DE1961964A1 - Ignition system - Google Patents

Description

The invention relates to an ignition system for an internal combustion engine and, more particularly, to an ignition control system, in which a retarded ignition can be set when the motor vehicle is running under predetermined conditions. The inventive proposed ignition control system is particularly intended to determine the percentage of unburned To reduce components of the air-fuel mixture in the exhaust gases to a minimum.

The moments at which the ignition is switched off, usually determined so that a maximum energy

Yield at full engine load and a minimal

009826/1862

Energy consumption is achieved at low engine load. The ignition advance set in this way is, however, in With a view to reducing unburned components (mostly hydrocarbons) in the exhaust gas to a minimum less suitable.

The presence of unburned or partially unburned components in the exhaust gas is known to be attributed to the fact that the air-fuel mixture ignited in the combustion chamber of the engine comes into contact with the less hot wall surfaces of the cylinder head, the piston, the gasket and the cylinder block of the combustion chamber, the The temperature of the portion of the air-fuel mixture that comes into contact with such wall surfaces is briefly lowered. This particular portion of the portion of the air-fuel mixture cooled in this way in the combustion chamber remains unburned when it leaves the combustion chamber and is released into the outside air as unburned poisonous impurity. So that the air-fuel mixture is completely burned before it leaves the engine, it would be advantageous if the ignition advance is delayed for a certain period of time in each combustion cycle. "" The ignition switched to retarded ignition in this way leads to a reduction in the maximum energy yield of the engine at full load and to an increase in fuel consumption at low engine load.

009826/1662

The strength of the influence of the air pollution problems varies according to the geographical conditions, whereby especially in urban areas with high population concentrations, the emission of unburned toxic pollutants should be reduced to a minimum. It has been found that a motor vehicle tends to travel at a slower speed on city streets and at a higher speed on arterial roads and suburban roads will. This means that if the ignition is adjusted to retarded ignition when the motor vehicle is driving in town, the ™ Percentage of unburned hydrocarbons contained in the exhaust gas could be reduced without at the changing driving conditions of the vehicle, the engine performance and the economical consumption of fuel suffer. Ee it should be remembered here again that the proportion of unburned air-fuel mixture in the exhaust gases increases with decreasing vehicle speed.

The object of the invention is, therefore, a ZündungsSteuer- t to provide system in which the output of unverbranhten toxic impurities in the form of hydrocarbons without impairing the achievable engine performance and without impairing an economic fuel consumption is reduced in a wide variety of driving conditions of the vehicle. This is to be achieved in that the ignition adjustment takes place under predetermined driving conditions of the motor vehicle to retarded ignition, while with the other driving conditions or driving conditions the ignition in the usual

009826/1562

Way is set to run at full engine load

maximum energy yield and with a light engine load to get a minimal fuel consumption.

A common ignition system has a battery, switch, distributor, ignition coil, spark plugs, and wiring. The ignition distributor has two tasks. First, he closes and öffnet.er the circuit between the battery and the ignition coil., If the circuit is closed, _t flieftt current in the ignition coil and generates a magnetic field. When the circuit opens, the coil's magnetic field collapses, creating a high voltage surge through the coil. The second task of the distributor is to. to direct every high voltage surge to the correct spark plug at the right moment, with the help of a distributor piece and a secondary winding of the ignition coil.

According to the invention, the ignition distributor has a first and a second breaker which are connected in parallel with the ignition coil, the first breaker being the normal one. Ignition adjustment and the second interrupter causes the delayed ignition adjustment. A control switch ^ is arranged between the second interrupter and the primary winding of the ignition coil, which controls the second interrupter when it closes in such a way that the ignition adjustment is delayed under predetermined driving conditions of the motor vehicle * (retarded ignition timing)

009826/1662

The vehicle speed, the engine speed, the negative pressure in the intake line of the engine, the angular position of the throttle valve in the carburetor and a combination of two or more of these factors come into question as control factors that monitor the actuation of the control switch β or control switch. If the vehicle speed is chosen as a factor, it can be represented by a selected gear ratio, or more precisely, by the position of the gear selector lever, if the actuating system is used together with a manually controlled transmission system, or by the hydraulic pressures applied to the front and rear clutches, if the positioning system with an automatic

Jl

Transmission finds application.

The invention is illustrated schematically below with the aid of Drawings explained in more detail.

Fig, 1 shows schematically the electrical ignition system with

the ignition control system according to the invention} '

Fig. 2 is a sectional view showing the essentials Parts of a manually controlled gearbox

an ignition control holder according to the invention ο

ο clarified;

^ Fig. 3 shows on an enlarged scale in a Sehnittan-

vt sees the control switch of Fig. 2, which is on the

* "* Transmission gear sits}

H (a) and 4 (b) are sectional views showing switches for the front and rear clutch pistons in an ignition control system in an automobile having an auto-switching transmission;

Fig. 5 shows a further embodiment of the ignition control switch in connection with an automatic s tain the transmission system;

Fig. 6. is a graph about the relationship between engine output and vehicle speed in a conventional ignition control system or ignition control system;

7 and 8 are schematic representations showing the modified Illustrate embodiments of the control switch in the device according to the invention;

Fig. 9 shows the relationship between the engine output and the vehicle speed in use a system of Figure 8;

Fig. 10 is an illustration showing a further modified one Fig. 3 shows embodiment of the ignition control switch;

009828/1582

Flg. 11 shows the relationship between engine output and vehicle speed using the system or installation of FIG. 10 *

Figs. 12 (a) and 12 (b) are sectional views through a Another modified embodiment of the ignition control switch j

Fig. 13 shows the relationship between the engine output and the vehicle speed when the control switch of Fig. 12j is used

I ¹ I to 17 show the relationships between the engine output power and the vehicle speed when further modified control switches are used *

According to Fig. 1, the ignition system has a battery 11, a Ignition switch 12, an ignition coil 13, an ignition distributor 14, a distributor barrel 15, electrical contacts 16a to 16d, Spark plugs 17a to 17d and wiring connecting these elements. The ignition coil 13 has a primary winding and a secondary winding 13a or 13b. The primary winding 13a is connected to a terminal with the battery 11 via the ignition switch 12 tied together. The ignition distributor 1Ί has an interrupter IUa, which is connected to the other terminal of the primary winding 13a of the ignition coil 13, the arrangement being such that

009826/1662

that the ignition coil 13 for an ordinary ignition advance is operated. The second winding 13b of the ignition coil 13 is grounded at one terminal and to the at the other terminal Distributor runner 15 connected. The running piece 15 can optionally be actuated on the contacts ISa arranged around it connected to 16d. The contacts ISa to 16d are in turn connected to the spark plugs 17a to I7d. '·.

According to the invention, the interrupter IH has a second interrupter IHb, which has a; Control switch 18 §M shunt connected * * The sub wasteland IMB operates the ignition coil 13 only then _t when the switch g 18 €> closed is * so that over a specified by the ersten'fetöip * · breaker IIIa control a belated Ztindvet? " erfolgt.Wird position, the switch 18 is closed, the "first switch IHa first opens, said second sub-dme * breakers IIIb is geschlossen.gehalten. The primary winding 13a of the ignition coil 13 remains excited and does not induce any voltage in the secondary winding 13b. As soon as the second interrupter IHb opens, the secondary winding 13b sui? B © - the effect of an ignition induces a voltage, so the second interrupter IHb determines the 2üedverstellung in this case. . ·

DSL? ft © “The oil switch can be used in a wide variety of” ways

Midst * ik4 be arranged what vosi den g «gs? Ä !! 2; i: eii Stsi y ^ - ^ 'srr M'r -"''------ rx * the nourishing am? Staatfatet de

BATH WCC3 »NAL

control the ignition advance *

Of course, many control factors are available; the invention proposes, preferably as a factor, the driving speed or the engine speed or the negative pressure in the intake line of the engine or the angular position using the carburetor throttle or a combination of two or more of these factors «

If the vehicle speed is used as a factor j, the control switch 18 is preferably at a lower level Vehicle speed (for example, first, second and third gear in a four-speed transmission) closed and open at higher vehicle speeds (for example in top or fourth gear). In this case it can the speed can be taken as the position of the gear selector lever or as the position of the fork rod in the transmission, if the ignition system is used in a hand-operated transmission system. Is the transmission system an automatic one? switching transmission system, the control switch can be controlled by the fluid pressures in the hydraulic control circuits the transmission system can be controlled.

In view of the fact that a motor vehicle is driven only for short periods in the first and second gear, and therefore the amount of unburned impurities are discharged "the case of vehicle running in these programs, as

009828/1662

1961984

can be considered practically negligible, is im Only one arrangement is explained below in which the * control switch is closed when third gear is selected will.

2 and 3 show an example in which the position of the fork ^{rod ^ n of the} transmission system is used to operate the control switch.

In Fig. 2, the transmission system is in the neutral position, where the fork rod 1? is connected via a shift rod 20 to a gear selector lever 2i in the usual way. The fork rod 19 is also rigidly connected to a shift fork 22 in order to selectively switch the gear wheels (not designated) to engage or disengage via a coupling sleeve 23, if the shift rod 20 back and forth with the aid of the shift lever 21 is moved.

In the circumference of the fork rod 19, a recess 19a is provided, which is located on a. Place that is palpating the choice of third gear when moving the fork rod 19 is allowed.

y According to FIG. 3, the one generally designated 18a operates

Control switch with the fork rod 19 with such a recess 19a together. The control switch 18a has stationary Contacts 2 H and 24 ', each with the primary winding 13a. the ignition pulse 13 and the second interrupter l> tb des

009828/1662

. _M. "1981984

Ignition distributor 14 (Fig «, 1) connected siiid. The switch 18a also has a movable contact 25 which is fixedly seated between an insulating body 36 and a movable body 27 which extends in the direction of the fork rod 13. The movable body 27 vrwormalerweies under the action of a spring 26 arranged behind the insulating body 26 against the circumference of the. Fork rod 19 pressed.

In this embodiment of the control switch 18a, the movable contact 25 remains isolated from the stationary contacts 24 I and 24 * when the movable body 27 is held in its retracted position * <! When it is in contact with the circumference of the fork rod 19 "^. r-: tilvtu liipa against the fork rod ti through the lever 21 aui? ^ / ^ telluiig

. 'of the third gear (Fig. ^' ^ sch ^ b «^ ₄ grips ^ cr ^ v ^ iicke body 27 on its front ünet n * i / .f ^ -> .- ^; V: -pr ■. & vic- ^ leather 28 into the recess 19a. Then you see ύ & ρ bevmgli-

,. Body 27 into recess 19a so that the movable contact 2S comes into contact with the stationary ones 24 and 24 * which connect the breaker 14b to the primary winding i3a of the ignition coil 13 (Fig. 1).

If the control switch 18a is to be closed for two or more gears, two or more recesses can be made on the circumference the fork rod 19 are provided.

Should the

196198 *

an automatically switching transmission system the control switch can be adjusted depending on changes in the fluid pressure of the hydraulic control circuit

the transmission system are operated.

The fluid pressures that occur on the actuating elements of the brakes and clutches of an automatically switching transmission system * vary with the speed ranges ₉ as indicated in table Σ ₈ if the "X" sign would be on a .Str5ms2Kgsmxtte24x » ttek »- which is less than 0.5 kg / cm · ·

%? ix *.

Table I.

>'' y

Valid area

Elements of the y see control circuit

Fluid pressure at ^w 0 ^w in kg / cm * -

Park
Backward
Neutral
Drive, 3
Drive, 2nd
Drive, 1st

X
0
X
0
X
X

II III IV

XX X

X 0

X X

Ö 0

X
X

0
0
0

0
X

V 0 0 X X X X

-

3 3 3

10 12

10 10 10

Note * '«" I "
"II"

8} JWf »3 ΐ.ί ti

Front clutch piston Rear clutch piston Brake band -tightened Brake band loosened Piston of the brake for M £ edt> 'ig «* v gear 009826 / 1SS2

and

ORlQtNAL INSPECTED

351964

If the Zündverstellu .-; :: the Fahrzeuggrschwindigkeic to late ignition in the first and second driving range s.pfoig & p. _$, The hydraulically bet in Figure 1, with 18 designated nets rudder -rhι It ■ ϊϊ äinö combination of two ^ tigbaran Suhalutsm s <i ^r> "the changes in the fluid pressure at <IIFC KZJ b-zn u ^ r- -. / Orderen and address the rear clutch * viob «i a Jar ⁵ SrhaltfT: r. A ^ hängigk * ^r "· όπ ^ inem An;." - / - ".;:, ".-I S ^ rS ^ virg ^ ix '* t & l pressure on the piston of the · <- - ■■■■ ^ uppl: ., *: ^ ür.j '\ vr- - ;. f'ö; ^r i as a function of an anet:: ^; 2g ^ es Strövi! U-ag3 ';uit' - 'al ^ yskö s.it piston of the rear clutch opens, Bxih ^ two such switches in series witheina ^ d ·: ·;' gesahaltst ,, · to erg "ih>Ä; i C-Ίν * ¹ . "ON" and "OFF" signals _K ^ äB of the following; i'afce?.! ^ II,

Tab Hey II
Uli »** · '■■ Combination
• ^ sier scarf ⁵ Aisle area Switch ¹
front
coupling for KoIi> e η c: 'er
rear the end Park at the end Backward the end the end au si Neutral at au a the end Drive, 3rd the end ar. at Drive, 2nd at at at Drive, 1st at at

In Figs. U (a) and * f (b) are preferred embodiments of the switches for the. Front and rear clutch pistons shown. According to Flg. '4 Ca) has the piston switch 18b of the front clutch, which is shown in the closed position.

009-826 / 1662

is advised., a housing ¹ ^ O ₄ Oan Geh? »; sr 2 $. ^ ΐ ίυ ^ οίι » ^ ran 32- divides into awei chambers S ^ ^ d 31 ⁱ intti> ⁵ . Me is-y idne atmospheric chamber; r- ^: % ■ · ■ '. ** over »? ¹ ? Its opening 33 smp -u; Q "->'iluft is open, while the chamber 31 is a support chamber" the libw is a line 34 nxt the piston: miaR * ^:

ί.: - ρ (not roped} ■ ^f "» s Kalbens car -iu ^ hiVsn K «pplüt» g ve *? £>U;, ^

reii cash desk «? 3 ^ 'wcgget. '* -kt,' ind: 5va- · υιν · - ^ the g of a spring 3E_ _S dis ir '' - ^ ' -νχαν 30 sii ^ t and βίη'ϊ tension has i the one ^; lbep the Li, - - V- * applied to the membrane 32 preliminary: 5 pressure flberv. .. -t Kit * i-är membrane 32 is fixed a movli-ü-i-ar body ^ 3 ver ^ -ir-ia ^ s which is in the atmospheric Kaseii- * "' ⁵ Sv ex'str» -, ? ^. · - · *, Be ^ movable body 3S can eizieiüi xsolsiri ^ -i ^ i ^ t - »; · - ' ¹ -. · *! Bef ^! T ^ r] ön. On the bewagli ^ liosi body 3S sit & t fes ^ a:? T "w" ^. Ticher i'aF.iafct 37 ₁ of his "= eeits. On dsr the moving; J .--- ^ n '-''' fper * S5 applied Salta ö ^t i an insulator "33 AiLgescMoesen i ^ -i--, in de / n Sehäiise 29 are S'WSicmäre contacts 39 and UO, the dan movable contact S _s touch when dia membrane st befind in a position 32 in which am. they are furthest from the stationary contact 39 and HO is removed. These stationary contacts 39 and SnO respectively. to the primary winding 13a of the ignition coil 13 and the second interrupter connected I ¹ Ib of the distributor 14th It is thus the plunger switch 18b ■ the front clutch held in the closed position when the fluid pressure applied to the membrane 32 de With the resistance of the spring 35 yields.

. ■

009826/1662

However, if the fluid pressure applied to the piston of the front coupling is at a predetermined value increased to create the anterior * * ventilation (cnisht inclined), V is the membrane 35 against-u .. ν- * action of the spring "· 35 pressed in the direction of the atmosphere chamber 30 until the movable

Contact 37 leaves the stationary contacts 39 and 40. Since at *

./■. ··· ■■ · - ■ \ ■ "ι

,: the piston of the front clutch has a higher fluid t _>: pressure is applied, the switch 18b is thus opened «

• f. '·' ^V

Denotes oer plunger switch of the rear coupling "generally with 18c in Fig · 4 (b) is _f is substantially in ■ ^s structure equal to ^L) Ib 'r> switching he 18b of νύζ:. ^ · $ & Clutch _t ■ wherein -the elements "die -Λβιι those" in Fig. H isui with the same reference character%. * ^f ? gl £ t? h

The piston switch 18c of the rear coupling "differs from the piston switch 18b only in that the stationary contacts 39 * and 40 * are in such a way that they usually touch the insulating body 38 '" when the membrane 32 * is in one Position is in which it is furthest away from the stationary contacts 39 * and 40 *. Thus, the piston switch 18c of the rear clutch is held in the open position when the fluid pressure applied to the diaphragm 32 * gives way to the resistance of the spring 35 *. However, if the fluid pressure in the line 34 * rises to a predetermined level, the rear clutch C not shown ), the resistance becomes fcv

009826/1662 _{e # iD 0R! 3! N} AU

1361364

Vn «

Feather 35 * by the to the Mssifc ^ sr. 32 ^? applied * Brack over wounds so that the mobile «KJ-: rtiSiit 37 * together & n alt dess. movable body 38 ^! versehet "*:?. ^T ind and W is gabrsfiht into contact with the stationary '' Kctakten 39 '.

If the ⁵ valve stem presses on the piston of the front clutch, it will be lifted up on the piston of the rear clutch excite both Sosalier ISFC lii / S AESS gesölil-3üCÄ uia the coil iS · It is most SCHMIT the Sfenäimg IIE "# S '^ or sweitsn transition in Faferi * surf SFCs ^ the fteii'itel · £ Cs and 18e dureh the sweiten Untei ^^ & ^ he ^ i * ib geste ^f j © s "ti 'i * n" ä v & sspMtet of -der through the first Untsi ^ b ^ eches »1 ^ s Cfig * b®st £ si3ten ordinary

zn dar "Kombinat ion"! sr Kolbeasshaltsp 18ö der · 'fovü & yBPj and rear K ^ rpplüSE Jcanß d ^ a ^ «i'feeasj / tez * IS 3.UQh \ ^f c> n a Sehalt he are formedg fisv vess dei ¹ Fs ! ir-3eiiggssGlHv £ ii.digkeit dependent i ^ t ;. "2 £ e an d © x ^: #j; ES- | - £ E'igswei, Cnielit shown the transfer of transmission £ i" lay ^ determined siM _s Soli la in this case the ignition timing would be delayed § would be: ess Fahrseug with a -Zwiseheng ^ ^ sö ilKöigiceit ISnftg JearsE d-ar- control switch structured to soein _g he DAB ^"a"? / c ■ csn limited range of vehicle speed i ?. ewmi 'r.-.-' lS ' -isi-ΰ only in this area gseelilesssj ^ k £ i * d ^v: ■ "" .- ■ "vsi, ft ?? sisien such switching £ ^ t is ü% i? Fig «S

009S2S / 15II

. 1981964

In FIG. 5, the switch, generally designated 18d, is connected to a speed detector Hl which determines the vehicle speed selected by the transmission system H 2 via a speed measuring cable H3 to the speed detector. The connected speedometer HH shows the selected speed visually.

The switch 18d can be constructed in any way for which an example is given for the electrical arrangement for explanation

The switch 18d has two relay switches H5 and H5 ^f which are connected in series with one another. The relay switches H5 and HS ¹ have contacts HS and. H6 < ₉ which are also connected in series.

The relay switch H5 is a normally open relay switch which closes the contact H6 when it is energized by a voltage which exceeds a predetermined lower limit. The relay switch HS 'is a normally closed relay switch which ^{opens the contact H6 1} when it is energized with a voltage exceeding a predetermined upper limit. The control switch 18d constructed in this way is held in the closed position only when the vehicle is traveling in a speed range which is the range between the upper and lower limit values of the

0098 26/1562 ORIGINAL INSPECTED

198196

Relay switch MS and U5 * applied voltage is present. Values * these upper and lower limits are set so that they coincide with the upper and lower limits of the intermediate speed range correspond, the ignition coil 13 (Fig. 1) is only excited when the vehicle with one of these special ' Falling speed range is driven.

The spark advance retarded in this manner provides a relationship between vehicle speed and engine output as shown in FIG. 6. The digit "r" in FIG and the area bounded by the abscissa includes all operating conditions of the motor vehicle. The scribbled. The area between the lines ^w a ^M and ^M b ⁿ represents the intermediate speed range of the vehicle.

If the vehicle is operated in the hatched area, the interrupter IUb comes into effect and delays the ignition advance, so that the emission of unburned air-fuel mixture ■ is reduced without impairing engine performance will. If, on the other hand, the vehicle is operated in areas outside the hatched area according to FIG. 6, this takes place the ignition in the usual way, as determined by the first interrupter IUa (Fig. 1), so that at full Motor load a maximum output power and a * minimum Fuel consumption with low engine load, ng is guaranteed

Q09826 / i5 $ 2 o »oh * al inspected

1961384

If necessary, know the "Zttnöverstellv ^ r.g in £ βχ?

ete ~ <§ip & nlage according to cV: - iifindtmg depending on iiisr H

speed odsi * ^} * t speed can be controlled *

Since the Primtrv-ckV- ^_"fc..? A the Su ^ ispuie IS excited when one of Untei'-breaker Ifa and i ^ b is operated, it is in the primary winding 13a, a voltage pulse!" Rl ^ Siert "cter the engine speed corresponds. This Ixpulεspannung can be used for £ i ^ & Steuez ung of 2iir * rs dstie £ £ haltc) advantageously "for which in Fig. 7, an example gtgöiberi

According to FIG. 7, the general mxz 2P3 1 switch a middle «f £ i * v £ cli <iJLtuftg Hi», Ui- ".lung 13a the ignition"? ^ « wr ^ £ & hi ■, :: ■ ':" ■ i.stc keying 47 averages the imp ^ lu;. ff - * ,.; ■: - ίϊ With the mean value circuit H? .,
The _t which compares the voltage of the mean ^{values ^ H} aK> tensile stress "which is supplied by an" It which is connected to the comparator "The comparator H8 is connected to a relay and supplies to this relay switch, a control signal * the relay switch has two output terminals SO _s first with äair "and the second interrupter 2Λα and I ¹ ^ b are connected.

The voltage supplied by the mean value circuit W is a direct voltage which is essentially zra? ! -fetor speed is proportional, so that the ataegaixg! ce Ift? i? ^ ar3 "

.009826 / 1662 *

BATH ORIGINAL

1961984

tors 48 appearing signal voltage a specific speed range of the engine (not shown). Becomes the reference signal voltage supplied by the reference signal source 1-9 determined in such a way that the comparator 48 provides a signal voltage only when the motor is with an im essentially the speed corresponding to the intermediate speed of the motor vehicle works, the second interrupter 14b of the distributor 14 are closed when the vehicle is driven at a speed lying in the intermediate speed range.

The circuit shown in FIG. 7 only has

purifying meaning and numerous modifications can be made to selectively the first and second sub-. to operate breakers 14a and 14b.

Fig. 8 shows a further embodiment of the ignition control switch, which can be used in the ignition system according to the invention. The control switch is generally at 18f referred to and arranged so that it is actuated by the negative pressure in the throttle chamber of the carburetor, which in dependence varies with the vehicle speed.

The control switch 18f is designed as a membrane switch and has a vacuum chamber 51 and an atmospheric one Chamber 52, which are separated from one another by a membrane 53. The atmospheric chamber 52 is open to air while

009826/1582

Ί961964

the vacuum chamber 51 via a line 56 to the throttle. . chamber 5 * of the carburetor 55 is connected. The line 56 opens advantageously at a point in the carburetor that is close to the Peripheral edge of the fully closed throttle valve 57 is located. A connection element 58 is seated on the membrane 53 and extends through the atmospheric chamber 52 to the outside. Opposite the leading end of the connecting element 58 is a Set of movable and stationary contacts 59 and 60 are provided. The membrane 53 is normally pressed away from the vacuum chamber 51 under the action of a spring 61. Consequently the movable contact 59 is removed from the stationary contact 60. The control switch 18f thus becomes in the normal state held in the open position, i.e. when the negative pressure in the negative pressure chamber 51 is not high enough, do the spring force 61 to overcome.

If the spring 61 is chosen so that it has a; by the vacuum in the vacuum chamber 51 applied to the diaphragm 53 predetermined ei force .aushält, ■ - :: · ''. the control switch 18f is closed when the negative pressure in the throttle chamber 51 is maintained in a predetermined range.

9 illustrates the states in which the vehicle is driven in a range in which the negative pressure in the throttle chamber is kept in such a range. In FIG. 9, the curves ρ and q indicate the relationship between the engine output power and the vehicle speed, with the negative pressure in the throttle chamber

009828/1562 '-

is kept at a constant level. These two curves are determined by the angular position of the throttle valve 57 and 'the Vehicle speed determined. The curve r shows the output power at full engine load.

If the control switch 18f is arranged to close, when the negative pressure in the throttle chamber in the hatched bounded by the curves ρ and q and the abscissa

When the vehicle is driven in the range of the driving conditions within the range indicated by the hatched area, the ignition advance is retarded or retarded only so that the amount of unburned matter in the exhaust gas of the engine is reduced. If, on the other hand, the vehicle drives under conditions that lie outside the hatched area ₉ , the engine is operated with maximum output power at full load and minimum fuel consumption at low load.

The negative pressure can be obtained from the intake line of the engine, as is illustrated in FIG. 10.

The modified control switch 18g in FIG. 10 is also constructed as a membrane switch which is essentially the same as that of FIG Membrane holder 18f in Fig. 8, with corresponding Elements have been provided with the same reference numerals. In the control switch 18g, however, the vacuum chamber 51 is above a line 63 connected to the suction line 62, the movable contact 59 being actuated by a cam 6 * t,

009920/1562 '

1111114

which is in working contact with the connecting element 58. The control switch 18g is closed when the intake manifold pressure is maintained at a level falling within a predetermined range. This area of negative pressure in the The suction line can be defined in the most varied of ways, as can be seen from FIG. 11. In Fig. 11 the hatched area represents the conditions in which the vehicle is driven in an area in which the suction lineB negative pressure between the upper and lower The limits given by the curves s and t. The control switch 18g closes only when the vehicle is driven in the area of the hatched area, the ignition adjustment is made under the special driving conditions of the vehicle Delayed.

The ignition control switch in the ignition system according to the invention can, if necessary, also be controlled as a function of the angular position of the throttle valve, i.e. of the opening in the throttle chamber of the carburetor, as shown in Fig. 12 can be seen

According to FIG. 12, the control switch 18h for the ignition adjustment has a cam 65 with an enlarged peripheral edge section 65a. The cam 65 is connected via a connection element 68 is connected to the shaft 66 of the throttle valve 67 and is rotated by this shaft. A switch arm 69 is at one end thereof 69a pivotally mounted and is in contact with the periphery of the cam 65, next to the other end of the switching arm

009826/1562

69 there is a stationary contact 70. The switch arm is connected to the primary winding 13a of the ignition coil 13 and the contact 70 to the second interrupter 14b (Fig. 1). The switching arm 69 is normally lifted off the contact 70 under the action of a spring 71 and against one Stopper 72 held.

If the throttle valve shaft 66 is rotated, the cam 65 connected to it is also rotated, which controls the switching arm 69 lifts from the stopper 72 until it touches the contact 70, whereby the second interrupter IHb of the distributor 14 with the Primary winding 13a of the ignition coil 13 is connected. If the throttle valve 67 is opened further, the arm 69 comes from the Contact 70 free when the enlarged peripheral portion 65a leaves the arm 69, so that the primary winding 13a from the second Breaker 14b is disconnected.

The cam 65 may be shaped so that the switching arm is held with the contact 70 in contact when the Throttle valve 67 is located in a predetermined angular range, with a release from contact occurring when the throttle valve is opened further and the 'throttle chamber provides a larger opening. The control switch 18h can thus be in The closed position can be held when the vehicle is driven under conditions as indicated by the hatched area are illustrated in FIG. In FIG. 13, the curves u and ν represent the driving conditions of the motor vehicle

00982S / 1562

* - 25 - 1 96196A

which the throttle valve closes or opens the control switch 18h in fixed positions.

From the above it follows that the ignition control holder in the ignition system according to the invention as a function of changes in the speed of the vehicle or the Engine or controlled as a function of the negative pressure in the throttle chamber of the carburetor or in the intake line of the engine can be. These control factors represent the changing driving conditions of the 'motor vehicle and can can be used in combination as required.

For example, the vehicle speed and the negative pressure in the throttle chamber can be used to control the control switch shared. For this purpose, the control switch can be used as a combination of the control switches 18d and 18f in FIGS.

8, which are connected in series with one another Such a combination switch is only closed when both switches 18d and 18f are closed and is open when either switch 18d and 18f is open.

FIGS. If illustrates the conditions unter.denen a vehicle is driven, when the movement of the aforesaid combination switch, the ignition timing is delayed, "The curves q and ρ are identical to those in Fig.

9 and the lines a and b with those in Fig. Δ.

009826/1562

If the vehicle speed exceeds one through the speed indicated by line a, the control switch 18d is closed while the switch 18f is closed, when the negative pressure in the throttle chamber exceeds a predetermined lower limit. The combination switch is opened when the vehicle speed is increased beyond the speed indicated by the line a, or the negative pressure in the throttle chamber over a predetermined upper limit increases.

The control switch 18d, which can be combined with the switch 18f could by the control switch 18a (Figs. 2 and 3) or by the combination of the control switches 18b and 18c (Fig. Ό to be replaced «

The ignition adjustment can also be in the inventive Ignition system depending on the negative pressure in the intake line of the engine and the angular position of the throttle valve in the Carburettor can be controlled. Then the ignition advance by combining switches 18g (Fig.10} and 18h (Fig.12} controlled. The driving range of the motor vehicle in which the Ignition advance is controlled in this way, is illustrated in Figure 15 by the hatched area. In the 15, the curves t and ν correspond to their counterparts in FIG Fig. ' 11 or 13,

Fig. 6 shows the driving conditions of the motor vehicle,

where the ignition depends on the engine speed

009828/1562

and the negative pressure in the intake line of the engine is controlled »with the control switches 18e (Fig. 7) and 18g (Fig. 10) can be connected in series to form a single combination switch. The lines a and b and curves β and t correspond to their counterparts in Figures 6 and 11, respectively. In this case, the ignition is only then adjusted if the vehicle drove under conditions * at which the engine speed and the intake manifold negative pressure are maintained in predetermined ranges, bounded by the lines a and b and d'ie curves s and t.

Finally, the spark advance can be controlled as a function of a combination of vehicle speed, intake manifold vacuum, and the angular position of the throttle valve. In this case, the combination switch to control the ignition timing as a coordination of the Control switches 18a (or 18b and 18c), 18g and 18h can be formed which are connected in series with each other. Consequently the ignition advance is retarded if and only if the vehicle speed is lower than a predetermined value is, the negative pressure in the intake line of the engine is higher than a predetermined value and the throttle valve of the, carburetor provides a predetermined opening area, as indicated by the hatched area indicated by the line b and the curves t and ν in Fig. 17 is limited

009826/1562

Claims (1)

Claims f 1.Jignition system for an internal combustion engine, marked j durcV ^ a battery tll), an ignition coil (13) with a pri- j, ' secondary winding (13a) and a secondary winding (13b), of which the primary winding at one end via an ignition switch (12) '' to the battery and of which the secondary winding selectively. ! can be connected to spark plugs (17a, 17b, 17c, 17d) through Γ an ignition distributor (11) with a first and a second interrupter (IHa, 11b), of which the first interrupter (14a) is connected to the other end of the primary winding and causes a normal ignition advance «and of which the second interrupter (IUb) is in parallel with the first breaker connected to the primary winding via a control switch (18). which is normally open and an ignition advance which is determined by the first interrupter causes a delayed ignition advance and which is closed when the motor vehicle is driven under predetermined conditions, the ignition advance being delayed or retarded under these conditions 2. Plant according to claim 1, characterized in that the control switch (18) is closed when the motor vehicle is driven at a speed that is in a falls within a predetermined range. 00982S / 1562. 3. System according to claim 2 in conjunction with a manually operated Transmission system with a fork rod that is rigidly connected to the fork rod via a shift rod and a rod The push rod is connected to the .Gangschalthebel, the fork rod having a recess on its circumference is provided, with which a selected by the movement of the fork rod predetermined gear range is determined, thereby characterized in that the control switch C18a) has two stationary Has contacts (2Η, 2Η *) that are connected to the primary winding or the second breaker are connected, further a movable contact (25) fixed to an insulating movable Body (27) is connected, which extends in the direction of the fork rod (19) and normally under spring action is pressed against the circumference of the fork rod, through which the movable contact extends beyond the stationary contacts is moved, wherein the movable body protrudes under the spring action in the recess or recess (19a) when the Fork rod is axially displaced by the gear selector lever (21) so that the movable contact with the stationary contacts comes into contact and the second breaker is brought into connection with the primary winding. U. Plant according to claim 3, characterized in that at least one additional recess is provided on the circumference of the fork rod at a distance from the first-mentioned recess (19a) . 009826/1562 5. System according to claim 2 with an automatically switching Transmission system, characterized in that the control switch has two piston switches connected in series with one another (18b, 18c) for the front and rear coupling, of which the piston switch (18b) of the front clutch depending on an increase in the on the front Clutch piston opens and the applied fluid pressure is applied from which the piston switch (18c) of the second clutch as a function of an increase in the piston of the rear clutch Coupling of applied fluid pressure closes. 6. Plant according to claim 5 »characterized in that each of the two piston switches (18b, 18c) of the front and rear coupling has an atmospheric chamber open to air (30,3O ¹ ), one through a membrane (32,32 *) of the Atmospheric chamber separate and connected to the piston chamber of the front and rear clutch fluid chamber (31, 31 '), two stationary contacts (39, i * O; 39 », HO ¹ ), one of which with the primary winding and the second breaker and the other is connected to the stationary contact of the other of the front and rear clutch pistons and has a movable contact (37,37 *) which sits on the membrane via an insulating movable body (36.36 *) extending through the atmospheric chamber, which is resiliently pushed away from the fluid quay to normally bring the moving contact of the piston switch of the front clutch into contact with the stationary contact 009828/1562 and to keep the movable contact of the piston switch of the rear clutch away from the stationary contacts, whereby when the fluid pressures in the piston chambers of the front and rear clutch rise, the membranes of the piston switches of the clutches are moved against the action of the spring »so that the movable contact of the piston switch of the front clutch leaves the stationary contacts and the movable contact of the piston switch of the rear clutch contacts the stationary contacts. . 7. System according to claim 2 in a transmission system, characterized in that the control switch (18d) is connected to and controlled by a speed detector (ti) which determines the vehicle speed selected by the transmission system and the one supplies voltage proportional to the determined speed. 8. Plant according to claim 7 »characterized in that the control switch C18d) one normally open and one normally closed relay switch (* 5, Ί5), which are connected in series and of which the normally open relay switch is closed when it is excited by a voltage exceeding a predetermined lower limit and of which the normally closed Relay switch is opened when it is energized by a voltage that exceeds a predetermined upper limit, whereby the control switch is only closed, 009826/1562 - Oi - when the vehicle is driven at a speed which is a voltage range between the upper and lower Limit corresponds. 9. Installation according to claim 1, characterized in that the control switch (18e) is closed when the motor vehicle is driven at an engine speed in falls within a predetermined range. 10 * System according to claim 9, characterized in that the control switch (18e) has an average value circuit (47) connected to the primary winding of the ignition coil, which electrically averages the pulse voltage derived therefrom and supplies a voltage substantially proportional to the engine speed, and also to the Average value circuit (47) and a comparator (48) connected to a reference signal source (49), by means of which the voltage supplied by the average value circuit is compared with a reference voltage supplied by the reference signal source, a relay switch (50) connected to the comparator being also provided and receives a control signal therefrom and has two output terminals which are respectively connected to the first and second interrupter. 11. System according to claim 1, characterized in that the control switch (18f) is closed when the motor vehicle is driven with a negative pressure in the engine combustion chamber which is kept in a predetermined range. 009826/1662 12. Plant according to claim 11, characterized in that the control switch is an open to air atmospheric Chamber (52), a chamber separated from the atmospheric by a membrane (53) and connected to the throttle chamber (5 * O des Carburetor (55) connected vacuum chamber (51), a set of movable and stationary, each with the primary winding and contacts (59, 60) connected to the second breaker and one connecting the membrane to the movable contact Has connecting element (58), the membrane under spring action normally in the direction of a separation of the Movable contact is pressed by the stationary contact and counteract the spring action in the direction of the contact with the movable Contact with the stationary contact is moved when the negative pressure in the throttle chamber over a predetermined Height increases. 13, system according to claim 11, characterized in that the control switch (18g) has an atmospheric chamber (52) open to the air, a vacuum chamber (52) separated from the atmospheric chamber by a membrane (52) and connected to the suction line (62) of the engine ( comprising 51), a set of movable and stationary, respectively connected to the primary winding and the second breaker contacts (59,60) and a membrane with the movable contact connecting terminal member (58), wherein the membrane under spring action normally toward a separation of the moving contact from the fixed contact and against spring action in the direction of a loading 009020/1662 Guide between moving contact and stationary contact is moved when the negative pressure in the suction line is over increases a predetermined value IH. Plant according to claim 13, characterized in that the connection element (58) is connected to the movable contact (59) via a cam, the cam with the movement of the connection element is rotatable. 15. Plant according to claim 1, characterized in that the control switch (18h) is closed when the throttle valve (67) of the carburetor is in a predetermined angular range is held. 16. Plant according to claim 15, characterized in that the control switch (18h) has a cam '(68) which has an enlarged portion (68a) on its periphery and with the shaft (66) of the throttle valve (67) rotatable on this ™ shaft sits, furthermore a switching arm (69) which is pivotably mounted at its one end (69a) and near the other end of which a stationary contact (70) is arranged, the switching arm and the stationary contact with the primary winding and the second interrupter are connected and the switching is normally separated under spring action from the stationary contact and comes in contact with this, when the enlarged portion abuts the cam upon rotation of the throttle valve to the moving contact (69) · 009826/1662 17. Plant according to claim 1, characterized in that the control switch is closed when the motor vehicle is driven at a speed falling within a predetermined range and when the underpressure in the throttle chamber of the carburetor. held in a predetermined range will. · ■ · 18. Plant according to claim 1, characterized in that the control switch is closed when the motor vehicle is driven at a speed in a predetermined range and the negative pressure in the intake line of the engine is kept in a predetermined range. 19. System according to claim 1, characterized in that the control switch is closed when the motor vehicle with driven at a speed in a predetermined range and the throttle valve of the carburetor in a predetermined Angular position range is held. 20. Installation according to claim 1, characterized in that the control switch is closed when the motor vehicle is at an engine speed in a predetermined range and the negative pressure in the throttle chamber of the carburetor in one predetermined range is maintained. 21 »Plant according to claim 1, characterized in that the control switch is closed »when the motor vehicle 009826/1682 driven with an engine speed in a predetermined range and the negative pressure in the intake line in a predetermined Area is held. 22. System according to claim I _1, characterized in that the control switch is closed when the motor vehicle is driven at an engine speed in a predetermined range and the throttle valve of the carburetor is held in a predetermined angular position range. 23. Plant according to claim 1, characterized in that .daß the control switch is closed when the motor vehicle is driven at a speed in a predetermined range and the negative pressure in the throttle chamber of the carburetor is kept in a predetermined range and the throttle valve of the carburetor is held in a predetermined angular position range. 24. System according to claim 1, characterized in that the control switch is closed when the motor vehicle at a speed in a predetermined range at an engine intake manifold negative pressure in a predetermined Range driven and the throttle valve of the carburetor is held in a predetermined angular position range. 25. System according to claim 1, characterized in that the control switch is closed »when the motor vehicle 009Θ2Ϊ / 1662 at an engine speed in a predetermined range is driven »the negative pressure in the throttle chamber of the carburetor held in a predetermined range and the throttle valve of the carburetor in a predetermined angular position range is held. 26. Plant according to claim 1, characterized in that the control switch is closed »when the motor vehicle is driven with an engine speed in a predetermined range, the negative pressure in the intake line of the engine is kept in a predetermined range and the throttle valve of the carburetor is held in a predetermined angular position range. 009826/1562 Blank page