EP0356151B1 - Dispositif d'avance centrifuge - Google Patents

Dispositif d'avance centrifuge Download PDF

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Publication number
EP0356151B1
EP0356151B1 EP19890308367 EP89308367A EP0356151B1 EP 0356151 B1 EP0356151 B1 EP 0356151B1 EP 19890308367 EP19890308367 EP 19890308367 EP 89308367 A EP89308367 A EP 89308367A EP 0356151 B1 EP0356151 B1 EP 0356151B1
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EP
European Patent Office
Prior art keywords
weights
travel
driving shaft
cam member
mechanism according
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 - Lifetime
Application number
EP19890308367
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German (de)
English (en)
Other versions
EP0356151A3 (fr
EP0356151A2 (fr
Inventor
Yuzo Kadomukai
Yozo Nakamura
Hiromitsu Nagae
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Hitachi Ltd
Original Assignee
Hitachi Ltd
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Filing date
Publication date
Application filed by Hitachi Ltd filed Critical Hitachi Ltd
Publication of EP0356151A2 publication Critical patent/EP0356151A2/fr
Publication of EP0356151A3 publication Critical patent/EP0356151A3/fr
Application granted granted Critical
Publication of EP0356151B1 publication Critical patent/EP0356151B1/fr
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

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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
    • F02P5/06—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 engine speed
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B1/00—Engines characterised by fuel-air mixture compression
    • F02B1/02—Engines characterised by fuel-air mixture compression with positive ignition
    • F02B1/04—Engines characterised by fuel-air mixture compression with positive ignition with fuel-air mixture admission into cylinder

Definitions

  • This invention relates to a centrifugal advance mechanism, particularly such mechanism for use in the distributor of an ignition system of an internal combustion engine.
  • Centrifugal advance mechanisms in the control of the ignition timing of internal combustion engines are well known.
  • the mechanism has a plurality of rotating weights, usually two, which travel under centrifugal force outwardly from the axis of a driving shaft against the action of resilient means, usually helical springs, urging the weights inwardly.
  • the weights carry driving cam members which act upon a driven cam member which is thus driven in rotation by the weights.
  • the relative rotational position of the driven cam member and the driving shaft is determined by the radial position of the weights relative to the driving shaft.
  • the rotational position of an output shaft connected to the driven cam member relative to the driving shaft is determined by the rotational speed of the driving shaft.
  • Such a mechanism advances the ignition timing in dependence upon the rotational speed of the engine. In principle, it might be used to retard the rotational position of the output shaft, and the invention is applicable to such an arrangement. However, it will here be described in connection with the advancement of the output shaft, as in ignition timing.
  • the reason for ignition timing advance in an internal combustion engine is that, when a spark plug fires in the engine, the petrol-air mixture takes some time to achieve complete combustion. Therefore, at high engine speeds, the ignition timing should be advanced to cause the plug to fire before the piston reaches the top dead centre position. The ignition timing will therefore vary with the engine speed, and this is achieved automatically using a centrifugal advance mechanism.
  • Fig. 11 of the accompanying drawings shows the construction of a conventional centrifugal advance mechanism used in a distributor.
  • Fixed on a driving shaft 1 is a plate 2 carrying pivots 3 for two weights 5.
  • Springs 11 extend between spring pins 4 on the plate 2 and spring pins 7 on the weights 5, and act to pivot the weights inwardly towards the shaft axis 1 about the weight pivots 3.
  • the weights carry driving cam members in the form of pins 6 extending parallel to the axis of the shaft 1 and engaged in cam holes 10 in the driven timing lever 8.
  • the timing lever 8 is fixed to the output shaft 9 which is mounted on but freely rotatable around the driving shaft 1.
  • the conventional centrifugal advance mechanism described above has been designed without consideration for the effect of rapid fluctuation in the angular velocity of the driving shaft, i.e. angular accelerations and decelerations of the driving shaft.
  • Such accelerations have in recent years greatly increased, with the use of lighter and more powerful petrol engines, and cause very rapid variation of angular velocity even during one rotation. It can be said that ten years ago this angular acceleration was of the order of 2000 to 3000 radians/s 2 , whereas in recent engines and engines under development, it may amount to 120000 radians/s 2.
  • This variation of angular acceleration arises from the engine cycle, i.e. compression and combustion in the several cylinders.
  • Fig. 13 illustrates the case without angular acceleration, whereas the increased advance angle caused by the deceleration of the shaft 1 is indicated by broken line b.
  • This increased advance causes deterioration in the combustion in the engine, resulting in the phenomonon of knocking.
  • Fig. 13 indicates that the difference of the advance angle from the design characteristic is larger when the rotational speed (angular velocity) of the drive shaft 1 is smaller, i.e. the angular acceleration variation has particularly bad effect on the advance angle at low rotational speeds.
  • the additional element is a "stabiliser ring" which is an extra plate mounted on the shaft axis 1 and free to rotate, and having curved slots receiving the weight pins 6. These slots intersect the slots 10 in the timing plate at an angle, with the result that the inertial forces of the stabiliser ring and the timing plate clamp the weight pins during acceleration of the shaft 1, preventing movement of the weights under the influence of such acceleration.
  • this device suffers from the defect that the weight pins which are contacted by the timing lever and by the stabiliser ring suffer rapid and uneven wear, and become unsatisfactorily deformed.
  • the object of this invention is to overcome, at least partly, the problem just described and to provide a centrifugal advance mechanism that has highly stable advance characteristics regardless of the variation of angular acceleration of the driving shaft.
  • the invention is set out in claims 1 and 8.
  • the stabiliser ring device described above uses an extra element to control the effect of the acceleration on the weights, while the present invention achieves this through the geometry of the weights and the interacting cam surfaces.
  • the geometry of the weights is selected so that the effect of the angular deceleration of the driving shaft is opposite to that in the conventional advance mechanism described above.
  • the weights have concave surfaces facing radially outwardly from the driving shaft axis.
  • the effect of the inertial forces arising upon angular deceleration urges the weights inwardly over at least 50%, more preferably 80%, of the radial travel of the weights. It is even possible to arrange the weights so that this effect of the inertial forces urges the weights inwardly over the whole of the travel of the weights.
  • the influence of the angular deceleration is particularly great at low engine speeds, and accordingly it is preferred that the portion of the travel of the weights at which the inertial forces urge the weights inwardly includes the radially inner end portion of the travel of the weights.
  • the effect of the inertial forcxe of the weights at the weight pivots is of course determined by the shape of the weights.
  • the geometry of the cam surfaces is chosen to achieve the desired result of controlling the effect of the inertial force arising upon acceleration or decelreation of the driving shaft.
  • the portion of the travel of the weights at which the inertial force of the driven cam member does not act to cause movement of the weights is preferably at the radially inner end of the travel of the weights, where the effect of the acceleration upon the timing advance characteristics is greatest, but there may be two such portions of the travel of the weights, one at the radially inner end of the travel and the other at a radially outer region of the travel of the weights.
  • Figs. 1 to 7 showing the centrifugal advance mechanism embodying the invention, the reference numbers 1 - 12 are used for the parts corresponding in function and name to the parts having the same reference numbers in the conventional device of Fig. 11. These parts need not be described again except to explain how they differ.
  • the centre of gravity 12 of each weight 5 is located as shown in Fig. 3, so that the tangent line to the arc around the axis of the driving shaft 1 passing through the centre of gravity 12, this tangent line extending from the centre of gravity 12 towards the weight pivot 3, lies between the axis of the driving shaft 1 and the line connecting the centre of gravity 12 and the weight pivot 3.
  • the shape of the weights 5 and the position of the weight pivots 3 are determined so as to achieve this result.
  • the angle between (i) the radius line joining the centre of gravity 12 of the weight to the driving shaft axis 1 and (ii) the line joining the centre of gravity 12 of the weight to the pivot axis 3 is greater than 90 °, over a range of radial positions of the weight including the inner end of the travel of the weight. This range is in practice more than 80% of the weights' travel but as the weight swings around the pivot 3 this angle decreases and may come below 90 °. It can be seen from Figs. 1 and 3 that the outer surfaces of the weights 5 facing away from the shaft 1 are concave, which helps to locate the centre of gravity 12 in the desired position.
  • the cam holes 10 in the timing lever 8 have the shape shown in Figs. 4,5,6 and 7 which is determined so that the angle 6w between (i) the common normal line at the contact point of the weight pin 6 and the edge of the cam hole 10 and (ii) the direction of movement Mw of the weight 5 around the pivot axis 3 at this contact point is large (Fig. 4).
  • the angle et between (i) the common normal line at the contact point of the weight pin 6 and the edge of the cam hole 10 and (ii) the direction of movement Mt of the timing lever 8 around the axis of the shaft 1 at this contact point is small (Fig. 5).
  • the force F arising between the weight 5 and the timing lever 8 is equal to the normal force N that acts in the direction of the common normal line at the contact point of the weight pin 6 and the cam hole 10.
  • the component of the normal force N applied by the timing lever 8 to move the weight 5 along the hole 10 is N.cosew.
  • the component of the normal force N applied by the weight 5 to move the timing lever 8 in rotation about the shaft 1 is N.coset.
  • the basic function of the centrifugal advance mechanism i.e. the advance characteristic has to be determined only by the centrifugal force generated in the weight 5.
  • the advance characteristic should be determined by the rotational speed of the driving shaft 1.
  • the weight pin 6 should freely drive the timing lever 8, but the weight pin 6, i.e. the weight 5, should not be easily driven by the moment of the inertial force of the timing lever 8.
  • the region of large rate of advance is particularly where the rotational speed (angular velocity) of the driving shaft is low, that is when the advance is small. Consequently the cam hole 10 is shaped so that the angle 6w between the resultant force F and the direction of motion Mw of the weight 5 is extraordinarily large.
  • ⁇ max is taken to be the maximum conceivable coefficient of friction between the cam hole 10 and the weight pin 6 during designing.
  • the necessary condition for the weight pin 6 to drive the timing lever 8 is cos ⁇ t>0, that is ⁇ t ⁇ 90 ° .
  • the necessary condition for the weight pin 6 not to be driven by the timing lever 8 is cos ⁇ w ⁇ O, that is ⁇ w>90 ° .
  • Fig. 8 represents the value of the maximum coefficient of friction ⁇ max and the values of et and 6w as explained above.
  • Fig. 9 and Fig. 10 show et and 6w respectively against advance angle for the profile of the cam hole 10 in this embodiment of the invention.
  • Fig. g shows generally a small value for et of -30 ° ⁇ t ⁇ 30 ° .
  • Fig. 10 shows a value for ⁇ w as much as 30 ° ⁇ w ⁇ 90 °.
  • Fig. 10 also shows that 0w is close to 90 °, i.e. an especially large value, at the region of small advance angle where a large rate of advance often occurs.
  • Figs. 9 and 10 show that at a region including the radially inner end (small advance angle) of the travel of the weights and at a further large advance region remote from the radially inner end, et is close to zero, i.e. -15 ° ⁇ t ⁇ 15 ° .
  • et is close to zero, i.e. -15 ° ⁇ t ⁇ 15 ° .
  • ⁇ w approaches 90°, i.e. 60 ° ⁇ ⁇ w ⁇ 120 ° .
  • Preferably in these regions 80 ° ⁇ w ⁇ 100 ° more preferably 85° ⁇ w ⁇ 95°.
  • the profile of the cam hole shown in Figs. 1, 9 and 10 is only one example of the invention.
  • the invention disclosed can generally be applied to achieve stable advance characteristics in centrifugal advance mechanisms of various advance characteristics, regardless of the variation of angular acceleration of the driving shaft.
  • Fig. 14 is an overall view of an automotive distributor in which the centrifugal advance mechanism of this invention is applied.
  • Fig. 14 shows a coupler 14 of a vacuum advance control mechanism (not illustrated) which adjusts ignition timing according to the load conditions of the engine (i.e. according to inlet manifold vacuum).
  • the distributor has a stationary base 15 fixed to the distributor body 13.
  • the coupler 14 is connected to a mobile base 16 that is mounted on the stationary base 15, but can rotate freely under the action of the coupler 14.
  • a magnet 17 and a stator core 18 are fixed to the mobile base 16.
  • the stationary base 15 has a ignition timing control device 20 with a detector coil 19.
  • the engine drives the driving shaft 1 which is inserted into the rotor shaft 9.
  • the rotor shaft 9 is housed together with retractors 21.
  • the magnetic flux through the magnetic path composed of the magnet 17, the stator core 18, the retractor 21, the rotor shaft 9, and the mobile base 16, changes.
  • This change of the magnetic flux generates a signal voltage at the detector coil 19, and through the signal voltage, the ignition timing control device 20 determines the spark timing. In a conventional manner this signal voltage alternates the time of generation and ignition in compliance with the vacuum advance control mechanism and the centrifugal advance mechanism of this invention.
  • the centrifugal advance mechanism of this invention can provide stable advance characteristics with little or no effect caused by the angular acceleration fluctuation of the engine. Ignition timing is controlled properly and combustion improved.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • High-Pressure Fuel Injection Pump Control (AREA)
  • Valve Device For Special Equipments (AREA)
  • Connection Of Motors, Electrical Generators, Mechanical Devices, And The Like (AREA)
  • One-Way And Automatic Clutches, And Combinations Of Different Clutches (AREA)

Claims (17)

1. Dispositif d'avance centrifuge comprenant une pluralité de poids tournants (5) qui se déplacent sous l'effet d'une force centrifuge vers l'extérieur à partir de l'axe d'un arbre d'entraînement (1) à l'encontre de l'action de moyens élastiques (11) forçant les poids vers l'intérieur, les poids portant des organes de came d'entraînement (6) qui interagissent par action de came avec un organe de came entraîné (8) qui est de ce fait entraîné en rotation par les poids, la position de rotation relative de l'organe de came entraîné (8) et l'arbre d'entraînement (1) étant déterminé par la position radial des poids par rapport à l'arbre d'entraînement (1), caractérisé en ce que les poids (5) présentent des surfaces concaves orientées radialement vers l'extérieur à partir de l'axe d'arbre d'entraînement, grâce à quoi sur au moins une portion du déplacement des poids (5), les forces d'inertie des poids à leurs centres de gravité respective, qui se produisent en réponse à une décélération angulaire de l'arbre d'entraînement (1), forcent les poids (5) vers l'intérieur.
2. Dispositif selon la revendication 1, dans lequel les forces d'inertie se produisant à la suite d'une décélération angulaire forcent les poids (5) vers l'intérieur sur au moins 50% du déplacement des poids.
3. Dispositif selon la revendication 1, dans lequel les forces d'inertie se produisant lors d'une décélération angulaire forcent les poids (5) vers l'intérieur sur au moins 80% du déplacement des poids.
4. Dispositif selon la revendication 1, dans lequel les forces d'inertie se produisant lors d'une décélération angulaire forcent les poids (5) vers l'intérieur sur l'ensemble du déplacement des poids.
5. Dispositif selon l'une des revendications 1 à 4, dans lequel la portion de déplacement des poids dans laquelle les forces d'inertie précitées se produisent lors d'une décélération angulaire forcent les poids vers l'intérieur, comporte l'extrémité radialement interne du déplacement des poids.
6. Dispositif selon l'une des revendications 1 à 5, dans lequel chaque poids (5) est porté par un pivot (3) qui est déplacé par l'arbre d'entraînement (1) autour de l'axe de l'arbre d'entraînement, avec le centre de gravité (12) espacé du pivot (3) et situé par rapport à l'axe du pivot (3) derrière le pivot (3) dans la direction de rotation et de façon que, dans ladite portion du déplacement des poids, l'angle entre la ligne joignant l'axe d'arbre d'entraînement vers le centre de gravité du poids et la ligne joignant le centre de gravité vers l'axe de pivot de poids est supérieur à 90°, grâce à quoi les forces d'inertie occasionnées par une décélération angulaire forcent les poids vers l'intérieur.
7. Dispositif selon l'une des revendications 1 à 6, dans lequel les surfaces de came des organes de came d'entraînement (6)et l'organe de came entraîné (8) sont configurés de façon que, sur au moins une portion du déplacement des poids (5), la force d'inertie de l'organe de came entraîné (8), produite par une accélération ou une décélération de l'arbre d'entraînement (1) n'agisse pas pour provoquer le déplacement des poids (5) vers l'intérieur ou l'extérieur.
8. Dispositif d'avance centrifuge comprenant une pluralité de poids tournants (5) qui se déplace sous l'effet d'une force centrifuge vers l'extérieur à partir d'un axe d'un arbre d'entraînement (1) à l'encontre de l'action de moyens élastiques (11) forçant les poids vers l'intérieur, les poids portant des organes de came d'entraînement (6) qui interagissent par action de came avec un organe de came entraîné (8) qui est de ce fait entraîné en rotation par les poids, la position de rotation relative de l'organe de came entraîné (8) et de l'arbre d'entraînement (1) étant déterminé par la position radiale des poids par rapport à l'arbre d'entraînement (1), caractérisé en ce que les surfaces de came des organes des came d'entraînement (6) et l'organe de came entraîné (8) sont configurés de façon que, sur au moins une partie du déplacement des poids (5), la force d'inertie de l'organe de came entraîné (8), occasionnée par une accélération ou une décélération de l'arbre d'entraînement (1), n'agisse pas pour provoquer un déplacement des poids (5) vers l'intérieur ou l'extérieur.
9. Dispositif selon la revendication 8, dans lequel la portion précitée du déplacement des poids, dans laquelle la force d'inertie de l'organe de came entraîné n'agit pas pour provoquer le mouvement des poids, se trouve à l'extrémité radialement interne du déplacement des poids.
10. Dispositif selon la revendication 8, comprenant deux portions précitées du déplacement des poids, une desdites portions étant au niveau de l'extrémité radialement interne du déplacement et l'autre portion étant au niveau de l'extrémité radialement externe du déplacement.
11. Dispositif selon l'une des revendications 8 à 10, dans lequel, dans chaque portion précitée du déplacement des poids dans laquelle la force d'inertie de l'organe de came entraînée n'agit pas pour occasionner un mouvement des poids, l'angle 6w entre (i) la ligne normale commune au point de contact de l'organe de came d'entraînement (6) avec l'organe de came entraîné (8) et (ii) la direction du déplacement centrifuge de l'organe de came d'entraînement audit point de contact est donné par 60°≦θw≦120°.
12. Dispositif selon la revendication 11, dans lequel 80 ° ≦θw≦100 ° .
13. Dispositif selon l'une des revendications de 8 à 12, dans lequel, dans chaque portion du déplacement des poids dans lequel la force d'inertie de l'organe de came entraîné n'agit pas pour occasionner un mouvement des poids, l'angle et entre (i) la ligne normale commune au point de contact de l'organe de came d'entraînement (6) avec l'organe de came entraîné (8) et (ii) la direction tangentielle par rapport à l'axe d'arbre d'entraînement audit point de contact est donné par -15 ° ≦θt≦15 ° .
14. Dispositif selon la revendication 13, dans lequel -10 °≦θ t≦10 ° .
15. Dispositif selon l'une des revendications de 1 à 14, utilisé pour la temporisation d'allumage d'un moteur à combustion interne.
16. Distributeur pour un système d'allumage d'un moteur à combustion interne ayant un dispositif selon l'une des revendications de 1 à 14.
17. Système d'allumage d'un moteur à combustion interne ayant un distributeur selon la revendication 16.
EP19890308367 1988-08-19 1989-08-17 Dispositif d'avance centrifuge Expired - Lifetime EP0356151B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
JP20471988A JPH07101026B2 (ja) 1988-08-19 1988-08-19 ガバナ進角装置
JP204719/88 1988-08-19

Publications (3)

Publication Number Publication Date
EP0356151A2 EP0356151A2 (fr) 1990-02-28
EP0356151A3 EP0356151A3 (fr) 1991-02-20
EP0356151B1 true EP0356151B1 (fr) 1994-11-30

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ID=16495177

Family Applications (1)

Application Number Title Priority Date Filing Date
EP19890308367 Expired - Lifetime EP0356151B1 (fr) 1988-08-19 1989-08-17 Dispositif d'avance centrifuge

Country Status (3)

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EP (1) EP0356151B1 (fr)
JP (1) JPH07101026B2 (fr)
DE (1) DE68919586T2 (fr)

Families Citing this family (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN102011670B (zh) * 2010-11-05 2012-05-23 长春市长铃技术开发有限公司 一种可自动改变点火提前角的装置

Also Published As

Publication number Publication date
DE68919586D1 (de) 1995-01-12
JPH0255875A (ja) 1990-02-26
JPH07101026B2 (ja) 1995-11-01
EP0356151A3 (fr) 1991-02-20
DE68919586T2 (de) 1995-05-24
EP0356151A2 (fr) 1990-02-28

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