JPS5950861B2 - Automatic warm-up device for automobiles - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention relates to an automatic warm-up device for an automobile.

In particular, in order for an automobile to run smoothly in winter or in cold regions, it is necessary to warm up the engine to the normal operating temperature before driving.

The present invention aims to provide a device that automatically performs the warm-up operation at a preset time, thereby making the operation more convenient for the driver.

The configuration of the present invention will be explained below according to embodiments shown in the drawings.

FIG. 1 shows the basic electrical circuit of the device of the present invention, where 1 is a main switch and 2 is a timer for setting the starting time.

3 is a relay contact of a relay that detects the engine's output rotation speed and operates.It is normally connected to contact 3a, and when the engine output rotation speed reaches a predetermined rotation speed, it is connected to contact 3b. be done.

Reference numeral 4 denotes a normally closed contact of the first bimetal timer, which is opened at predetermined intervals during operation, and repeats the operation of starting the starter 5 for, for example, 3 seconds and stopping it for 6 seconds.

6 is a normally closed contact of the third bimetal timer, which is connected to the throttle valve 8 via the solenoid 7 when the engine is started.
(See Figure 2).

On the other hand, 9 is a normally closed contact of the second bimetal timer, which is supplied with power by the relay contact 3 of the detector and is connected to the throttle valve 8 via the solenoid 7 at the end of warm-up operation.
It is used to operate.

Note that the third and second bimetal timers mentioned above are the third and second bimetal timers.
The terminal 10 corresponds to the timer 2 side of the third bimetal timer and the relay contact 3b side of the second bimetal timer, the so-called power supply side, and the terminal 11 corresponds to the so-called power supply side.
correspond to the solenoid 7 side of the third and second bimetal timers, respectively.

Reference numeral 12 denotes a coil wound around a bimetal 13, which is represented as coil resistances 6a and ga of each contact 6 and 9 in FIG.

In such a bimetal timer, when power is supplied to the terminal 10, current flows from the fulcrum 15 of the spring plate 14 to the terminal 11 side and the coil 12 side via the spring plate 14, and the bimetal [3] After a predetermined period of time (determined by the coil characteristics and bimetallic characteristics), the coil 12 deforms under the influence of heat, and presses the spring 14 downward in the drawing via the bolt 16.

As a result, the contact 14a is reversed and the contact 11a of the terminal 11 is
to open.

Since the current continues to flow to the coil 12, the bimetal 13 maintains its operating state, and the current that ultimately flows to the terminal 11 side is from the moment power is supplied to the terminal 10 until the bimetal 13 is activated.

This range includes coil 12 and bimetal 13 as described above.
The third bimetal timer is set to about 2 seconds, and the second bimetal timer is set to about 5 to 10 minutes.

On the other hand, the first bimetal timer has terminal 1 in Figure 3.
1 is connected to the power supply side.

In this case, since current is intermittently supplied to the coil 12, the output of the terminal 10 is repeatedly output at predetermined intervals determined by the coil characteristics and the bimetal characteristics.

FIG. 2 is a schematic diagram of the main parts of a choke valve controller related to the throttle valve 8 and the choke valve 17.

The choke valve 17 is made of, for example, a spiral bimetal 18.
The spring force is set at a position that balances the pressure difference between the intake pipe negative pressure.

For the bimetal 18, in addition to the type that changes depending on the exhaust temperature (see FIG. 2), a temperature sensor or the like that changes depending on the cooling water temperature may be used.

19 is a connecting member connected to the cam member 20 and rotates the cam member 20 counterclockwise in FIG.
The first idle cam is loosely fitted on the same axis as the first idle cam, and is energized by a spring (not shown) in the counterclockwise direction in FIG.
0a, it rotates together with the cam member 20.

A55B, H2 is a stepped portion provided on the first idle cam 21 to engage with the locking member 22 of the throttle valve 8, and when the locking member 22 is engaged with the stepped portion 2. , the throttle valve 8 is held at an idling opening degree, and the opening degree of the throttle valve 8 is held at a larger state as the locking member 22 is engaged in the sequence C→B→A.

Reference numeral 23 denotes a diaphragm chamber, in which negative pressure is applied to the intake pipe by the operation of the solenoid 7, which moves the protruding member 24 to the left in FIG. When the current of the solenoid 7 is cut off, the intake pipe negative pressure to the diaphragm chamber 23 is cut off, and the throttle valve 8 is returned to the idling state.

Next, the operation of the apparatus configured as described above will be explained with reference to the drawings.

First, the timer 2 is set to a desired time, and the main switch 1 of the automatic warm-up operation device is turned on to dispose of debris.The timer 2 times out at the desired set time and power is supplied to the engine side.

The power is divided into two types: one is supplied to the ignition coil 26 and then to a distributor (not shown) in another system, and the other is supplied to the relay contact 3 side of the detector.

On its way, the current flowing through the relay contact 3 is supplied to a third bimetallic timer, which briefly activates the solenoid 7 for a set time via the normally closed contact 6.

The solenoid 7 applies negative pressure in the intake pipe to the diaphragm chamber 23, operates the protruding member 24 and the connecting member 25, and opens the throttle valve 8. As a result, the locking member 22 is moved to the step A of the fast idle cam 21. The throttle valve 8 is engaged to maintain this opening state.

By the way, the state of the choke valve 17 at the beginning of engine startup is the state shown in FIG. 2, in which the bimetal 18 is closed because the temperature is equal to the outside air temperature and its displacement is small, and the cam member 20 and the first idle cam 21 are closed. There is no displacement, and the locking member 22 of the throttle valve 8 is engaged with the stepped portion A.

If the outside temperature or engine temperature is relatively high,
The first eye torque lock 1 and the locking member 22 are engaged with each other at the step opening or C by the action of the bimetal 18.

Therefore, the more engaged the stage part C is with the stage part A, the more rich the air-fuel mixture will be supplied to the cylinder chamber of the engine.

On the other hand, the current flowing to the relay contact 3 side of the detector is supplied to the normally closed contact 4 of the first bimetal timer via the contact 3a.

Then, as mentioned in the configuration example, the contact opens due to the heat generated by the coil 4a, and the contact is turned on at a predetermined interval, for example, 6 seconds for 3 seconds.
It is intermittently supplied to the starter 5 at intervals of seconds off.

When the starter 5 is activated and the engine reaches a predetermined rotational speed or higher, the contact 3a of the relay contact 3 is opened and the contact 3b is closed.

That is, the power to the first bimetal timer and starter 5 is cut off, and the second bimetal timer is activated.

Substantially in synchronization with this, the third bimetal timer counts out, and the heat generated by the coil 6a deforms the bimetal and opens its contacts.

This is the state from then on.

The normally closed contact 9 of the second bimetal timer determines the warm-up time, and during the warm-up time, current is supplied to the solenoid 7 through the diaphragm of the diaphragm chamber 23, the protruding member 24, and the connecting member 25. Open the throttle valve 8.

When the timer counts out, the warm-up operation ends and the current to the solenoid 7 is cut off.

Therefore, the negative pressure in the intake pipe to the diaphragm 23 is also cut off, and the throttle valve 8 is returned to the idling state.

At this time, the choke valve 17 during warm-up operation is sequentially opened as the bimetal 18 is displaced as the engine warms up, and the cam member 20 and the first idle cam 21 are rotated to the left.

Then, at the end of the warm-up operation, the vehicle enters a substantially normal idling state.

In short, the choke valve 17 is fully opened, the fast idle cam 21 and the locking member 22 of the throttle valve 8 engage with each other at the stepped portion 2, and the throttle valve 8 is opened at idling.

From now on, this state will continue.

Therefore, the driver can get into the sentry vehicle after the warm-up operation has been completed, saving him the trouble of operating the vehicle before starting the vehicle.

As explained above, this invention engages the throttle valve shaft whose closing/opening degree is set by the plurality of cam stages of the fast idle cam, which is linked to the choke valve wrapped with a bimetal that expands and contracts by sensing the engine temperature. death,
When the intake pipe negative pressure is applied, the throttle valve is opened, and when the intake pipe negative pressure is cut off, the throttle valve is returned to the closed position by the diaphragm chamber and the timer for setting the start time. A first bimetal timer that intermittently opens and closes a starter power source for starting the engine; and a first bimetal timer that detects a predetermined number of revolutions of the engine and cuts off the power source of the first bimetal timer for a predetermined warm-up period. An engine rotation detecting relay energizes a second bimetallic timer to set the engine speed, and the rotation detecting relay detects a predetermined engine rotational speed. During the time set by the second bimetallic timer, a negative a solenoid that applies pressure to the intake pipe to cut off the supply of negative pressure to the diaphragm chamber when the second bimetal timer times out; Since it is equipped with a third bimetal timer that energizes the engine for a short time and then immediately cuts off the energization, warm-up operation can be automatically performed at any time, significantly improving operational convenience for the driver. .

[Brief explanation of drawings]

Fig. 1 is an electrical circuit diagram of the device according to the present invention, Fig. 2 is a schematic diagram of the main parts of the choke valve and throttle valve controller of an auto-choke vehicle when the same device is applied, and Fig. 3 is a bimetal timer. This is an example. 1... Main switch, 2... Timer, 3... Engine output rotation speed detection relay, 4
...First bimetal timer, 5...
・Starter, 6... Third bimetal timer, 7... Solenoid, 8... Throttle valve, 9... Second bimetal timer, 17. ...Choke valve, 30...
Locking member.

Claims (1)

[Claims] 1 The multiple cam stages of the fast idle cam, which is linked to a choke valve wrapped with a bimetal that expands and contracts by sensing engine temperature, engages with the slot valve shaft whose closing/opening degree is set, and the negative pressure in the intake pipe is increased. A diaphragm chamber that opens the throttle valve when activated and returns the throttle valve to the closed position when the intake pipe negative pressure is cut off, and a starter that starts the engine when a timer for setting the starting time times out. a first bimetal timer that intermittently opens and closes the power supply for the engine; and a second bimetal timer that detects a predetermined engine speed, cuts off the power to the first bimetal timer, and sets a predetermined warm-up time. An engine rotation detection relay that energizes the timer and a second bimetal timer detecting a predetermined engine rotation speed by the rotation detection relay apply negative pressure to the intake pipe to the diaphragm chamber during a time set by the second bimetal timer. a solenoid that cuts off the supply of intake pipe negative pressure to the diaphragm chamber when the bimetal timer 2 times out, and energizes the solenoid for a short time at the initial stage of operation of the start time setting timer, that is, at the initial stage of warm-up;
An automatic warm-up device for an automobile, characterized in that it is equipped with a third bimetal timer that immediately cuts off electricity.