CA1037329A - Actuation delay control system in vacuum actuator - Google Patents
Actuation delay control system in vacuum actuatorInfo
- Publication number
- CA1037329A CA1037329A CA239,903A CA239903A CA1037329A CA 1037329 A CA1037329 A CA 1037329A CA 239903 A CA239903 A CA 239903A CA 1037329 A CA1037329 A CA 1037329A
- Authority
- CA
- Canada
- Prior art keywords
- check valve
- vacuum actuator
- flow restrictor
- intake passage
- restrictor element
- 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
- 238000002485 combustion reaction Methods 0.000 claims abstract description 6
- 239000002184 metal Substances 0.000 claims abstract description 4
- RZVAJINKPMORJF-UHFFFAOYSA-N Acetaminophen Chemical compound CC(=O)NC1=CC=C(O)C=C1 RZVAJINKPMORJF-UHFFFAOYSA-N 0.000 claims abstract 3
- 239000000446 fuel Substances 0.000 abstract description 6
- 239000000203 mixture Substances 0.000 abstract description 6
- 210000000188 diaphragm Anatomy 0.000 description 2
- 238000010276 construction Methods 0.000 description 1
- 230000007423 decrease Effects 0.000 description 1
- 230000003111 delayed effect Effects 0.000 description 1
- 239000000314 lubricant Substances 0.000 description 1
- 238000011144 upstream manufacturing Methods 0.000 description 1
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)
- Control Of Throttle Valves Provided In The Intake System Or In The Exhaust System (AREA)
- Output Control And Ontrol Of Special Type Engine (AREA)
- Characterised By The Charging Evacuation (AREA)
- Electrical Control Of Ignition Timing (AREA)
Abstract
ABSTRACT OF THE DISCLOSURE:
Spark timing control apparatus for an internal combustion engine includes a delay mechanism which permits rapid action in one direction of a vacuum actuator but prevents too rapid movement in the other direction.
Atmospheric air is admitted through a flow restrictor clement formed of porous sintered metal so that the control mechanism including a check valve is prevented from becoming fouled by contact with the air-fuel mixture in the intake passage of the engine.
Spark timing control apparatus for an internal combustion engine includes a delay mechanism which permits rapid action in one direction of a vacuum actuator but prevents too rapid movement in the other direction.
Atmospheric air is admitted through a flow restrictor clement formed of porous sintered metal so that the control mechanism including a check valve is prevented from becoming fouled by contact with the air-fuel mixture in the intake passage of the engine.
Description
73Z~
Tllis invetltion relates to control appalatus for vacuum actucltors of thc type commollly en~l~loyed for spark timin~ control of all internal com-bustion en~ine. Prior ~eviccs of t~lis type hav~ employccl a suc~ion ~ipe communicating Wit]l an angine inta~ic passage carrying an air-fuel mixture.
The devices have also included a control pipe comlected ~o a diaphragrn-type vacuum actuator connec-ted to aclvallce or retard the spark timing for the engin^. Such clevices have employed a check valve mowlted in parallel with one or more orifices so that ral~id movement of the actuator in one direction is obtained under higll vacuum conclitions in the engine intake, but slow movement of the actuator is ~chieve-l in the other clirection when the vacuum pressure is less intense. Iiowever, a difficulty inherently pre-sent in this prior art system is that the air-fuel mixture tends to fou the orifices or check valve and interfere with their proper operation, after a period of use.
e present invention avoicls this difficulty by eliminating the ~orifices formerly positioned in parallel with the check valve, and by connecting the vacuum actuator control pipe through a flow restrictor element to atmosphere. In this way, only atmospheric air operates on the diaphragm of the vacuum actuator and on the check valve. When the vacuum pressure is intense in the engine intake passage, the check valve opens for rapid re-duction of pressure acting on the vacuum actuator. Flow occurs away from the vacuum actuator and toward the engine intake passage. When the vacuum pressure is less intense in the engine intake passage, the check valve closes and atmospheric air introduced through the flow restrictor element fills the control pipe to reduce the vacuum intansity acting on the diaph-ragm of the vacuum actuator. The check valve is not contacted by the air-fuel mixture in the engine intake passage.
Other and more detailed objects and advantages will appear here-inafter.
In the drawings:
~0373'2~
Fic~ure 1 is a sectioncll elevation showi~ a preferre~ embodiment of this inverltioll.
Figure 2 is a view simii~r -to Figur~ 1, showin~ conv~ntion~l apparatus of the prior art.
Referrin~ to ~he drawings, an(l particularly to ~i~ure 2, showing a typical prior art clevice, the check valve "d" an~l one or more restricted orifices "e" are placed in parallel with eacll other to control flow through a passage "c". l~e passage ~c~ connects an intake pass~ge ~a~' of an inter-nal combustion engine ~o a vacuum chambar'~" in a vacuum actuator. The check valve "d" opens ~hen the vacuum in the intake passage "a" is greater than that in the vacuum chamber "b". When the vacuum in the intake passage ~a" becomes less intense, an air-fuel mixture flows through the restricted orifices "e'~ into the vacuum chamber "b", and the fuel or lubricant in said mixture is likely to clog or foul the restricted orifices "e", and this tendency is reduced only slightly even when a filter "f" is placed on the -~
upstream side.
The apparatus sho~n in Figure 1 overcomes this difficulty. The intake passage 1 of an internal combustion engine is connected to a suction pipe 2. A control pipe 5 is connected to a vacuum chamber 4 in a vacuum actuator generally designated 3. A check valve 6 opens ~hen the vacuum `~
intensity in the suction pipe 2 is greater than that in the control pipe 5 A flow restrictor element 7 forme~ of porous sintered metal communicates with the control pipe 5 and to atmosphere through opening 14 and air filter `~
8. A cha~ber 15 within the housing 16 is thus connected to atmosphere through the flow restrictor element 7. When the check valve 6 is open, ~ ~ !
this same chamber 15 is connected to the suction pipe 2 through the ports 17.
~le vacuum actuator 3 is of conventional construction and includes ~ ;
a flexible disphragm acting through a rod 12 to turn the plate ll about the axis ofthe rotary cam 9. Turning of the cam plate ll serves to advance or retard the spark timing of the engine, as will be readily ~mderstood.
~37329 As t~1e vacu~lm inten~.ity incrcases in ~hc intake passage l, thc check valve G opens to increase the VnCU~IIII intCllsity .ill tlle control pipe 5, therel)y causing tlle fle.~ible di1phragm 18 to move rapiclly to retrac~ the rod 12 and cause clockwise movement of the cam plate ll. I-lo~ever ~llen the vacuum lntensity lesse~s in the engine intake ~assage l, the check valve 6 closes and at-nospheric air flo~Ys into tl1e chamber 15 tt-roug1l the flow restrictor element 7 an(1 air filter 8. This occurs relatively slowly be-cause of the restriction imposed bythe element 7 and therefore the reduc~ion in vacuum intensity in the control pipe 5 decreases gradually, causing a lO predetermined delay in movement of the vacuum actuator rocl 12 to turn the cam plate ll in a counterclockwise direction.
It will be observed that the flow restrictor element 7 provides delayed ac~uation for the vacuum actuator 3, but it is not exposed to the vacuum source. Instead it opens to a~mosphere so as to introduce air into the control pipe 5. This cons~ruction therefore prevents clogging that is likely to develop in conventional systems of the type shown in Figure 2 of the drawings.
. . .
. ~
Tllis invetltion relates to control appalatus for vacuum actucltors of thc type commollly en~l~loyed for spark timin~ control of all internal com-bustion en~ine. Prior ~eviccs of t~lis type hav~ employccl a suc~ion ~ipe communicating Wit]l an angine inta~ic passage carrying an air-fuel mixture.
The devices have also included a control pipe comlected ~o a diaphragrn-type vacuum actuator connec-ted to aclvallce or retard the spark timing for the engin^. Such clevices have employed a check valve mowlted in parallel with one or more orifices so that ral~id movement of the actuator in one direction is obtained under higll vacuum conclitions in the engine intake, but slow movement of the actuator is ~chieve-l in the other clirection when the vacuum pressure is less intense. Iiowever, a difficulty inherently pre-sent in this prior art system is that the air-fuel mixture tends to fou the orifices or check valve and interfere with their proper operation, after a period of use.
e present invention avoicls this difficulty by eliminating the ~orifices formerly positioned in parallel with the check valve, and by connecting the vacuum actuator control pipe through a flow restrictor element to atmosphere. In this way, only atmospheric air operates on the diaphragm of the vacuum actuator and on the check valve. When the vacuum pressure is intense in the engine intake passage, the check valve opens for rapid re-duction of pressure acting on the vacuum actuator. Flow occurs away from the vacuum actuator and toward the engine intake passage. When the vacuum pressure is less intense in the engine intake passage, the check valve closes and atmospheric air introduced through the flow restrictor element fills the control pipe to reduce the vacuum intansity acting on the diaph-ragm of the vacuum actuator. The check valve is not contacted by the air-fuel mixture in the engine intake passage.
Other and more detailed objects and advantages will appear here-inafter.
In the drawings:
~0373'2~
Fic~ure 1 is a sectioncll elevation showi~ a preferre~ embodiment of this inverltioll.
Figure 2 is a view simii~r -to Figur~ 1, showin~ conv~ntion~l apparatus of the prior art.
Referrin~ to ~he drawings, an(l particularly to ~i~ure 2, showing a typical prior art clevice, the check valve "d" an~l one or more restricted orifices "e" are placed in parallel with eacll other to control flow through a passage "c". l~e passage ~c~ connects an intake pass~ge ~a~' of an inter-nal combustion engine ~o a vacuum chambar'~" in a vacuum actuator. The check valve "d" opens ~hen the vacuum in the intake passage "a" is greater than that in the vacuum chamber "b". When the vacuum in the intake passage ~a" becomes less intense, an air-fuel mixture flows through the restricted orifices "e'~ into the vacuum chamber "b", and the fuel or lubricant in said mixture is likely to clog or foul the restricted orifices "e", and this tendency is reduced only slightly even when a filter "f" is placed on the -~
upstream side.
The apparatus sho~n in Figure 1 overcomes this difficulty. The intake passage 1 of an internal combustion engine is connected to a suction pipe 2. A control pipe 5 is connected to a vacuum chamber 4 in a vacuum actuator generally designated 3. A check valve 6 opens ~hen the vacuum `~
intensity in the suction pipe 2 is greater than that in the control pipe 5 A flow restrictor element 7 forme~ of porous sintered metal communicates with the control pipe 5 and to atmosphere through opening 14 and air filter `~
8. A cha~ber 15 within the housing 16 is thus connected to atmosphere through the flow restrictor element 7. When the check valve 6 is open, ~ ~ !
this same chamber 15 is connected to the suction pipe 2 through the ports 17.
~le vacuum actuator 3 is of conventional construction and includes ~ ;
a flexible disphragm acting through a rod 12 to turn the plate ll about the axis ofthe rotary cam 9. Turning of the cam plate ll serves to advance or retard the spark timing of the engine, as will be readily ~mderstood.
~37329 As t~1e vacu~lm inten~.ity incrcases in ~hc intake passage l, thc check valve G opens to increase the VnCU~IIII intCllsity .ill tlle control pipe 5, therel)y causing tlle fle.~ible di1phragm 18 to move rapiclly to retrac~ the rod 12 and cause clockwise movement of the cam plate ll. I-lo~ever ~llen the vacuum lntensity lesse~s in the engine intake ~assage l, the check valve 6 closes and at-nospheric air flo~Ys into tl1e chamber 15 tt-roug1l the flow restrictor element 7 an(1 air filter 8. This occurs relatively slowly be-cause of the restriction imposed bythe element 7 and therefore the reduc~ion in vacuum intensity in the control pipe 5 decreases gradually, causing a lO predetermined delay in movement of the vacuum actuator rocl 12 to turn the cam plate ll in a counterclockwise direction.
It will be observed that the flow restrictor element 7 provides delayed ac~uation for the vacuum actuator 3, but it is not exposed to the vacuum source. Instead it opens to a~mosphere so as to introduce air into the control pipe 5. This cons~ruction therefore prevents clogging that is likely to develop in conventional systems of the type shown in Figure 2 of the drawings.
. . .
. ~
Claims (4)
PROPERTY OR PRIVILEGE IS CLAIMED ARE DEFINED AS FOLLOWS:
1. Control apparatus adapted to be interposed between an intake passage of an internal combustion engine and a vacuum actuator, comprising, in combination: a suction pipe for connection to the engine intake passage, a control pipe for connection to the vacuum actuator, a check valve ass-ociated with the suction pipe to permit flow toward the engine intake pas-sage but to prevent reverse flow, a flow restrictor element communicating with the control pipe, and means connecting said flow restrictor element to atmosphere, whereby high suction pressure in the engine intake passage opens the check valve to cause rapid action of the vacuum actuator in one direction, while low suction pressure in said passage causes the check valve to close, closing of the check valve permitting entry of atmospheric air through said flow restrictor element to cause slow movement of the vacuum actuator in the other direction.
2. The combination set forth in claim 1 in which the flow restrictor element is formed of porous sintered metal.
3. The combination set forth in claim 1 in which said means includes an air filter.
4. Control apparatus adapted to be interposed between an intake passage of an internal combustion engine and a vacuum actuator, comprising, in combination: a housing containing achamber, a suction pipe for connec-tion to the engine intake passage, a control pipe for connection to the vacuum actuator, both pipes communicating with said chamber, a check valve associated with the suction pipe to permit flow toward said intake passage but to prevent reverse flow into said chamber, a flow restrictor element formed of porous sintered metal communicating with said chamber, and means including a filter connecting said flow restrictor element to atmosphere, whereby high suction pressure in the suction pipe opens the check valve to cause rapid action of the vacuum actuator in one direction while low suction pressure in said passage causes tile check valve to close, closing of the check valve permitting entry of atmospheric air through said flow restrictor clement to cause slow movement of the vacuum actuator in the other direction.
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP49135898A JPS5162234A (en) | 1974-11-28 | 1974-11-28 | Fuatsusadosochiniokeru sadochenseigyosochi |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CA1037329A true CA1037329A (en) | 1978-08-29 |
Family
ID=15162385
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CA239,903A Expired CA1037329A (en) | 1974-11-28 | 1975-11-18 | Actuation delay control system in vacuum actuator |
Country Status (16)
| Country | Link |
|---|---|
| JP (1) | JPS5162234A (en) |
| AR (1) | AR208005A1 (en) |
| AU (1) | AU499060B2 (en) |
| BE (1) | BE835680A (en) |
| BR (1) | BR7507875A (en) |
| CA (1) | CA1037329A (en) |
| CH (1) | CH600153A5 (en) |
| DD (1) | DD122575A5 (en) |
| DE (1) | DE2551775C3 (en) |
| ES (1) | ES442759A1 (en) |
| FR (1) | FR2292875A1 (en) |
| GB (1) | GB1528632A (en) |
| IT (1) | IT1052201B (en) |
| NL (1) | NL163602C (en) |
| SE (1) | SE412629B (en) |
| SU (1) | SU858576A3 (en) |
Families Citing this family (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS54279U (en) * | 1977-06-04 | 1979-01-05 | ||
| KR870002192B1 (en) * | 1985-10-31 | 1987-12-28 | κΉμν | Vacuum control device for advance angle apparatus |
-
1974
- 1974-11-28 JP JP49135898A patent/JPS5162234A/en active Granted
-
1975
- 1975-01-01 AR AR261252A patent/AR208005A1/en active
- 1975-11-18 SU SU752189815A patent/SU858576A3/en active
- 1975-11-18 GB GB47501/75A patent/GB1528632A/en not_active Expired
- 1975-11-18 CH CH1492575A patent/CH600153A5/xx not_active IP Right Cessation
- 1975-11-18 IT IT52257/75A patent/IT1052201B/en active
- 1975-11-18 ES ES442759A patent/ES442759A1/en not_active Expired
- 1975-11-18 BE BE161959A patent/BE835680A/en not_active IP Right Cessation
- 1975-11-18 FR FR7535127A patent/FR2292875A1/en active Granted
- 1975-11-18 DE DE2551775A patent/DE2551775C3/en not_active Expired
- 1975-11-18 NL NL7513445.A patent/NL163602C/en not_active IP Right Cessation
- 1975-11-18 DD DD189529A patent/DD122575A5/xx unknown
- 1975-11-18 SE SE7512969A patent/SE412629B/en unknown
- 1975-11-18 CA CA239,903A patent/CA1037329A/en not_active Expired
- 1975-11-20 AU AU86804/75A patent/AU499060B2/en not_active Expired
- 1975-11-27 BR BR7507875*A patent/BR7507875A/en unknown
Also Published As
| Publication number | Publication date |
|---|---|
| DE2551775C3 (en) | 1980-01-31 |
| JPS5215738B2 (en) | 1977-05-02 |
| DD122575A5 (en) | 1976-10-12 |
| NL163602C (en) | 1980-09-15 |
| NL7513445A (en) | 1976-06-01 |
| DE2551775A1 (en) | 1976-06-10 |
| CH600153A5 (en) | 1978-06-15 |
| FR2292875B1 (en) | 1980-07-11 |
| DE2551775B2 (en) | 1979-05-31 |
| JPS5162234A (en) | 1976-05-29 |
| SE7512969L (en) | 1976-05-31 |
| BE835680A (en) | 1976-05-18 |
| BR7507875A (en) | 1976-08-10 |
| ES442759A1 (en) | 1977-04-01 |
| AU8680475A (en) | 1977-05-26 |
| AU499060B2 (en) | 1979-04-05 |
| IT1052201B (en) | 1981-06-20 |
| GB1528632A (en) | 1978-10-18 |
| AR208005A1 (en) | 1976-11-22 |
| NL163602B (en) | 1980-04-15 |
| FR2292875A1 (en) | 1976-06-25 |
| SU858576A3 (en) | 1981-08-23 |
| SE412629B (en) | 1980-03-10 |
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