U.S. patent number 3,807,372 [Application Number 05/218,737] was granted by the patent office on 1974-04-30 for device for adjusting the ignition phase of an internal combustion engine.
This patent grant is currently assigned to Alfa Romeo S.p.A.. Invention is credited to Giampaolo Garcea.
United States Patent |
3,807,372 |
Garcea |
April 30, 1974 |
DEVICE FOR ADJUSTING THE IGNITION PHASE OF AN INTERNAL COMBUSTION
ENGINE
Abstract
An automatic ignition advance regulator for an internal
combustion engine of the kind in which a lobed cam is mounted on
the ignition distributor shaft and controls a switch which sends
current sequentially to the ignition system of each engine cylinder
and in which means are provided for varying the relative positions
of the cam switch and the shaft, the improvement that at least a
member sensitive to the working conditions of the engine moves a
cam member to which a follower is connected with the movement of
the follower controlling the position-varying means.
Inventors: |
Garcea; Giampaolo (Milan,
IT) |
Assignee: |
Alfa Romeo S.p.A. (Milan,
IT)
|
Family
ID: |
22816317 |
Appl.
No.: |
05/218,737 |
Filed: |
January 18, 1972 |
Current U.S.
Class: |
123/406.74 |
Current CPC
Class: |
F02P
5/103 (20130101) |
Current International
Class: |
F02P
5/04 (20060101); F02P 5/10 (20060101); F02p
001/00 () |
Field of
Search: |
;123/117R,117A,14CC |
References Cited
[Referenced By]
U.S. Patent Documents
Primary Examiner: Goodridge; Laurence M.
Attorney, Agent or Firm: Holman & Stern
Claims
What is claimed is:
1. The combination with an internal combustion engine having
cylinders, a carburetor, a throttle for the carburetor, an
electrical ignition circuit and an ignition distributor including a
driven shaft, a lobed cam mounted on the driven shaft, a plate
mounted for movement relative to the driven shaft, a switch for the
ignition circuit carried by the plate, and a pad carried by the
plate contacting the lobes of the cam during rotation of the cam
for controlling the switch, with the current cut-off by the switch
causing the initiation in correspondence with each of the cylinders
in sequnce, of means for varying the relative positions of the
switch and the shaft, said varying means including a disc mounted
for rotation on the engine, a planar cam carried by the disc, means
connecting the disc to an accelerator pedal, a follower tracking
the profile of the planar cam, means operably connecting the
follower to the distributor plate, and means operably connecting
the disc to the throttle whereby displacements of the accelerator
pedal correspond to rotations of the disc and via the connecting
means to rotation to the throttle so that every position of the
accelerator pedal and hence of the throttle correspond to a
particular relative position of the cam with respect to the
follower.
2. The combination as claimed in claim 1 in which the means
operably connecting the follower to the distributor plate includes
a lever fulcrumed intermediate its ends to the engine, the follower
being carried at one end of the lever, spring means connected to
the lever and engine maintaining the follower in engagement with
the profile of the cam, and a flexible cable attached to the other
end of the lever and to the distributor plate, so that the
displacements of the follower in the direction of the raised
portion of the planar cam essentially cause rotations of the
distributor plate about the axis of the driven shaft of the
distributor.
3. The combination with an internal combustion engine having
cylinders, a carburetor, a throttle for the carburetor, a hydraulic
circuit, a pump driven by the engine inserted in the hydraulic
circuit, said pump having intake and delivery sides, an electrical
ignition circuit, and an ignition distributor having a driven
shaft, a lobed cam mounted on the driven shaft, a plate mounted for
movement relative to the driven shaft, a switch for the ignition
circuit carried by the plate, a pad carried by the plate contacting
the lobes of the cam during rotation of the cam controlling the
switch, with the current cut-off by the switch causing the
initiation in correspondence with each of the cylinders in
sequence, of means for varying the relative positions of the switch
and the shaft, said varying means comprising a three-dimensional
cam, means mounting the three-dimensional cam for angular and axial
movements, a follower tracking a profile of the three-dimensional
cam, means operably connecting the follower to the distributor
plate, a first means sensitive to the position of the throttle
operatively connected to the throttle and the three-dimensional cam
for displacing the cam angularly, a casing, a diaphragm within the
casing dividing the casing interior into two spaces, means
connecting one space with the pressure of the intake side of the
pump, further means connecting the other space with the pressure of
the delivery side of the pump, spring means biasing the diaphragm
and means operably related to the diaphragm and to the
three-dimensional cam for displacing the cam axially.
4. The combination as claimed in claim 3 including an accelerator
pedal, a rotatable shaft on which said three-dimensional cam is
mounted, and said first means including a pulley fastened to the
rotatable shaft, a flexible cable connected to the pulley and means
connecting the flexible cable to the accelerator pedal to impart
angular displacements to the shaft and hence the cam corresponding
to the displacements of the accelerator pedal.
Description
BACKGROUND OF THE INVENTION
It is known that in internal combustion engines, the ignition of
the mixture is caused to take place by the electric spark which
flashes in the interior of the explosion chamber, between the two
electrodes of the ignition spark plug. It is known that such a
spark should be in an appropriate phase relationship with respect
to the displacement of the piston and that such a phase angle
relationship is expressed in degrees of rotation of the crankshaft,
by taking as the reference point of the phase relationship, the
upper dead center of the piston between the termination of the
compression stroke and the beginning of the expansion stroke. It is
known that the spark is caused to flash, as a general rule, before
the piston has reached said dead center, and the corresponding
phase angle is called the "angle of advance"; in the cases in which
the spark is caused to dart after the piston has reached the dead
center, the phase angle is defined as the "angle of delay."
As a general rule, especially in the internal combustion engines
which equip motor vehicles, the spark is generated in the specially
provided electric ignition system, of which an essential component
part is the ignition distributor, or current distributor; the basic
component part of the ignition distributor is the contact breaker,
consisting of an electric contact which is cyclically opened and
closed since the timer shaft, driven to rotation by the engine
crankshaft, has a cam having lobes: every time that a lobe goes
below a pad solid with the movable portion of the electric contact,
the latter (which is kept closed by a spring) is opened; the
voltage originated by the resulting extra-current, is amplified in
a transformer or coil which causes a spark to flash between the
spark plug electrodes.
It is known that, as the mixture becomes ignited in the vicinity of
the spark plug, a flame front advances in the explosion chamber
and, as the flame front reaches the walls of the explosion chamber,
the combustion of the mixture is completed. It is also known that
the speed at which the flame front is propagated is not very high
and that the combustion must be completed in the very first shank
of the piston expansion stroke for the efficiency to be maximum or
nearly so. The result is that it is necessary to have the spark to
be flashed before that the piston reaches its upper dead center,
that is, that the spark be timed with a certain advance with
respect to said dead center.
PRIOR DEVICES
It is likewise known that the speed of propagation of the flame
front does not vary considerably as the engine RPM is varied so
that it becomes necessary to increase the angle of advance as the
same RPM is increased. This situation has originated a first
conventional device for automatically varying the angle of advance:
this device is generally embodied by making rotatable with respect
to the axis of the timing shaft of the distributor, the component
part which carries the lobes, that is, the lobed cam: the
connection device (or coupling) between said component part and the
distributor shaft is a leverage whose configuration is modified as
the RPM is varied, since appropriate springs counteract the
centrifugal force acting on portions of said leverage and is
variable as the rate of rotation of the engine is varied. This
first automatic device is thus capable of supplying an "advance
curve" as a function of the RPM of the engine. The RPM number being
the same, the operative conditions of the engine are sharply
varied, as is known, according to the positions of the accelerator
pedal, that is, according to the feeding pressure. The value of the
feeding pressure influences, as is known, the occurrence or the
absence of particular phenomena such as detonation which occurs at
full power rather than under reduced pressures.
Often for these reasons, the ignition distributor has been equipped
with a second conventional automatic device which is adopted
concurrently with the first one as outlined above; this second
device comprises, above all, a small cavity which can be placed
into communication with the intake manifold so as to bring the
cavity at the negative pressure which obtains in the manifold
downstream of the throttle: one of the cavity walls is a deformable
diaphragm which is biased by a spring: to every value of the
negative pressure, there corresponds a position of the central
portion of the diaphragm.
This second conventional device also comprises a dish which forms
the base of the contact-breaker and can be rotated through a
certain angle with respect to the axis of the distributor shaft
inasmuch as a point of the dish, at a certain distance from the
axis of rotation, is connected through a rod to the central portion
of the diaphragm; such a dish acts as the base of the contact
breaker on whose pad are active the lobes of the rotary cam. With
such second conventional device, a variation is obtained of the
angle of advance of the ignition as a function of the negative
pressure obtaining in the intake duct, with said variation being
summed to the variation of the angle of advance as a function of
the rate of rotation as supplied by said first conventional
device.
It is known, otherwise, that the timing of the ignition with
respect to the dead center of the piston has a considerable bearing
not only on the above recalled detonation phenomenon, but also,
generally speaking, on the magnitudes of the internal temperatures
and pressures, on the combustion, the thermal efficiency, the
thermal and mechanical stresses of the internal component parts of
the engine, and also the possibility of occurrence of serious
irregularities of operation such as pre-ignition and others, but
has a considerable influence also on the emission of unburned
compounds at the exhaust side; the importance that such emissions
have taken in recent years need hardly be mentioned.
It is with special regard to the problem of the emissions (for
which the trend is also towards the use of fuels containing no lead
and thus having a lower octane) that the second conventional device
is inadequate, for the following reasons:
1. It supplies values of the angle of advance which are varied
always in the same direction when the variations of the negative
pressures are experienced in a certain direction.
(At present, contrarywise, inversions of the direction of variation
of the angle of advance may be required, even though the negative
pressure is always varied in the same direction).
2. It supplies variations of the angle of advance which have in
practice, a constant ratio with respect to the variations of the
negative pressure ( at present, such a simple proportion does not
fulfil the most recent requirements).
3. It is generally used in certain areas of the field of use of the
engine and is not utilized in other areas; this is obtained, as is
known, due to the fact that the throttle edge, during its opening
stroke, unmasks the bore which establishes a communication between
the intake duct (downstream of the throttle) and the small cavity
covered by the diaphragm, so that there is a sharp discontinuity in
the values of the angle of advance when passing from one area of
utilization of the engine to another area. This discontinuous
adjustment is now deemed too coarse in order to solve the new
problems.
In connection with the inadequacy of the second conventional
devices, more sophisticated approaches have been suggested in
recent times: for example, a second cavity having a diaphragm (this
also connected to the intake duct) has been entrusted with the
function of suppressing, under preselected utilization areas, the
action of the first diaphragm; or, as an alternative, the dish has
been equipped with a second contact-breaker which, in
correspondence with certain utilization areas (for example relative
to the angular position of the throttle or the accelerator pedal),
is inserted, by the agency of appropriate electric contacts, in the
ignition circuit instead of the first contact breaker. Both of
these more sophisticated approaches, obviously permit the reversal
of the direction of variation, but with abrupt discontinuities,
rather than in a progressive manner.
OBJECTS AND SUMMARY OF THE INVENTION
An object of the present invention is adequately to solve the
present problem of a continuous variation of the angle of advance
in the entire field of use of the engine as a function of those
parameters which are essential, such as the feeding pressure and
the rate of rotation, variations of the angle of advance which are
not generally required to be proportional to the variations of the
parameters; but rather, in certain cases, they are required to
invert their algebraic sign as the parameters are varied and
anyhow, they are required not to exhibit local discontinuities due
to too coarse an approach.
According to the present invention, an internal combustion engine
wherein the ignition is controlled by an ignition distributor in
which a lobed cam is mounted on a shaft driven to rotation by said
engine and controls a switch feeding with current sequentially the
ignition system of each cylinder, and in which means are provided
for varying the mutual relative positions of said switch, said cam
and said shaft to vary the angular position of the shaft in which
said cam controls said switch to feed electric ignition current, is
characterized in that at least a member responsive to the working
conditions of the engine moves a cam member to which a feeler is
connected which, with its movement, controls said means.
Such an arrangement permits, consistently with the objects of the
present invention, adjusting of the ignition phase according to a
law which is any function whatsoever of the signal of said
responsive member, with said function being defined by the outline
of said cam member.
When a single member is provided which is responsive to the working
conditions of the engine (for example to the dispensed power), said
cam member is driven (for example to rotation) so that the cam
follower is positioned so as to urge the cam on a point of a line;
the position taken by the follower, as a function of the cam
outline, controls with advantage the positioning of the ignition
distributor which carries the circuit-breaker contacts. If it is
preferred that the working conditions to which the variation of the
angle of advance is two, a cam can be used whose follower is moved
along a surface rather than along a line: this is tantamount to
saying that the cam member is driven with movements in two
directions, each controlled by a member responsive to a working
condition of the engine. It is obvious that, by so doing, the
adjustment as a function of two parameters still requires the
mobility of the contact-breaker-bearing dish with the result being
the constructional simplicity of the ignition distributor, since
the conventional device which varies the position of the lobed cam
relative to the shaft which carries the cam is not required.
The device which carries the cam member and the follower therefor
can be constructed as an entity with the ignition distributor, or,
as an alternative, it can be an independent mechanical unit which
is kinematically connected with the distributor.
The features and objects of the present invention can be better
understood from the ensuing description of exemplary embodiments,
as illustrated in the accompanying drawings, wherein:
BRIEF DESCRIPTION OF THE DRAWINGS
FIG. 1 is a general diagrammatical view of an engine in which the
angle of advance is adjusted according to the invention,
FIG. 2 is a cross-sectional view taken along the line II--II of
FIG. 1 the view looking in the direction of the arrows,
FIG. 3 is a sectional fragmentary view of a detail of FIG. 1.
FIGS. 4 and 5 are a cross-sectional and a front view, respectively,
of an alternative embodiment of the adjustment device according to
the invention, and
FG. 6 shows a further embodiment of the device for adjusting the
angle of advance as connected, by way of example, to other
convention adjustment members in an engine.
DETAILED DESCRIPTION OF THE INVENTION
FIG. 1 shows the phase adjustment device according to the present
invention and a partial cross-sectional view of the ignition
distributor: the numeral 1 indicates the carburetor in elevational
view (the dotted lines indicate the profile of the inner duct
through which the mixture is fed).
The carburetor is flangedly connected to an intake manifold 2 for
the mixture to the several cylinders. The manifold, in turn, is
flangedly connected to a head 3 of the engine, whereas the engine
base is indicated at 4. In the interior of the carburetor 1 there
is, shown in dotted lines, a throttle 5 which is fast to a pin 6,
to which a lever 7 is keyed. At the end of the lever corresponding
to a pivotal point 8 there is pivotally connected one end of a
drawbar 9. At the opposite end, the drawbar is connected by a pin
10 to a disc 11, and the disc can be rotated about the axis of a
pin 12, with the latter being fast to engine base 4. To the disc 11
there is affixed a planar adjustment cam 13, defined by a plate
having a properly shaped profile. On a specially provided groove
having a circular outline and solid with the disc 11 (the groove is
not shown in the drawing) is wrapped a flexible metallic cable 14
(in dotted lines in the section wrapped around the groove) with an
end of the cable being affixed, at 15, to the disc. A spring (not
shown in the drawing) tends to rotate the disc 11 with respect to
the pin 12 in such a direction as to wind the metal cable in the
groove; the opposite end of the metal cable is integrally connected
to the accelerator pedal (not shown in the drawings), whereas, in
the intermediate section, the cable is properly guided by a
flexible sheath according to the conventional methods for this kind
of remote control appliances. Thus the displacements of the
accelerator pedal correspond to rotations of the disc and thus,
through the drawbar 9 and the lever 7, to rotations of the throttle
5. Inasmuch as, as outlined above, the adjustment cam 13 is solid
with the disc 11, every position of the accelerator pedal and thus
of the throttle 5 corresponds to a particular relative position of
the cam 13 with respect to a follower 16 which is maintained in
contact with the shaped surface of the cam by a spring 17. The
follower 16 is at the end of one arm of a lever 17 fulcrumed at 18,
with the pivotal point 18 being integral with the base 4 of the
engine. To a pivot 19 which is at the opposite end of the lever 17
is affixed a second flexible metal cable 20 guided by a
corresponding flexible sheath 20'. One end of this sheath is
affixed to the engine base at 21, whereas the other end is affixed
at 22 to the body of an ignition distributor 23. The other end of
the flexible metallic cable is solidly affixed to a bushing 24
which is shrunk on a pin 25, with the latter being integral with a
dish 26. The dish 26 acts as the base of the contact breaker of the
ignition distributor. The pin 25 is solid with the end of a recoil
spring (not shown in the drawing) affixed at the other end to the
body 23 of the distributor. As a matter of fact, as shown in FIG. 2
(which is a plan view of the distributor, partly in section and
deprived of a cap 27) and in FIG. 3 (which is another side view of
the distributor, partly in section along an axial plane) there is,
solid with the dish, a pin 28 of a hammer 29 and an elbow 30 which
carries one of the contacts of the circuit breaker shown at 31. To
the hammer 29 there is affixed a pad 32, with which come
sequentially in contact the four lobes of a cam 33. In addition,
the other of the two contacts of the circuit breaker, shown at 34,
is also solid with the hammer 29.
In FIG. 3, there is, indicated at 35, the shaft of the distributor,
which rotates in a bushing 36, the latter being solid with the
distributor body 23: at the upper end of the shaft is solidly
affixed a plate 37 which drives the lobed cam 33 via a coupling 38.
In this embodiment of the present device, the coupling 38 contains
a centrifugal mechanism which is deformable as the engine RPM is
varied and thus, according to the conventional technique, it
supplies the variation of the angle of advance of ignition as
desired as the rate of engine rotation is varied. To said variation
is added the variation of the angle of advance required as a
function of the angle of the throttle, by virtue of the device
according to the present patent application. This latter variation
of the angle of advance is thus obtained since, as the angle of the
throttle is varied, due to the mechanism described above, the
rotations of the lever 17, correlated with the rises of the cam 13,
originate rotations of the contact-breaker carrying dish 26 pivoted
at 39 to the bushing 36.
FIGS. 4 and 5 show the device for adjusting the ignition phase
embodied according to the further version as described above, which
provides the utilization, as the adjusting member, of a spatial
adjustment cam (three-dimensional) 40 instead of the planar
adjustment cam of the first version, with said adjustment cam being
supported by a hollow through shaft 41 with respect to which the
cam can effect relative displacements in an axial direction; the
shaft 41 is rotatably supported on a body 63 whereas rotations of
the cam relative to the shaft are prevented since a pin 49,
forcibly introduced into the cam, is guided in two axial grooves 47
and 48, as formed in the shaft in correspondence with the hollow
portion thereof.
To the shaft 41 is solidly fastened a sheave or pulley 42 by means
of a key 43. On the groove of the sheave is wound a flexible metal
cable 45, whose end is affixed to the sheave itself at 65, and the
cable (being guided by a flexible sheath 84 in the conventional
way), is, at its other end 81, fastened to an accelerator pedal 82
which is pivoted at 83 and undergoes displacements, and thus, is
displaced as the position of the accelerator pedal is varied. The
spatial cam 49 is thus mechanically connected to the accelerator
pedal and carries out displacements (angular) which correspond to
the displacements of the pedal.
The axial displacements of the adjustment cam (with respect to the
distributor shaft) take place, instead, since the pin 49 is engaged
in a cylindrical hollow 46 formed in the interior of the shaft, and
can slide axially with respect to the shaft itself. Said axial
displacements take place since a spring 68, by acting axially on
the spatial cam and thus on the pin 49, urges a piston 50 and a rod
51 solid therewith against a rigid surface 57 which is solid with
the central portion of a diaphragm 52. Said diaphragm separates
from one another two cavities 53 and 56 whose walls are rigid for
the remaining part. Through a flexible tube 55 slipped on a pipe
54, there arrives at a cavity 53 the pressure existing in an intake
duct 86 of the centrifugal pump diagrammatically shown at 85 for
circulating the cooling liquid, with the pump being driven by the
engine 4. To the intake duct 86 of the pump, is connected in fact
the other end of the tube 55. Through a tube 59 slipped on mouth
58, the cavity 56 is reached by the pressure obtaining in a
delivery duct 87 of said centrifugal pump 85. To said delivery duct
of the pump there is connected in fact the other end of the tube
59.
On the two faces of the diaphragm 52 are thus active the two
above-mentioned pressures; the resulting load of the differential
between the two pressures (a difference which is the head of the
centrifugal pump) counteracts, through the kinematic chain formed
by the members 57, 51, 50, 49 and 40 the elastic load of the spring
68. It is thus apparent that to every value of the pump head there
corresponds a position of the adjustment cam for which an
equilibrium is attained between the two counteracting loads
aforesaid. Since, as is known, the head of the centrifugal pump is
a function of the RPM of the centrifugal pump, since the latter is
driven at an RPM which is equal or proportional to that of the
internal combustion engine, the relative axial position of the
adjustment cam with respect to the shaft is a function of the
engine RPM.
By so doing the spatial adjustment cam, due to the effect of the
translational and rotation motions aforesaid, will take a position
which is a function of the two parameters which characterize the
modes of use of the engine; speed of rotation and angle of
throttle. In the drawings there is indicated at 60 a feeler member
kept in contact with the cam surface by a resilient member 61. The
follower, which can only be translated in the direction of its
axis, is so guided by a bearing 62 solid with a body 63 of the
device. A flexible metal cable 64, properly guided according to the
conventional remote control technique, is affixed at one end to the
follower and at the other end to the dish of the ignition
distributor, a dish which acts as the base of the contact breaker
in a way quite similar to that shown in FIG. 1.
As the relative position between the adjustment cam and the
follower is varied, the follower is subjected to translational
motions and by the mechanism described above causes angular
displacements of the dish which acts as the base of the contact
breaker thus varying the relative position between the contact
breaker hammer and the lobed cam. With this embodiment of the
invention, the ignition advance is adjusted by a single device as a
function of the engine speed and of the angle of the throttle. The
lobed cam of the ignition distributor is directly keyed to its
shaft.
FIG. 5 shows a front view of the device of FIG. 4 and is further
illustrative of the mounting of a few component parts of the
device. At 45 there is shown the flexible metal cable which is
fastened to the sheave 42 at 65, the cable being wound in a
specially provided semicircular guide of the sheave, and at 44
there is shown a recoil spring which has one end solid with the
sheave at 66 and the other is solid with the body of the device at
67.
An additional embodiment of the invention is shown at FIG. 6 which
is similar to the one described above in connection with FIGS. 4
and 5.
It is known, in fact, that in gasoline injection engines, it is
possible to carry out the regulation of the fuel injected in the
individual cylinders with devices essentially based on the use of a
spatial cam, whose surface is the engine carburetion plan and of a
feeler which engages the cam.
The cam is driven to take several positions by the agency of means
which are responsive to the speed of rotation of the engine and the
angular position(s) of the throttle(s).
As outlined above also the cam for the adjustment of the ignition
phase of the engine is controlled to take several positions by the
agency of members which are sensitive to the conditions of use of
the engine, so that it is possible to combine into a single
mechanical unit the two cams, their followers and the responsive
members aforesaid.
In a single substantially cylindrical block there can be formed the
shaped surface of the cam which adjusts the injection and the
shaped surface of the cam which adjusts the phasing of the
ignition: these two surfaces can be arranged on opposite sides with
respect to the axis of the block or they can be laid side by side,
as in the embodiment shown in the accompanying drawings by way of
example.
At 110 there is generally shown the block of the two cams, at 111
the shaped surface of the cam which adjusts the injected fuel and
at 112 the shaped surface of the cam which governs the ignition
phase.
The block 110 is supported by 2 bushing 113 in bearings 114 and 115
of the carrying and thrust type, with the bushing 113 being keyed
by a tongue 116 to a shaft 117 which is rotated at a speed
proportional to that of the crank-shaft and is mechanically
connected to the latter by a conventional connection (not
shown).
At 119 there is shown a centrifugal regulator solid with the shaft
117 and at 118 the axially movable member of said regulator; a
member which is solid with the bushing 113.
At 121 there is shown a rod solid with a lever 122 which is solid
in turn to a bushing 123 and there is indicated at 124 a groove
formed through the block 110 in which the rod 121 is inserted.
The bushing 123 houses a bearing 120 for supporting the shaft 117,
with the latter being borne at the opposite end by the a bearing
126.
The bushing 123 is solid with a pin 125 which is rotatably
supported in 2 casing 136 of the adjustment unit, and on the pin
125 there is also keyed a bushing 127 equipped with a lever 128,
with the latter being mechanically connected to the accelerator
pedal (not shown) or to the throttle in a manner similar to that
illustrated in the preceding figures of the drawings.
At 135 there is indicated a recoil spring which acts on the block
110 in the sense of counteracting the axial shifts of the
block.
There are indicated at 129 and 130 two respective followers in
engagement with the shaped surfaces 111 and 112 of the two
adjustment cams.
The two followers can slide axially against the bias of respective
springs 131 and 132, since they are supported and guided by cups
133 and 134, with the latter being affixed to the casing 136.
As the engine working conditions are varied, the followers 129 and
130 come into contact with different points of the surfaces of the
respective cams, the latter being controlled so as to be displaced
axially, by the bushing 113 of the member 118 of the regulator 119,
through an amount which is proportional to the variations in the
engine speed and are driven to rotation about the axis of the block
110, by the rod 121 through an angle which is proportional to the
angular variation of the throttle(s).
Axial displacements of the followers 129 and 130 correspond to
variations of the adjusted physical units and, respectively, the
amount of injected fuel and the ignition angle: as a matter of fact
the follower 129 can be mechanically connected to the rack of the
injection pump, as diagrammatically shown by 108, and the follower
130 can be mechanically connected to the contact-breaker-carrying
dish of the ignition distributor according to the convention
technique of remote control, and as illustrated hereinbefore.
Of course, the above described adjustment unit can also be inserted
into an electronic injection circuit and in an electronic ignition
circuit, since the followers 129 and 130 can be connected to the
movable member of a rheostat or a potentiometer or to a plate of a
capacitor or the magnetic core of a relay in a manner which is well
known to those skilled in the art.
The displacements of the followers originate variation of an
electric unit in the circuits and these variations correspond to
different values of the regulated magnitudes as a function of the
conditions of use of the engine.
* * * * *