JPH0444849Y2 - - Google Patents

Description

[Detailed Description of the Invention] [Industrial Application Field] This invention relates to an ignition timing control device for an internal combustion engine when a vehicle heater is used.

[Prior Art] In general, an internal combustion engine installed in a vehicle is equipped with an ignition timing control mechanism to ensure good performance such as engine output. Normally, this uses a combination of a vacuum advance device that is integrated with the distributor and a centrifugal advance device that advances the angle according to the engine speed. There is a mechanical type that determines the angle of advance, and an electronic type that uses a computer to obtain the optimum advance angle by receiving signals from each detection element.
(Automotive Engineering Complete Book Volume 4 P219-227, July 1980
Published on the 20th, see).

On the other hand, in vehicles, the heat from the internal combustion engine's cooling hot water is supplied to the passenger's heater (sometimes it is used only for heating, and sometimes it is used for air conditioning, but these are collectively referred to as heaters here). but,
At this time, the above-mentioned ignition timing control mechanism retards the ignition timing from the viewpoint of improving the efficiency of the heater when the engine is cold for the convenience of the occupants.

[Problems that the invention aims to solve] As mentioned above, the conventional ignition timing control mechanism automatically controls the ignition timing until the water temperature reaches around 30°C, assuming that the user will inevitably use the heater when the engine is cold. There are many things that are delayed. However, in reality, depending on user preference, many people do not use the heater when the water temperature is around 10 to 20 degrees Celsius and wait until the water temperature rises before using the heater, and even in that case, the ignition timing is automatically adjusted. Since the engine is retarded, the efficiency of the engine decreases, resulting in poor fuel efficiency.

This idea was developed with a focus on these conventional problems.When the engine is cold, the ignition timing is finely controlled depending on whether or not the user is using the heater, thereby improving both heater efficiency and engine efficiency. An object of the present invention is to provide an ignition timing control device that can be improved.

[Means for solving the problem] In order to achieve the above-mentioned purpose, this invention provides an ignition timing control mechanism, a temperature detector for detecting the engine temperature, and a heater for heating the vehicle to which engine cooling water is supplied. a heater operating state detector that detects the operating state;
The ignition timing is controlled by the ignition timing control mechanism only when the engine temperature detected by the temperature detector is below a set temperature indicating a cold state of the engine and the heater operating state detector detects heater operation. This system is equipped with a controller that retards the original advance angle characteristic.

[Function] When the user sets the heater to the hot side to use it when the engine is cold, the engine temperature detected by the temperature sensor is below the set temperature and the heater operating state detector detects that the heater is operating. Sometimes, the controller retards the ignition timing by the ignition timing control mechanism with respect to the original advance characteristic. For this reason, the efficiency of the engine is reduced and the amount of heat is diverted to the cooling water, increasing the efficiency of the heater. Even when the engine is cold, when the heater is not used, the original advance angle characteristic is maintained, increasing engine efficiency and preventing deterioration of fuel efficiency.

[Embodiment] FIGS. 1 and 2 are diagrams showing an embodiment of this invention, which is applied to a vacuum advance device of an ignition timing control mechanism. First, to explain the configuration, the vacuum advance device 2 of the gasoline engine 1 includes a first diaphragm 3 on the lower side and a second diaphragm 4 on the upper side to define a first negative pressure chamber 5 and a second negative pressure chamber 6, respectively. A spring 7 is stretched between both diaphragms. Also, inside the case 40 is a first stopper 9 which is the lower limit of the second diaphragm 4.
, a second stopper 8 is provided as the upper limit, and the first stopper 8 is provided as the upper limit.
A rod 41 is integrally provided at the bottom of the diaphragm 3, and although the tip thereof is not shown, it is connected to the advance angle plate of the distributor to advance the angle when moving upward.

The three-way valve 10 has an air filter 11 connected to the atmosphere above and a valve body 12 inside, and is configured so that the valve body 12 is lowered as shown in the figure by a spring 43 when the coil 42 is not energized. Atmospheric air is introduced into the second negative pressure chamber 6 through the second negative pressure chamber 6 and controlled to the retard side. 3 way valve 1
0 is therefore a controller that controls the advance angle amount. The coil 42 is connected to the fuse 15 via a temperature switch 13 and a heater control switch 14 in a parallel circuit.
Battery 17 via ignition switch 16
connected to.

The temperature switch 13 is a temperature detector that detects the cooling water temperature of the engine 1, and is lower than the set temperature (when cold,
or during warm-up). The heater control switch 14 is a heater operating state detector that detects the operating state of the heater by interlocking or engaging with a temperature control knob, knob, lever, etc. of the heater for vehicle heating. In other words, if you want heating and set the control to the hot side, it will turn off. Therefore, the three-way valve 10 that is the controller
When the temperature switch 13 is turned off, the cooling water temperature is below the set temperature, and the heater control switch 14 is turned off, when the heater is activated, atmospheric air is introduced into the second negative pressure chamber 6 of the vacuum advance device 2, and the ignition is started. The timing is retarded relative to the original advance angle characteristic.

The negative pressure passage 19b of the three-way valve 10 communicates with the negative pressure passage 19a downstream of the throttle valve 18, and the first negative pressure chamber 5 of the vacuum advance device 2 communicates with the control negative pressure passage 20 near the throttle valve 18 or Connects to 21.

Next, the action will be explained.

When the engine is cold, that is, when the temperature is below the set temperature, the temperature switch 13 is off. When the temperature is low,
When the user desires heating, the heater control is set to the hot side, so the switch 14 is off. Therefore, as shown in the figure, in the three-way valve 10, when the coil 42 is de-energized, the valve body 12 is lowered, and the atmosphere is introduced from the air filter 11 into the second negative pressure chamber 6 through the passage 19c. Therefore, the second diaphragm 4 descends and stops against the first stopper 9.
Therefore, the first diaphragm 3 descends by an amount corresponding to the weakening of the spring force of the spring 7, and becomes retarded from the original advance angle. As a result, the efficiency of the engine 1 is lowered and the heat radiation temperature of the cooling water is increased, so that the heater efficiency is improved and the temperature of the heater is increased.

On the other hand, if the user does not desire heating when the room is cold and wants to wait until the temperature rises, the heater control remains set to the cold side and the switch 14 is turned on. As a result, coil 4
2 is energized, the valve body 12 rises, and the passages 19b and 19
c, so that negative pressure is introduced into the second negative pressure chamber 6, and the second diaphragm 4 rises until it hits the first stopper 8. As a result, the advance angle control becomes the original advance angle without being retarded. As a result, the efficiency of the engine increases and fuel efficiency does not deteriorate.

Next, when the engine temperature exceeds the set temperature, i.e.
After warming up, the temperature switch 13 is closed, so the coil 42 is energized, the valve body 12 is raised, and negative pressure is introduced into the second negative pressure chamber 6 to advance the angle. In this case, the original advance angle control is performed regardless of whether the user uses the heater or not. This is because the temperature of the cooling water has risen sufficiently, so there is no problem in using the heater.

In this embodiment, the negative pressure passage 19a may of course be used in common with the control negative pressure passage 20, and the negative pressure passage leading to the first negative pressure chamber 5 is shared with the negative pressure passage 21 and the control negative pressure passage 20. may be used in combination. The advance angle characteristics of this embodiment are as shown in FIG. 2, where A is the advance angle characteristic on the hot side of the heater control, and B is the advance angle characteristic on the cold side.

Other embodiments are shown in FIGS. 3 to 5. In this embodiment, since the heat load is relatively high in the load range where output is required, the timing is not delayed. The vacuum advance device 22 includes a first diaphragm 23 and a second diaphragm 23 .
The diaphragm 24 and the third diaphragm 25 form a first negative pressure chamber 26, a second negative pressure chamber 27, and a third
A negative pressure chamber 28 is defined, and a first spring 29;
a second spring 30 and a first stopper 31;
A second stopper 32 is provided inside the case 40. The three-way valve 33 constitutes an electric circuit connected to the coil 42 so that the control negative pressure passage 34a can communicate with the negative pressure passages 34b and 34c, but this circuit is the same as in the previous embodiment, so it is omitted here. be.

To explain the operation, FIG. 3 shows a case where the coil 42 of the three-way valve 33 is de-energized. That is, when the engine is cold and the heater is in use. In this case, the second negative pressure chamber 2
7 is always at atmospheric pressure, and the second diaphragm 24 abuts the first stopper 31 to set it on the retard side. Next, when the engine is cold and the heater is not used, or when the engine is warm regardless of whether the heater is used or not, the fourth
As shown in the figure, the coil 42 is energized and the valve body 12 rises to close the air filter 11 side. Therefore, the control negative pressure is applied to the second negative pressure chamber 27 through the passages 34a and 34.
b, 34c, and the second diaphragm 2
Raise 4. In this case, in a light load range where the opening degree of the throttle valve 18 is small, the suction negative pressure in the passage 19a led to the third negative pressure chamber 28 is stronger than that in the passage 34a, so the third diaphragm 25
Since the second diaphragm 24 also rises with the rise of the second stopper 32, the amount of advance is increased. However, as shown in Figure 4, the throttle valve is 18a.
In the high load range increasing from 18b to 18b, the difference between the control negative pressure and the suction negative pressure disappears, so the third diaphragm 25 is pushed down by the second spring 30, and
As a result, the second diaphragm 24 is pushed down by the second stopper 32, comes into contact with the first stopper 31, and stops with the first spring 29 in the contracted state. As the control negative pressure decreases as the throttle valve opening increases, the advance angle gradually decreases as well. The advance angle characteristics at this time are as shown in Fig. 5, where A is from Fig. 3 (when the heater is used in cold conditions) and B is from Fig. 4 (when the heater is not used in cold conditions or during warm conditions). It can be seen that in the light load range, A is delayed compared to B, but in the high load range where the negative pressure is close to the atmosphere, there is no difference between A and B. In other words, when using the heater in a high load range even in cold weather, the heat load is relatively high, so the heater can be used sufficiently without retarding, but in that region, output is required, so it is set to the advance side. It is something that

Other embodiments are shown in FIGS. 6 and 7. In this embodiment, the retard angle control is normally performed when the heater is used only in an extremely low load range including idle, where the amount of heat generated by combustion is the smallest. The vacuum advance device 35 includes a spring 7 between the first stopper 36 and the first diaphragm 3.
is installed, a guide 37 is hung from the lower surface of the second diaphragm 4 integrally with the second diaphragm 4, and a stopper 38 at the upper end of the rod 41 connected to the first diaphragm 3 is held by the guide 37 so as to be movable up and down. The rest of the configuration is exactly the same as that shown in FIG.

The action is that when the heater is used in cold conditions, the atmosphere is introduced into the second negative pressure chamber 6 as shown in Fig. 6, and the second diaphragm 4 descends, resulting in a retarded advance characteristic as shown in Fig. 7A. When the heater is not used when cold or when it is warm, the second
The suction negative pressure is introduced into the negative pressure chamber 6, and as the second diaphragm 4 rises, the stopper 38 is lifted by the guide 37, resulting in an advanced angle characteristic. FIG. 7B shows its characteristic diagram. As can be seen from this figure, when the negative pressure in the suction negative pressure passage 19a is strong and the negative pressure in the control negative pressure passage 20 is weak and the difference is large, as in idling,
The lifting amount of the stopper 38 by the guide 37, that is,
Although the amount of advance is large, the difference is small in other negative pressure ranges, so the amount of advance is almost the same.

The above embodiments have all been applied to vacuum advance angle devices that operate mechanically, but of course they may also be applied to devices that use a microcomputer that controls the operation electronically. , correct the ignition timing control table map after warm-up, or
Alternatively, control may be performed using a dedicated table map separate from the original table map.

[Effects of the invention] As explained above, according to this invention, the configuration includes an ignition timing control mechanism, a temperature detector for detecting engine temperature, and a heater for heating the vehicle to which engine cooling water is supplied. a heater operating state detector that detects an operating state; and the engine temperature detected by the temperature detector is below a set temperature indicating a cold state of the engine, and the heater operating state detector detects operation of the heater. Since the configuration includes a controller that retards the ignition timing by the ignition timing control mechanism with respect to the original advance characteristic, the ignition timing is retarded when the engine is cold and the heater is in use, improving heater efficiency. In addition, when the heater is not used, retard control is not performed even when the engine is cold, improving engine efficiency and minimizing the cost of deterioration in fuel efficiency. .

[Brief explanation of the drawing]

Fig. 1 is an overall diagram showing one embodiment of this invention, Fig. 2 is an advance angle characteristic diagram of the one in Fig. 1, Fig. 3 is an overall diagram with a partially omitted part of another embodiment, and Fig. 4 is a diagram showing the advance angle characteristic of the one in Fig. 1. 3 shows different operating states, FIG. 5 shows an advance angle characteristic diagram of the one shown in FIG. 3, FIG. 6 shows an overall diagram of another embodiment, and FIG. 7 shows an advance angle characteristic diagram of the one shown in FIG. 6. It is. Explanation of the symbols appearing in the drawings: 1... Internal combustion engine;
2, 22, 35... Vacuum advance device (ignition timing control mechanism), 10, 33... 3-way valve (controller), 13...
...Temperature switch (temperature detector), 14... Heater control switch (heater operating state detector).

Claims (1)

[Scope of utility model registration request] an ignition timing control mechanism, a temperature detector that detects engine temperature, a heater operating state detector that detects the operating state of a vehicle heating heater to which engine cooling water is supplied, and an engine temperature detected by the temperature detector. The ignition timing control mechanism causes the ignition timing control mechanism to retard the ignition timing with respect to the original advance characteristic only when the temperature is below the set temperature indicating a cold state of the engine and the heater operating state detector detects heater operation. An ignition timing control device for an internal combustion engine, which is equipped with a controller that adjusts the angle of the ignition timing.