle valve when the latter, in opening, passes through a degree of opening P and a second suction capsule provided to act in opposite sense from said first suctio'n capsule and to control, at partial load, when the degree of opening of the throttle valve is greater than P and the absolute value of the suction in the intake pipe increases, a relative ig nition advance, said second suction capsule being connected to the intake pipe at a point which passes from up
  • Ignition device for internal combustion engine wherein the limit N, is comprised between 1,000 and 2,000 revolutions/minute of the engine shaft and the degree of opening P corresponds to a throttle valve position near the closure of said throttle valve.
  • Ignition device according to claim 1, wherein the diaphragms of the capsule have equal surfaces and said capsules act separately on the ignition advance and retard means, in opposition.
  • Ignition device wherein the ignition advance and retard means comprises a rotatable place, said connecting means being connected to said place to exert forces thereon over lever arms with respect to the axis of rotation of said plate which are equal in absolute value.
  • Ignition device wherein supplementary means controlled by the retard capsule are provided to cause abrupt control of the ignition retard.
  • Ignition device wherein the supplementary means are constituted by a valve or a slide arranged so as to establish connection between a third suction capsule and the intake when the suction in this latter has reached a predetermined value or to connect said third capsule to the atmosphere when the suction in the intake pipe is less than said predetermined value.
  • Ignition device according to claim 5, wherein the supplementary means are electromagnetic and include

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  • Engineering & Computer Science (AREA)
  • Physics & Mathematics (AREA)
  • Fluid Mechanics (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Electrical Control Of Ignition Timing (AREA)
  • Output Control And Ontrol Of Special Type Engine (AREA)
US00015099A 1969-02-28 1970-02-27 Ignition devices for internal combustion engines and engines including such devices Expired - Lifetime US3727596A (en)

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FR6905579A FR2033655A5 (enrdf_load_stackoverflow) 1969-02-28 1969-02-28

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US (1) US3727596A (enrdf_load_stackoverflow)
JP (1) JPS4812488B1 (enrdf_load_stackoverflow)
DE (1) DE2009419A1 (enrdf_load_stackoverflow)
FR (1) FR2033655A5 (enrdf_load_stackoverflow)
GB (1) GB1308804A (enrdf_load_stackoverflow)

Cited By (12)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3780713A (en) * 1972-09-05 1973-12-25 Gen Motors Corp Vacuum-operated spark advance device
US3882836A (en) * 1972-10-06 1975-05-13 Bosch Gmbh Robert Spark advance mechanism for ignition distributors of internal combustion engines
US3888221A (en) * 1974-04-25 1975-06-10 Gen Motors Corp Constant speed responsive spark controller
US3960125A (en) * 1973-12-17 1976-06-01 Eltra Corporation Dual vacuum actuator ignition timing
US3965874A (en) * 1974-07-09 1976-06-29 Toyota Jidosha Kogyo Kabushiki Kaisha Ignition timing control apparatus
US4040401A (en) * 1974-11-05 1977-08-09 Ethyl Corporation Spark vacuum advance control
US4068633A (en) * 1970-02-27 1978-01-17 Toyota Jidosha Kogyo Kabushiki Kaisha Ignition system for internal combustion engines
US4068634A (en) * 1974-08-08 1978-01-17 Honda Giken Kogyo Kabushiki Kaisha Control system for ignition timing of engine
US4154201A (en) * 1977-02-18 1979-05-15 Toyota Jidosha Kogyo Kabushiki Kaisha Ignition timing control device of an internal combustion engine with an auxiliary combustion chamber
US4181105A (en) * 1976-12-13 1980-01-01 Toyo Kogyo Co., Ltd. Ignition timing control for internal combustion engine having a dual induction type intake system
US4197820A (en) * 1976-09-20 1980-04-15 Roger Trudel Method and apparatus for supplying fuel to an internal combustion engine
US20110146633A1 (en) * 2006-12-06 2011-06-23 David Moessner Vehicle with an internal combustion engine for ethanol-containing fuels, and an auxiliary heater

Citations (9)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US2596830A (en) * 1949-01-12 1952-05-13 George M Holley Ignition device
US2827889A (en) * 1955-03-28 1958-03-25 Holley Carburetor Co Automatic control of the distributor of an internal combustion engine
US3385275A (en) * 1967-10-11 1968-05-28 Ford Motor Co Ignition distributor advance control mechanism for a reciprocating engine
US3426737A (en) * 1965-10-23 1969-02-11 Brooks Walker Spark retard control
US3447518A (en) * 1967-10-05 1969-06-03 Brooks Walker Thermal spark retard
US3456633A (en) * 1968-01-24 1969-07-22 Brooks Walker Engine spark control
US3515105A (en) * 1969-04-18 1970-06-02 Holley Carburetor Co Ignition system
US3521609A (en) * 1966-08-31 1970-07-28 Mitsubishi Electric Corp Apparatus for controlling ignition time of automobile engine
US3584608A (en) * 1968-06-03 1971-06-15 Toyo Kogyo Co Ignition system for rotary piston internal combustion engine

Patent Citations (9)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US2596830A (en) * 1949-01-12 1952-05-13 George M Holley Ignition device
US2827889A (en) * 1955-03-28 1958-03-25 Holley Carburetor Co Automatic control of the distributor of an internal combustion engine
US3426737A (en) * 1965-10-23 1969-02-11 Brooks Walker Spark retard control
US3521609A (en) * 1966-08-31 1970-07-28 Mitsubishi Electric Corp Apparatus for controlling ignition time of automobile engine
US3447518A (en) * 1967-10-05 1969-06-03 Brooks Walker Thermal spark retard
US3385275A (en) * 1967-10-11 1968-05-28 Ford Motor Co Ignition distributor advance control mechanism for a reciprocating engine
US3456633A (en) * 1968-01-24 1969-07-22 Brooks Walker Engine spark control
US3584608A (en) * 1968-06-03 1971-06-15 Toyo Kogyo Co Ignition system for rotary piston internal combustion engine
US3515105A (en) * 1969-04-18 1970-06-02 Holley Carburetor Co Ignition system

Cited By (13)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US4068633A (en) * 1970-02-27 1978-01-17 Toyota Jidosha Kogyo Kabushiki Kaisha Ignition system for internal combustion engines
US3780713A (en) * 1972-09-05 1973-12-25 Gen Motors Corp Vacuum-operated spark advance device
US3882836A (en) * 1972-10-06 1975-05-13 Bosch Gmbh Robert Spark advance mechanism for ignition distributors of internal combustion engines
US3960125A (en) * 1973-12-17 1976-06-01 Eltra Corporation Dual vacuum actuator ignition timing
US3888221A (en) * 1974-04-25 1975-06-10 Gen Motors Corp Constant speed responsive spark controller
US3965874A (en) * 1974-07-09 1976-06-29 Toyota Jidosha Kogyo Kabushiki Kaisha Ignition timing control apparatus
US4068634A (en) * 1974-08-08 1978-01-17 Honda Giken Kogyo Kabushiki Kaisha Control system for ignition timing of engine
US4040401A (en) * 1974-11-05 1977-08-09 Ethyl Corporation Spark vacuum advance control
US4197820A (en) * 1976-09-20 1980-04-15 Roger Trudel Method and apparatus for supplying fuel to an internal combustion engine
US4181105A (en) * 1976-12-13 1980-01-01 Toyo Kogyo Co., Ltd. Ignition timing control for internal combustion engine having a dual induction type intake system
US4154201A (en) * 1977-02-18 1979-05-15 Toyota Jidosha Kogyo Kabushiki Kaisha Ignition timing control device of an internal combustion engine with an auxiliary combustion chamber
US20110146633A1 (en) * 2006-12-06 2011-06-23 David Moessner Vehicle with an internal combustion engine for ethanol-containing fuels, and an auxiliary heater
US8371274B2 (en) * 2006-12-06 2013-02-12 Robert Bosch Gmbh Vehicle with an internal combustion engine for ethanol-containing fuels, and an auxiliary heater

Also Published As

Publication number Publication date
FR2033655A5 (enrdf_load_stackoverflow) 1970-12-04
DE2009419A1 (enrdf_load_stackoverflow) 1970-10-01
GB1308804A (en) 1973-03-07
JPS4812488B1 (enrdf_load_stackoverflow) 1973-04-20

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