JPS597029B2 - Ignition advance control device for internal combustion engines - Google Patents
Ignition advance control device for internal combustion enginesInfo
- Publication number
- JPS597029B2 JPS597029B2 JP1520878A JP1520878A JPS597029B2 JP S597029 B2 JPS597029 B2 JP S597029B2 JP 1520878 A JP1520878 A JP 1520878A JP 1520878 A JP1520878 A JP 1520878A JP S597029 B2 JPS597029 B2 JP S597029B2
- Authority
- JP
- Japan
- Prior art keywords
- exhaust
- exhaust pressure
- exhaust gas
- orifice
- advance
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Expired
Links
Classifications
-
- 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
Landscapes
- 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)
- Exhaust-Gas Circulating Devices (AREA)
- Electrical Control Of Ignition Timing (AREA)
Description
【発明の詳細な説明】 本発明は内燃機関の点火進角制御装置に関する。[Detailed description of the invention] The present invention relates to an ignition advance control device for an internal combustion engine.
一般に内燃機関にあっては、機関の回転数を検出して点
火時期を進ませる遠心式進角装置と、機関の負圧状態を
検出して点火時期を進ませる真空式進角装置との協働に
より、機関回転数，負荷に応じて点火時期を最適な状態
に制御するようにしている。In general, internal combustion engines use a centrifugal advance device that detects the engine speed and advances the ignition timing, and a vacuum advance device that advances the ignition timing by detecting the negative pressure state of the engine. This function allows the ignition timing to be optimally controlled depending on the engine speed and load.
ところで、近年排気中に含有するＮＯＸによる公害が社
会的な問題となっている折から、機関より排出される排
気の一部を機関運転状態に応じて吸気系に還流させ、燃
焼の最高温度をあら程度に抑えてＮＯＸの生成を抑制す
る排気還流制御装置を付設するようにしている
ところが、このようにＮＯＸ対策として排気還流を行な
った場合、還流排気が燃焼の阻害要因となることから、
当然点火進角も前述のように機関回転数ラ負圧に応じて
制御していたのでは最適な点火時期は得られず、この排
気還流の状態をも考慮して点火時期を制御する必要があ
る。By the way, in recent years, as pollution caused by NOx contained in exhaust gas has become a social issue, a portion of the exhaust gas emitted from the engine is recirculated to the intake system depending on the engine operating condition to reduce the maximum temperature of combustion. Although exhaust recirculation control devices are installed to suppress the generation of NOX to a certain extent, when exhaust recirculation is performed as a NOx countermeasure, the recirculated exhaust becomes a factor that inhibits combustion.
Naturally, if the ignition advance angle is controlled according to the engine speed and negative pressure as described above, the optimal ignition timing cannot be obtained, and it is necessary to control the ignition timing by taking into consideration the state of this exhaust gas recirculation. be.
これは例えば、排気還流率（全吸入空気量に対する全排
気還流量の割合）が大きくなれば、そｎだけ通常の進角
度、即ち、前記遠心式進角装置と真空式進角装置との協
働により制御される進角よりも進める必要があり、逆に
還流率が小さくなれば通常に制御される進角側に戻す必
要がある。For example, if the exhaust recirculation rate (the ratio of the total exhaust recirculation amount to the total intake air amount) increases, the normal advance angle increases by that amount, that is, the cooperation between the centrifugal advance device and the vacuum advance device increases. It is necessary to advance the advance angle beyond the advance angle controlled by the action, and conversely, if the reflux rate becomes small, it is necessary to return to the advance angle side that is normally controlled.
本発明はかかる従来の実状に鑑み、排気還流率に応じて
点火進角を補正して燃費，運転性の面から要求される最
適な点火進角に制御し得る点火進角制御装置を得んとす
るもので、以下その実施例を図面と共に詳述する。In view of the conventional situation, the present invention aims to provide an ignition advance control device that can correct the ignition advance according to the exhaust gas recirculation rate and control the ignition advance to the optimum ignition advance required in terms of fuel efficiency and drivability. Embodiments thereof will be described below in detail with reference to the drawings.
図において、１は機関本体、２は吸気マニホルド、３は
気化器、４は排気マニホルドを示し、そしてこれら機関
吸気系と排気系に跨って排気還流制御装置５を設けてあ
る。In the figure, 1 is an engine body, 2 is an intake manifold, 3 is a carburetor, and 4 is an exhaust manifold, and an exhaust gas recirculation control device 5 is provided across the engine intake system and exhaust system.
この排気還流制御装置５は、排気マニホルド４と吸気マ
ニホルド２との間に跨設された排気還流通路６と、該排
気還流通路６に介装された還流制御弁Ｔと、該還流制御
弁７の前流に配した排気還流量を検出するだめのオリフ
イス８とから構成さ几ている。The exhaust gas recirculation control device 5 includes an exhaust gas recirculation passage 6 provided across an exhaust manifold 4 and an intake manifold 2, a recirculation control valve T interposed in the exhaust gas recirculation passage 6, and a recirculation control valve 7. It consists of an orifice 8 for detecting the amount of exhaust gas recirculation placed upstream of the exhaust gas.
前記還流制御弁７としては一般に制御負圧により作動さ
れる負圧作動弁が用いられており、前記制御負圧の還流
制御弁７への導入は、通常気化器３のベンチュリ負圧と
、還流通路６のオリフイス８と還流制御弁７との間の排
王を検出する図外のトランスデューサバルブによって制
御され、以って機関の運転状態に応じて略吸入空気量に
比例して排気還流を行わせるのである。As the reflux control valve 7, a negative pressure operated valve operated by a controlled negative pressure is generally used, and the controlled negative pressure is introduced into the reflux control valve 7 by the venturi negative pressure of the vaporizer 3 and the reflux It is controlled by a transducer valve (not shown) that detects the exhaust gas between the orifice 8 of the passage 6 and the recirculation control valve 7, so that the exhaust recirculation is performed approximately in proportion to the amount of intake air depending on the operating state of the engine. Let it happen.
９は点火時期制御機構としての真空式進角機構を示し、
進路１０を介してダイヤフラム装置１１の負圧室１２に
導入される機関吸入負圧に応じてダイヤフラム１３に取
付けたロツド１４をセットスプリング１５力に抗して牽
引し、デイストリヒュータ１６のプレー力プレート１７
を進角側に回動してカム１８の回転による断続器１９の
投入時期、即ち点火時期を進めるものである。9 shows a vacuum advance mechanism as an ignition timing control mechanism,
The rod 14 attached to the diaphragm 13 is pulled against the force of the set spring 15 in response to the engine suction negative pressure introduced into the negative pressure chamber 12 of the diaphragm device 11 through the path 10, and the distributor 16 is opened. force plate 17
is rotated to the advance side to advance the closing timing of the interrupter 19 due to the rotation of the cam 18, that is, the ignition timing.
そして、この真空式進角機構９に排気還流率に応じて点
火進角を補正する進角補正機構２０を付設してある。An advance angle correction mechanism 20 for correcting the ignition advance angle in accordance with the exhaust gas recirculation rate is attached to the vacuum advance angle mechanism 9.
この進角補正機構２０は前記排気還流通路６のオリフイ
ス８の前後差圧を検出して真空式進角機構９の点火進角
を補正するダイヤフラム装置２１，と、該ダイヤフラム
装置２１に導入される前記オリフイス８０前後差圧を気
化器３のベンチュリ負圧に応じて制御する差圧制御弁２
２とから構成され、本実施例にあっては、真空式進角機
構９のダイヤフラム装置１１と、進角補正機構２０のダ
イヤフラム装置２１とを一体に構成して機器の小型化を
図っている。The advance angle correction mechanism 20 includes a diaphragm device 21 that detects the differential pressure across the orifice 8 of the exhaust gas recirculation passage 6 and corrects the ignition advance angle of the vacuum advance mechanism 9, and a diaphragm device 21 that is introduced into the diaphragm device 21. a differential pressure control valve 2 that controls the differential pressure across the orifice 80 according to the venturi negative pressure of the carburetor 3;
In this embodiment, the diaphragm device 11 of the vacuum advance angle mechanism 9 and the diaphragm device 21 of the advance angle correction mechanism 20 are integrated to reduce the size of the device. .
前記ダイヤフラム装置２１は、ダイヤフラム２３により
隔成され通路２５を介してオリフイス８前流の排圧が導
入される第１排圧室２４と、通路２７を介してオリフイ
ス８後流の排圧（排気還流時、負圧となる）が導入され
る第２排王室２６と、ダイヤフラム２３と真空式進角機
構９のダイヤフラム装置１１のダイヤフラム１３とを連
結する連結機構としてのロンド２８と、第２排圧室２６
偶に弾装されたセットスプリング２９とからなっている
。The diaphragm device 21 includes a first exhaust pressure chamber 24 which is separated by a diaphragm 23 and into which the exhaust pressure upstream of the orifice 8 is introduced through a passage 25, and a first exhaust pressure chamber 24 which is separated by a diaphragm 23 and into which exhaust pressure downstream of the orifice 8 is introduced through a passage 27. A second exhaust chamber 26 into which a negative pressure (at the time of reflux) is introduced, a rond 28 as a connecting mechanism that connects the diaphragm 23 and the diaphragm 13 of the diaphragm device 11 of the vacuum advance mechanism 9, and a second exhaust Pressure chamber 26
It consists of a set spring 29 that is evenly loaded.
差圧制御弁２２は、通路２５と通路２７とを連結する通
路３０に介装され、この差圧制御弁２２として気化器３
のベンチュリ負圧によって作動さ九る負圧作動弁が用い
られている。The differential pressure control valve 22 is interposed in a passage 30 that connects the passage 25 and the passage 27.
A negative pressure operated valve operated by a venturi negative pressure is used.
即ち、この差圧制御弁２２は、ダイヤフラム３１により
隔成され負圧通路３３を介してベンチュリ負圧が導入さ
れる負圧室３２と、該ダイヤフラム３１に取付けら汎て
ダイヤフラム３１に応動する弁体３４と、該弁体３４に
所定の閉弁セット荷重を付与するスプリング３５とから
なり、負圧室３２に導入さ九るベンチュリ負圧に応じて
弁体３４を引上げて通路３０の有効開口面積を変化させ
、前記第１，第２排圧室２４，２６に導入されるオリフ
イス８の前後の排王の差圧を制御するようにしてある。That is, the differential pressure control valve 22 includes a negative pressure chamber 32 separated by a diaphragm 31 and into which venturi negative pressure is introduced via a negative pressure passage 33, and a valve attached to the diaphragm 31 and responsive to the diaphragm 31. It consists of a body 34 and a spring 35 that applies a predetermined valve closing set load to the valve body 34, and the valve body 34 is pulled up in response to the venturi negative pressure introduced into the negative pressure chamber 32 to open the passage 30 effectively. By changing the area, the differential pressure between the exhaust pressure before and after the orifice 8 introduced into the first and second exhaust pressure chambers 24 and 26 is controlled.
次に以上の構成よシなる本実施例の作動につき説明する
。Next, the operation of this embodiment having the above configuration will be explained.
基本的な点火時期は機関の運転状態に応じて真空式進角
機構９と図外の遠心式進角機構との協働によって制御さ
れるが，排気還流制御装置５によって排気還流が行われ
るため，前述の理由により、この排気還流の状態により
要求点火時期が変ってくる。The basic ignition timing is controlled by the cooperation of the vacuum advance mechanism 9 and a centrifugal advance mechanism (not shown) depending on the operating state of the engine, but since exhaust gas recirculation is performed by the exhaust gas recirculation control device 5, For the reasons mentioned above, the required ignition timing changes depending on the state of this exhaust gas recirculation.
ここで、例えば吸気量が一定で排気還流通路６のオリフ
イス８前後差圧が大きい場合、即ち排気還流率が大きい
場合には、点火時期を前記真空式進角機構９によって進
められる進角位置よりも更に進める必要がある。Here, for example, when the intake air amount is constant and the differential pressure across the orifice 8 of the exhaust gas recirculation passage 6 is large, that is, when the exhaust gas recirculation rate is large, the ignition timing is set to a position advanced by the vacuum advance mechanism 9. We also need to go further.
かかる状態ではオリフイス８０前後の排圧はそ九ぞれ通
路２５，２７を介して補正機構２０のダイヤフラム装置
２１の第１，第２排圧室２４ ．２６に導入され、この
第１，第２排圧室２４．２６間の差圧、即ちオリフイス
８の前後差圧に応じて真空式進角機構９のダイヤフラム
装置１１に連結したロンド２８を牽引してプレーカプレ
ート１７を更に進角側に回動させるが、この時、前記オ
リフィス８の前後差圧は、差圧制御弁２２がベンチュリ
負圧に応じて開弁ずるためこのベンチュリ負圧の程度、
つまり吸気量の程度に応じて制御され、以って排気還流
率に応じて点火進角が補正されるのである。In this state, the exhaust pressure before and after the orifice 80 flows through the passages 25 and 27 to the first and second exhaust pressure chambers 24 of the diaphragm device 21 of the correction mechanism 20. 26 and pulls the iron 28 connected to the diaphragm device 11 of the vacuum advance mechanism 9 according to the differential pressure between the first and second exhaust pressure chambers 24 and 26, that is, the differential pressure across the orifice 8. The breaker plate 17 is further rotated toward the advance side, but at this time, the differential pressure across the orifice 8 is determined by the level of the venturi negative pressure because the differential pressure control valve 22 opens in response to the venturi negative pressure. ,
In other words, it is controlled according to the amount of intake air, and therefore the ignition advance angle is corrected according to the exhaust gas recirculation rate.
また、前述とは逆にオリフイス８の前後差圧がある一定
の状態にあって、ベンチュリ負圧値が増大する場合、従
って排気還流率が減少する場合には，点火時期は真空式
進角機構９によって制御される進角位置側に戻す必要が
ある。In addition, contrary to the above, when the differential pressure across the orifice 8 is constant and the venturi negative pressure value increases, and therefore the exhaust gas recirculation rate decreases, the ignition timing is set by the vacuum advance mechanism. It is necessary to return it to the advance angle position controlled by 9.
このような状態では補正機構２０のダイヤフラム装置２
１は、オリフィス８の前後差圧によりロンド２８を牽引
して真空式進角機構９によって制御さｎる進角位置より
も更に進める傾向にあるが、ベンチュリ負圧値の増大に
よって差圧制御弁２２の開度が拡げらｎ、補正機構２０
のダイヤフラム装置２１に作用するオリフイス８前後差
圧がベンチュリ負圧値の増大に応じて減少され、のって
、該補正機構２０のダイヤフラム装置２１の作用力が減
衰され点火時期は排気還流率に応じて真空式進角機構９
によって制御される通常の進角位置側に戻されるのであ
る。In such a state, the diaphragm device 2 of the correction mechanism 20
1, the differential pressure between the front and rear of the orifice 8 tends to pull the rond 28 and advance it further than the advance position controlled by the vacuum advance mechanism 9. However, due to the increase in the venturi negative pressure value, the differential pressure control valve If the opening degree of 22 is widened, the correction mechanism 20
The differential pressure across the orifice 8 that acts on the diaphragm device 21 is reduced in accordance with the increase in the venturi negative pressure value, and as a result, the acting force of the diaphragm device 21 of the correction mechanism 20 is attenuated, and the ignition timing is adjusted to the exhaust gas recirculation rate. Depending on the vacuum type advance angle mechanism 9
The advance angle is returned to the normal advance position controlled by .
次に、排気還流装置５の作動が停止して排気還流が遮断
されると、オリフィス８の前後圧が等しくなるために補
正機構２００作用がキャンセルさｎ、点火時期は真空式
進角機構９と図外の遠心式進角機構との協働により通常
に制御される。Next, when the operation of the exhaust gas recirculation device 5 is stopped and the exhaust gas recirculation is cut off, the action of the correction mechanism 200 is canceled because the front and rear pressures of the orifice 8 are equalized, and the ignition timing is controlled by the vacuum advance mechanism 9. It is normally controlled by cooperation with a centrifugal advance mechanism (not shown).
なお、前記実施例では真空式進角機構９のダイヤフラム
装置１１と、補正機構２０のダイヤフラム装置２１とを
一体に組付けた場合を開示したが、これらダイヤフラム
装置ＩＬ２１を独立させても前述と同様の効果を奏せら
れる。In the above embodiment, the diaphragm device 11 of the vacuum advance mechanism 9 and the diaphragm device 21 of the correction mechanism 20 are assembled together, but even if these diaphragm devices IL21 are made independent, the same effect as described above is achieved. The effect can be achieved.
以上のように本発明によれば、点火時期を排気還流率に
応じて進角制御できるので、燃費、運転性の向上を実現
でき、しかも構造が簡単であるので既存の機関にも容易
に適用できるという実用上優れた効果を有する。As described above, according to the present invention, since the ignition timing can be advanced controlled according to the exhaust gas recirculation rate, fuel efficiency and drivability can be improved, and since the structure is simple, it can be easily applied to existing engines. It has excellent practical effects.
図は本発明の一実施例を示す略示的系統図である。
１・・・・・・機関本体、２・・・・・・吸気マニホル
ド、３・・・・・・気化器、４・・・・・・排気マニホ
ルド、５・・・・・・排気還流制御装置、６・・・・・
・排気還流通路，７・・・・・・還流制御弁、８・・・
・・・オリフイス、９・・・・・・点火時期制御機構，
１７・・・・・・ブレーカーグレー｝，１８・・曲カム
、２１・・・・・・ダイヤフラム装置，２２・・・・・
・差圧制御弁、２３・・・・・・ダイヤフラム、２４・
・・・・・第１排圧室、２６・・・・・・第２排圧室、
２８・・・・・・連結機構。The figure is a schematic system diagram showing one embodiment of the present invention. 1...Engine body, 2...Intake manifold, 3...Carburizer, 4...Exhaust manifold, 5...Exhaust recirculation control Device, 6...
・Exhaust recirculation passage, 7...Recirculation control valve, 8...
... Orifice, 9 ... Ignition timing control mechanism,
17... Breaker gray}, 18... Bent cam, 21... Diaphragm device, 22...
・Differential pressure control valve, 23...Diaphragm, 24.
...First exhaust pressure chamber, 26...Second exhaust pressure chamber,
28...Connection mechanism.
Claims (1)
ことによって点火時期を可変制御する点火時期制御機構
と、機関の運転状態に応じて排気の一部を排気還流通路
を介して吸気系に還流する排気還流制御装置とを備えた
内燃機関において、ダイヤフラムによって隔成され前記
排気還流通路に設けられたオリフイス前流の排圧が導入
される第１排圧室および該オリフイス後流の排圧が導入
される第２排圧室，前記ダイヤフラムと前記プレーカプ
レートとを連結し、前記第１，第２排圧室に導入される
オリフイス前後の排圧の差圧が大きい程前記プレーカプ
レートを点火時期を進角させる方向に作動する連結機構
とを備えたダイヤフラム装置と、前記第１，第２排圧室
と排気還流通路のオリフイス前，後流とをそれぞれ連通
ずる２つの通路間を連結する通路に介装され、吸気通路
に設けたベンチュリ部に発生するベンチュリ負圧の増大
に応じて弁開度を拡げて前記第１，第２排圧室の差圧を
低減させる竜圧制御弁とを設けたことを特徴とする内燃
機関の点火進角制御装置。1. An ignition timing control mechanism that variably controls the ignition timing by changing the relative position between the breaker plate and the cam, and an exhaust system that recirculates a portion of the exhaust gas to the intake system via the exhaust gas recirculation passage depending on the operating condition of the engine. and a first exhaust pressure chamber separated by a diaphragm into which exhaust pressure upstream of an orifice provided in the exhaust gas recirculation passage is introduced, and a first exhaust pressure chamber into which exhaust pressure downstream of the orifice is introduced. A second exhaust pressure chamber connects the diaphragm and the breaker plate, and the larger the difference in exhaust pressure before and after the orifice introduced into the first and second exhaust pressure chambers, the higher the ignition timing of the breaker plate. a diaphragm device equipped with a coupling mechanism that operates in a direction to advance the exhaust pressure, and a passage connecting two passages that communicate the first and second exhaust pressure chambers with the orifice front and rear streams of the exhaust gas recirculation passage, respectively. a dragon pressure control valve, which is installed in the intake passage and expands the valve opening in response to an increase in venturi negative pressure generated in a venturi section provided in the intake passage to reduce the differential pressure between the first and second exhaust pressure chambers. An ignition advance control device for an internal combustion engine, characterized in that:
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP1520878A JPS597029B2 (en) | 1978-02-13 | 1978-02-13 | Ignition advance control device for internal combustion engines |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP1520878A JPS597029B2 (en) | 1978-02-13 | 1978-02-13 | Ignition advance control device for internal combustion engines |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPS54108138A JPS54108138A (en) | 1979-08-24 |
| JPS597029B2 true JPS597029B2 (en) | 1984-02-16 |
Family
ID=11882444
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP1520878A Expired JPS597029B2 (en) | 1978-02-13 | 1978-02-13 | Ignition advance control device for internal combustion engines |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPS597029B2 (en) |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPH0554376B2 (en) * | 1985-04-27 | 1993-08-12 | Konishiroku Photo Ind |
-
1978
- 1978-02-13 JP JP1520878A patent/JPS597029B2/en not_active Expired
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPH0554376B2 (en) * | 1985-04-27 | 1993-08-12 | Konishiroku Photo Ind |
Also Published As
| Publication number | Publication date |
|---|---|
| JPS54108138A (en) | 1979-08-24 |
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