Stepped ignition timing corrector. How to correctly adjust the ignition timing on a car. The automatic octane corrector "Silych" allows
This article is devoted to further improvement of the octane corrector design, popular among car enthusiasts. The proposed additional device significantly increases the efficiency of its use.
V. Sidorchuk's electronic octane corrector, modified by E. Adigamov, is certainly simple, reliable in operation and has excellent compatibility with various ignition systems. Unfortunately, like other similar devices, the delay time of the ignition pulses depends only on the position of the ignition timing adjustment knob. This means that the set angle is optimal, strictly speaking, only for one value of the crankshaft speed (or the vehicle speed in a particular gear).
It is known that a car engine is equipped with centrifugal and vacuum automatic machines that correct the SOP depending on the crankshaft speed and engine load, as well as a mechanical adjustment octane corrector. The actual SOP at each moment is determined by the total effect of all these devices, and when using an electronic octane corrector, another significant term is added to the result obtained.
UOS provided by an electronic octane corrector, oz.ok=6Nt, where N is the engine crankshaft speed, min -1; t is the ignition timing delay introduced by the electronic octane corrector, s. Let's assume that the initial setting of the mechanical octane corrector corresponds to +15 degrees. and at N = 1500 min -1 the optimal ignition timing delay set by the electronic octane corrector is 1 ms, which corresponds to 9 degrees. crankshaft rotation angle.
At N = 750 min -1 the delay time will correspond to 4.5 degrees, and at 3000 min -1 - 18 degrees. crankshaft rotation angle. At 750 min -1 the resulting SOP is +10.5 degrees, at 1500 min -1 - +6 degrees, and at 3000 min -1 - minus 3 degrees. Moreover, at the moment the ignition delay switch-off unit is activated (N = 3000 min -1), the SOP will suddenly change immediately by 18 degrees.
This example is illustrated in Fig. 1 is a graph of the dependence of OZ () on the engine crankshaft speed. Dashed line 1 shows the required dependence, and solid broken line 2 shows the actually obtained one. Obviously, this octane corrector is capable of optimizing engine operation in terms of ignition timing only when the car is moving for a long time at a constant speed.
At the same time, it is possible, through simple modification, to eliminate this drawback and turn the octane corrector into a device that allows you to maintain the required SOP within a wide range of crankshaft rotation speed. In Fig. Figure 2 shows a schematic diagram of the unit that needs to be supplemented with an octane corrector.
The node works as follows. Low-level pulses taken from the output of the inverter DD1.1 are fed through the differentiating circuit C1R1VD1 to the input of the timer DA1, connected according to the one-shot circuit. The output rectangular pulses of the single-vibrator have constant duration and amplitude, and the frequency is proportional to the engine crankshaft speed.
From the voltage divider R3, these pulses are sent to the integrating circuit R4C4, which converts them into a constant voltage, which is directly proportional to the crankshaft speed. This voltage charges the timing capacitor C2 of the octane corrector.
Thus, with an increase in the crankshaft rotation speed, the charging time of the timing capacitor to the switching voltage of the logical element DD1.4 is proportionally reduced and, accordingly, the delay time introduced by the electronic octane corrector is reduced. The required dependence of the change in charging voltage on frequency is ensured by setting the initial voltage on capacitor C4, which is removed from the slider by resistor R3, as well as by adjusting the duration of the monovibrator output pulses with resistor R2.
In addition, in the octane corrector, the resistance of resistor R4 must be increased from 6.8 to 22 kOhm, and the capacitance of capacitor C2 must be reduced from 0.05 to 0.033 μF. The left terminal of resistor R6 (X1) in the diagram is disconnected from the positive wire and connected to the common point of capacitor C4 and resistor R4 of the added node. The supply voltage to the octane corrector is supplied from the parametric stabilizer R5VD2 of the additional unit.
The octane corrector with the specified modifications provides adjustment of the ignition timing delay, equivalent to a change in SOP within the range of 0...-10 degrees. relative to the value set by the mechanical octane corrector. The operating characteristics of the device under the same initial conditions as in the example above are shown in Fig. 1 curve 3.
At the maximum ignition timing delay time, the error in maintaining the SOP in the crankshaft speed range of 1200...3000 min -1 is practically absent, at 900 min -1 it does not exceed 0.5 degrees, and in idle mode - no more than 1.5 ...2 deg. The delay does not depend on changes in the voltage of the vehicle’s on-board network within 9...15 V.
The modified octane corrector retains the ability to provide sparking when the supply voltage is reduced to 6 V. If it is necessary to expand the control range of the SPD, it is recommended to increase the resistance of the variable resistor R6.
The proposed device differs from similar ones described in circuit simplicity, reliable operation, and the ability to interface with almost any ignition system.
The additional unit uses permanent resistors MLT, tuning resistors R2, R3 - SP5-2, capacitors C1-C3 - KM-5, KM-6, C4 - K52-1B. Zener diode VD2 must be selected with a stabilization voltage of 7.5...7.7 V.
The assembly parts are placed on a printed circuit board made of foil fiberglass laminate with a thickness of 1...1.5 mm. The board drawing is shown in Fig. 3.
The node board is attached to the octane corrector board. It is best to mount the entire device assembly in a separate durable casing, secured near the ignition unit. Care must be taken to protect the octane corrector from moisture and dust. It can be made in the form of an easily removable block installed in the car interior, for example, on the side wall below, to the left of the driver’s seat. In this case, with the octane corrector removed, the electrical ignition circuit will be open, which will at least make it very difficult for an unauthorized person to start the engine. Thus, the octane corrector will additionally serve as an anti-theft device. For the same purpose, it is advisable to use an adjustable variable resistor SP3-30 (R6) with a switch that opens the electrical circuit of this resistor.
To set up the device, you will need a power source with a voltage of 12...15 V, any low-frequency oscilloscope, a voltmeter and a pulse generator, which can be done as indicated in. First, the input circuit of the timer DA1 is temporarily turned off, and the resistor R3 slider is set to the lower (according to the diagram) position.
Pulses with a frequency of 40 Hz are supplied to the input of the octane corrector and, by connecting the oscilloscope to its output, resistor R3 gradually increases the voltage on capacitor C4 until output pulses appear. Then the input circuit of the timer is restored, the oscilloscope is connected to its pin 3 and the duration of the monostable output pulses is set with resistor R2 to 7.5...8 ms.
The oscilloscope is connected again, switched to external synchronization mode with a standby sweep triggered by input pulses (it is best to use a simple two-channel switch), the output pulse delay time is set to 1 ms with resistor R6. Increase the generator frequency to 80 Hz and use resistor R2 to set the delay time to 0.5 ms.
After checking the delay duration of the pulses at a frequency of 40 Hz, the adjustment is repeated, if necessary, until the duration at a frequency of 80 Hz is exactly half that at a frequency of 40 Hz. It should be borne in mind that in order to ensure stable operation of the one-shot device up to the operating frequency of the ignition delay switch-off unit (100 Hz), the duration of its output pulses should not exceed 9.5 ms. In fact, in an adjusted device it does not exceed 8 ms.
Then the generator frequency is reduced to 20 Hz and the input pulse delay obtained at this frequency is measured. If it is at least 1.6...1.7 ms, then the adjustment is completed, the adjusting screws of the trimming resistors are fixed with paint, and the board, on the side of the printed conductors, is covered with nitro varnish. Otherwise, resistor R3 slightly reduces the initial voltage on capacitor C4, increasing the delay time to the specified value, after which it is checked and, if necessary, adjusted again at a frequency of 40 and 80 Hz.
You should not strive for strict linearity of the frequency dependence of the delay time in the area below 40...30 Hz, since this requires a significant reduction in the initial voltage on capacitor C4, which can lead to loss of ignition pulses at the lowest crankshaft speeds or unstable operation of the ignition system at starting the engine.
A small residual error, expressed in a slight decrease in the ignition delay time at the initial stage (see curve 3 in Fig. 1), has a positive rather than a negative effect, since (car enthusiasts know this well) at low speeds the engine operates more stable at a slightly earlier ignition.
You can adjust the device with quite acceptable accuracy without an oscilloscope. They do it like this. First, check the functionality of the additional node. To do this, set the resistor motors R2 and R3 to the middle position, connect a voltmeter to capacitor C4, turn on the power to the device and apply pulses with a frequency of 20...80 Hz to the input of the octane corrector. By rotating the slider of resistor R2, make sure that the voltmeter readings change.
Then the slider of resistor R2 is returned to the middle position, and resistor R6 of the octane corrector is moved to the position of maximum resistance. The pulse generator is turned off, and resistor R3 is used to set the voltage on capacitor C4 to 3.7 V. Pulses with a frequency of 80 Hz are applied to the input of the octane corrector and resistor R2 is used to set the voltage to 5.7 V on this capacitor.
Finally, voltmeter readings are taken at three frequency values - 0, 20 and 40 Hz. They should be 3.7, 4.2 and 4.7 V, respectively. If necessary, repeat the adjustment.
Connecting the modified octane corrector to the on-board system of cars of various brands has no special features compared to what is described in.
After installing the octane corrector on the car, starting and warming up the engine, move the resistor R6 slider to the middle position and use the mechanical octane corrector to set the optimal OZ, as indicated in the car’s operating instructions, i.e., achieve slight, short-term detonation of the engine when pressed sharply on the accelerator pedal while the car is moving in direct gear at a speed of 30...40 km/h. This completes all adjustments.
Literature
Generally speaking, changing the set ignition timing should be considered as a temporary and forced measure, in particular, if it is necessary to use gasoline with an octane number that does not correspond to the passport characteristics of the car engine. Nowadays, when the quality of the fuel that we fill into the tank of our car has become, to put it mildly, unpredictable, a device such as an electronic octane corrector is simply necessary.
As quite rightly noted in the article by K. Kupriyanov, when introducing the octane corrector described in. There is a constant time delay of the ignition timing, proportional in angular terms to the increase in the engine crankshaft rotation speed, followed by a sudden increase in the OC angle. Although in practice this phenomenon is almost imperceptible, the internal reserves of the original device make it possible to partially eliminate the mentioned delay. To do this, it is enough to insert transistor VT3 and resistors R8 into the device. R9 and capacitor C6 (see diagram in Fig. 1).
(click to enlarge)
The operating algorithm of the octane corrector is qualitatively illustrated by the graphs shown in Fig. 2. The moments of opening of the breaker contacts correspond to positive voltage drops - from low to high levels - at the input of the octane corrector (diagram 1). At these moments, capacitor C1 is quickly discharged almost to zero through the opening transistor VT1 (diagram 3). The capacitor charges relatively slowly through resistor R3.
As soon as the voltage on the charging capacitor C1 reaches the switching threshold of the logical element DD1.2. it goes from a single state to a zero state (diagram 4), and DD1.3 - to a single state. Transistor VT2, which opens at this moment, quickly discharges capacitor C2 (diagram 5) to a level practically determined by the voltage at the base of transistor VT3. Since the switching delay of element DD1.2 does not depend on the rotational speed, the average voltage at its output increases with increasing frequency. Capacitor C6 averages this voltage.
Subsequent charging of capacitor C2 through resistor R6 begins precisely from the specified level at the moment the transistor VT2 closes. The lower the initial level, the longer the capacitor will charge until the element DD1.4 switches, which means the longer the spark formation delay (diagram 6).
The resulting characteristic of the OZ angle is shown in Fig. 3, similar to Fig. 1 in the article by K. Kupriyanov, in the form of curve 4. Under the same initial conditions (tset = 1 ms at N = 1500 min-1), the control error in the engine crankshaft speed range most often used when driving is from 1200 to 3000 min-1 1 does not exceed 3 degrees.
It should be noted that the operation of this version of the octane corrector significantly depends on the duty cycle of the input pulses. Therefore, to set it up, it is recommended to assemble a pulse shaper according to the diagram in Fig. 4. As is known, pulses from the Hall sensor of the VAZ-2108 car and its modifications have a duty cycle of 3, and the closed state angle of the contacts φзс of the contact breaker of VAZ cars is equal to 55 degrees, i.e., the duty cycle of pulses from the “six” breaker Q = 90/55= 1.63.
In order to be able to use the same pulse shaper to set up octane correctors for different car models with only a small adjustment of the duty cycle, for a contact ignition system the duty cycle is recalculated taking into account inversion: Qinv = 90/(90 - φзс). or for VAZ-2106 Qinv = 90/(90 - 55) = 2.57. By selecting the number of diodes of the shaper and the sinusoidal voltage of the signal generator, the required duty cycle of the pulses at the input of the octane corrector is obtained. In my practical version, to obtain a duty cycle of 3, four diodes were needed with a generator signal amplitude of 5.7 V.
In addition to those indicated, diodes of the D220 series are suitable for the driver. D223, KD521, KD522 and transistor KT315 with any letter index. You can use a pulse shaper of a given duty cycle according to another scheme.
The corrector for the VAZ-2108 car (jumper X2.3 is inserted in Fig. 1) is adjusted as follows. Instead of the divider R8R9, any variable resistor of group A with a resistance of 22 kOhm is temporarily connected (with the slider to the base of the transistor VT3). First, the resistor slider is set to the extreme position in which the base of the transistor is “grounded.” A shaper is connected to the input of the corrector, and an oscilloscope is connected to the output.
Turn on the power to the corrector and set the generator frequency to 120 Hz with the duty cycle of the output pulses of the shaper equal to 3. Select resistor R3, ensuring that the delay is turned off at this frequency. Then the generator frequency is reduced to 50 Hz and, by moving the resistor R6 slider alternately to both extreme positions, the maximum ignition timing delay time introduced by the octane corrector is determined (in our case, 1 ms). Increase the generator frequency to 100 Hz and find the position of the temporary variable resistor engine in which the maximum ignition timing delay, set by resistor R6, is found. equal to half the maximum - 0.5 ms.
Now it is advisable to take a graph of the dependence of the ignition timing delay time on the generator frequency at the found position of the temporary variable resistor engine. Recalculate the engine shaft rotation speed in min-1: N = 30f. where f is the generator frequency. Hz Angle of protection φoz = 6N·t, where t is the delay time, ms. The resulting angle φrez oz = 15 - φoz (see table) is plotted on the graph in Fig. 3.
The shape of the resulting graph should not differ much from curve 4, although the numerical values may be different depending on the maximum delay time. If necessary, repeat the adjustment operation.
Upon completion of the installation, turn off the temporary variable resistor and, having measured the resistance of its arms, solder in permanent resistors with values closest to the measured ones. It should be noted that the control characteristic can be significantly changed by varying the values of resistor R3 (delay cut-off frequency), divider R8R9 and capacitor C6. The initial conditions of the described adjustment were chosen for comparison with the option chosen by K. Kupriyanov: N = 1500 min-1, t = 1 ms, φmok = +15 deg. (φmok is the angle set by the mechanical octane corrector).
For use on a VAZ-2106 car, the octane corrector is set up in a similar way (with jumper X2.3), but the pulses from the driver must have a duty cycle of 2.57. Before installing the corrector on the car, jumper X2.3 is changed to X2.2.
To modify the octane corrector, its board is removed from the switch 3620.3734 and the transistor VT3 and capacitor C6 are soldered in such a way that the board can be installed in its old place. Selected resistors R8 and R9 are soldered onto the board. Transistor V13 and capacitor C6 should be fixed with Moment glue or the like.
Instead of KT3102B, any transistor of this series will do. Capacitor C6 - K53-4 or any tantalum or oxide semiconductor, suitable in size and rating.
Literature
V. Petik, V. Chemeris, Energodar, Zaporozhye region.
Currently, many car enthusiasts are showing increased interest in devices for electronic control of the ignition timing (IAC) or octane correctors (OC), which allow fuel savings of 5-10% and adapt the engine to fuel of different qualities, increase maximum power and reduce exhaust toxicity . Existing circuit solutions have some disadvantages:
– the SPD delay is carried out for a fixed period of time, which at different engine shaft speeds corresponds to different SPD;
– when constructing delay circuits for a fixed SPD, their complexity increases significantly.
Taking into account the above, the authors have developed a simple and effective OK, in which the SOP remains constant at any engine shaft speed. The OK block diagram is shown in Fig. 1. The principle of its operation is based on the proportionality of the SPD delay to the period of shaft rotation. Pulse sequence, in
which, within certain limits, it is necessary to delay the positive edge, is generated by a chopper and is supplied to the input of the circuit. In this case, the duration of the pause is used as a reference value, which is fixed by the reference frequency generator G1 and the reverse counter CT operating in stack mode, i.e. when the level at input ±1 is low, it works to increase the count (accumulation of information), and if there is a high level at the same input, it works to decrease it (reading accumulated information). In the first case, generator G1 operates, and in the second, generator G2 operates, and G1 is blocked,
the frequency of which can be changed. If the frequencies of G1 and G2 are equal, the SPD delay will be 90 degrees, therefore, to ensure a delay of up to 30 degrees. it is necessary that the frequency of G2 be 3 or more times higher than the frequency of G1. At the end of the counting, when the counter has given all the accumulated information, a signal is generated at its output P, which sets the output of the RS trigger to a high level, blocks the operation of the counter and is a delayed output signal. The circuit returns to its original state when a low level arrives at its input, which resets the RS flip-flop, and the cycle repeats.
The OK circuit diagram and diagrams of its operation are shown in Fig. 2 and Fig. 3, respectively. A low-frequency filter R3-C3 is installed at the input of the circuit, which, together with cells DD1.1, DD1.4, containing Schmitt triggers at the input, eliminates the influence of breaker contact bounce on the operation of the circuit. Generator G1 is assembled on DD1.3, DD1.2, R7, C2 and to prevent overflow of counters DD2, DD3 at low engine speeds it is set to a frequency of 1 kHz. Generator G2 is assembled on DD1.1, DD1.2, R4, R5, C1. With variable resistor R4 you can change its frequency from 3 to 90 kHz, which ensures adjustment of U03 from 30 to 1 degree. respectively. Counters DD2, DD3 are cascoded, which allows increasing their total capacity to 256 bits. The counters first accumulate information about the duration of the closed state of the breaker contacts, and after they open, they read it. When the accumulated information is fully read, a short-term negative pulse appears at pin 7 of the DD3 counter, which, through cell D04.3, switches the RS trigger assembled on cells DD4.2 and DD4.4, from the inverse output of which a blocking signal for the counter DD2 is generated and through DD4. 1, R6, VT - delayed output signal.
Details. The K561TL1 microcircuit can be replaced with a K561LA7, but after the low-pass filter it is necessary to install a Schmitt trigger assembled according to any known circuit. Any Zener diode VD for a voltage of 5-9 V. The KT972 transistor can be replaced with a pair of KT3102, KT815 (KT817). Capacitors C1 and C2 must be selected of the same type or with the same TKE, as far as possible
closer to zero. The same applies to resistors R5, R7. It is advisable to install a 0.1 µF ceramic capacitor parallel to each microcircuit along the power buses, and a tantalum electrolytic capacitor parallel to VD.
Setup. To configure the generators, you need to install the frequency meter probe on pin 4 of the DD1.2 microcircuit, then apply a low logic level to the circuit input and select resistor R7 so that the generator frequency is 1 kHz. Next, set the slider of resistor R4 to the lower position according to the diagram, apply a high logical level to the input and select resistor R5 current so that the frequency meter readings are equal to 90 kHz, which will correspond to a delay of U03 of 1 degree.
In the upper position of the R5 slider, the generator frequency should be about 3 kHz, which corresponds to a U03 delay of 30 degrees. If desired, this value can be changed up or down by changing the value of R4, which is set on the control panel. It is advisable to shield the wires. Literature
1. Kovalsky A., Fropol A. Octane-corrector attachment // Radio.-1989.-No. 6.-P.31.
2. Sidorchuk V. Electronic octane corrector // Radio. -1991.-No.11.-C.25.
3. Bespaloe V. OZ angle corrector // Radio.- 1988.-No. 5.-p.17.
4. Arkhipov Yu. Digital ignition timing regulator // Radio Yearbook.-1991.-P.129.
5. Romanchuk A. Octane corrector on CMOS microcircuits // Radio Yearbook.-1994. -I5.-S.25.
One of the most important parameters that significantly affects fuel consumption, power and other characteristics of gasoline engines is ignition timing (UOZ), which determines the moment of ignition of the combustible mixture in the cylinders. This parameter has a complex multidimensional dependence on temperature, load and engine speed, quality
Incorrect adjustment of the ignition timing can lead to detonation (explosive combustion of the fuel mixture in the cylinder), accompanied by the appearance of shock waves. This significantly reduces both the power and service life of the engine, up to the destruction of compression rings, lifting of cylinders, burning of valves and pistons, which threatens major repairs. However, the closer the combustion conditions of the fuel mixture in the engine are to detonation, the higher the engine efficiency. Therefore, optimal engine adjustment corresponds to its operation at the limit of detonation.
Standard mechanical formers of the UOZ - vacuum and centrifugal - have unstable time characteristics and require regular checking and fine-tuning on a special stand. Almost no one does such work in car service centers anymore. However, each engine, depending on adjustments and degree of wear, has its own characteristics when detonation occurs. A big contribution is also made by the instability of fuel quality, which leads to the need to adjust the ignition after almost every refueling of the car.
There are a number of devices - octane correctors, which allow you to adjust the OZ manually from inside the car. However, they all have a number of disadvantages, the main one of which is the constant need to listen to the motor and determine the need for adjustment by the sound of its operation. This is not easy to do in the midst of traffic and noise, even for a very experienced driver.
Today, thanks to the use of various sensors, control of the ignition timing of the combustible mixture in engine cylinders is most optimally implemented in microprocessor-controlled injection systems. Engines equipped with such a system are more powerful, more environmentally friendly, consume less fuel and are not critical to the quality of gasoline. In injection cars, the SOP changes depending on the driving mode, but in carburetor cars it does not (more precisely, with less dependence).
Purpose of the automatic octane corrector "Silych"
In Fig. - current version of AOK, it is filled with sealant and placed in heat shrink.
The automatic octane corrector "Silych" (AOK) was created for cars equipped with an ignition distributor with built-in mechanical shapers UOZ (distributor with Hall sensor) in order to optimize engine operation at minimal cost. The operating algorithm of the automatic octane corrector "Silych" corresponds to the principle of controlling the OZ in injection engines using signals from the knock sensor.
It is impossible to design a serial engine so that it produces the maximum possible parameters in all modes. Each specimen is at least slightly different from the next one. And when the ignition is controlled by a mechanical distributor, these differences only increase. It is this resulting reserve (it is visible in the diagram between the line of the standard distributor and the result line from Silych) that is used by JSC Silych, quickly regulating the OZ.
The automatic octane corrector "Silych" is built on the basis of a highly reliable single-chip micro-computer and uses a wide-bandwidth knock sensor GT305 or 18.3855, produced in Russia.
Constant analysis of signals coming from standard sensors and the knock sensor ensures precise correction of the SOP for the operation of a carburetor engine at the limit of detonation. During operation, the device does not require maintenance. This knock sensor is available at any auto store.
The automatic octane corrector “Silych” allows you to:
- increase the efficiency and power of a carburetor engine;
- make it easier to start a carburetor engine (especially in the cold season);
- reduce fuel consumption of a carburetor engine by 3 - 5%;
- increase traction torque at low speeds;
- increase engine service life;
- reduce engine noise;
- compensate for variations in fuel quality by 5 - 7 octane units;
- in an emergency, use low-octane fuel for a short time (contrary to the manufacturer’s recommendations),
- When using gas fuel on a carburetor engine, take into account the characteristics of its combustion to form an optimal dependence of the SOP on the crankshaft speed.
Specifications:
- Supply voltage from 8 V to 18 V (short-term surges in supply voltage up to 0.1 sec up to 40 V are possible).
- Operating temperature range from -40 °C to +85 °C and relative humidity up to 90% at +40 °C.
- Maximum current consumption 30mA.
- Permissible crankshaft rotation speed is from 200 rpm to 7000 rpm.
- The adjustment range for SOP is from 0° to 11°.
- The distributor must have a Hall sensor.
- Adjustment of SOP downward when starting the internal combustion engine 8°.
- Discreteness of SOP adjustment, per ignition stroke:
- downward (during detonation) 1° - 2°
- upward 0.2° - 0.3°
The knock sensor is installed on the cylinder head stud through an adapter. Below are drawings of adapters for three different types of engines:
Passport
Place an order / BUY
“Ignition timing variator - octane corrector” is designed to correct the ignition timing in cars with a mechanical ignition system (distributor) equipped with gas, the variator also functions as an octane corrector when the engine is running on gasoline.
1. Increases power.
2. Saves fuel.
3. Prevents overheating and burnout of exhaust valves.
4. Allows you to fine-tune the ignition timing dynamically while the car is moving using the ANDROID application.
5. Monitors engine parameters, displaying them in real time on the ANDROID application screen.
Photo of appearance and Android application.
The essence of the problem when switching from gasoline to gas is that gas burns longer than gasoline, which means an earlier ignition timing is required, i.e. the mixture must be ignited earlier. Otherwise, the mixture will burn out in the exhaust manifold, overheating the exhaust valves, damaging them; The valve seats are also damaged. In this case, naturally, the power decreases, the engine does not work in mode, hence the increased consumption.
So, there are the following serious problems when switching to gas without appropriate correction of the Ignition Advance Angle.
1. Damage from overheating of exhaust valves and seats.
2. Reduced engine power.
3. Increased consumption.
4. Possible pops.
This variator was developed specifically for engines with a mechanical ignition system (distributor). These are mainly carburetor engines, but injectors with distributor ignition are also often found.
On engines with a mechanical ignition system, when switching to gas, many try to solve the problem by turning the distributor to positive, but they get new, even more serious problems. Firstly, twisting the distributor does not solve the problem, because The range of change in the advance angle during this torsion is very small; the advance angle is simply not enough. When operating on gas, the advance angle in some engine operating modes can reach +20 degrees; naturally, the distributor cannot do this. Secondly, when the distributor is twisted, the ignition timing (IAF) shifts throughout the entire range by the same value, while for gas a certain curve is required for correct correction of the IAF. And thirdly, an even more serious problem appears: when switching back to gasoline, with the distributor turned all the way to plus, severe detonation will occur in places, and the engine can be seriously damaged. There are also problems when running on gasoline. The quality of gasoline at different gas stations of the same brand can vary greatly, and a corresponding correction of the ignition timing (octane correction) is necessary.
How does this UOZ variator work?.
When the engine switches to gas, the variator increases the ignition timing (IAF) depending on the engine speed along the optimal curve for a certain type of gas, i.e. the mixture will ignite earlier, thereby eliminating all the negative factors listed above. The schedule according to which this correction will be carried out is preset for methane and propane, but it is also possible to adjust this schedule manually, experimentally, to fine-tune your engine. It is possible to set a delay for turning on the SOP correction when switching from gasoline to gas, up to 10 seconds. This may be necessary if your LPG makes a smooth transition from gasoline to gas, and accordingly, the SOP correction for gas should be turned on after a certain time.
When the engine switches to gasoline, the variator works as an octane corrector, and the OZ can be adjusted separately for different engine operating modes: starting, idling, operating mode, because loads in the distributor do not provide optimal SOP in different modes (mechanically this is simply impossible). For example, when starting the engine, it is better to increase the SOP, starting will be much easier, and setting +10 degrees at idle raises the idle speed at the same gasoline consumption, which means you can tighten the quality screw back and save gasoline at idle.
The CVT also has additional functions for more comfortable use in the car. It monitors a number of vehicle parameters and transmits them to the application screen in real time.
Basic functions of the device.
When running on gas:
1. Changing the ignition timing from 0 to +20 degrees, at speeds of 500, 1000, 1500, 2000, 2500, 3000, 3500, 4000, 4500, 5000.
2. Restructuring the ignition timing graph for methane by pressing the METHANE button.
3. Restructuring the ignition timing graph for propane by pressing the PROPANE button. 4. Setting the delay time for turning on the SOP correction when switching from gasoline to gas, from 0 to 10 seconds.
When running on gasoline:
5. Changing the ignition timing angle +-10 degrees in the speed range from 200 to 500 rpm. (engine starting).
6. Change of ignition timing +-10 degrees within 1000 rpm. (idling). 7. Change in ignition timing +-10 degrees in the speed range from 1500 rpm. and higher (working mode).
8. Real-time display of parameters: real ignition timing, fuel type, engine speed, on-board network voltage, on both tabs GAS, GASOLINE in digital form.
9. Real-time display of parameters: real SOP, fuel type, engine speed, on-board network voltage, in digital form, as well as with visualization in the form of panel instruments on the DATA tab.
Description of the android application.
You can control all parameters of the variator using the Android application in real time. This is very convenient, because... all necessary settings can be made from the interior while the car is moving (dynamically). This allows you to configure the variator as accurately as possible specifically for your car!
All adjustment parameters are saved in the variator, so there is no connection to the Android device. If you forgot your phone, it’s okay, all parameters are saved in the non-volatile memory of the variator, and the engine will run based on these last changes. Moreover, as a rule, setting these parameters is only necessary for the first time after installing the variator. In general, adjustment is not a mandatory procedure; the variator immediately works on a preset map (graph of the dependence of the advance angle on revolutions). However, manual adjustment is implemented for finer tuning. Any parameter is saved into non-volatile memory 20 seconds after it has been changed.
Regardless of what type of fuel the engine is currently running on, two main tabs of the GAS/PETROL application are available.
The GAZ tab displays a graph in the form of an equalizer; by moving its knobs you can set a certain advance angle for certain speeds. There are two preset buttons: PROPANE/METHANE, when you click on them, the schedule is adjusted to the optimal one for a certain type of gas.
There are three sliders on the GASOLINE tab. This is an adjustment of the SOP for gasoline in different engine operating modes. START mode – this slider adjusts the SOP when starting the engine (speeds up to 500 rpm).
IDLE mode – adjustment of the speed control in the region of 1000 rpm.
OPERATING MODE - adjustment of the OZ above 1500 rpm.
The GAS/PETROL tabs switch automatically when switching from one type of fuel to another, while both tabs can be switched manually. Groups of parameters for gas and gasoline are available for change regardless of what type of fuel the engine is currently running on.
The variator also has additional functions for more comfortable use in the car. It monitors and transmits the following parameters to the application screen in real time: engine speed, the real advance angle that the controller is currently producing, the type of fuel (gas/petrol) and on-board network voltage.
All these parameters are visible on both tabs GAS, GASOLINE in digital form, as well as on a separate DATA tab for these parameters, where the parameters are displayed not only in digital form, but also in the form of panel instruments for more visualization.
Connecting the variator via Bluetooth with an Android application.
Launch the application, click the “CONNECT” button, available Bluetooth devices will appear in the window. The variator is called “HC-06”. If this name is not in the list of available devices, then click the “search” button, after a device with the name HC-06 is found, pair with it (password 1234). After this, the connection will be established. Pairing can also be done using the Android platform; after pairing, simply open the application and select the device named HC-06 from the list.
Safety.
Since changes in parameters occur in real time, errors in transmitting or receiving incorrect parameters could lead to very undesirable consequences while the car is moving. For this purpose, a special, secure exchange protocol was developed that provides transmission with confirmation. This measure ensures the reliability of receiving and transmitting parameters between the Android device and the variator, completely eliminating the possibility of errors during transmission and the reception of erroneous parameters in the engine control process.
Connecting the variator.
Connecting the variator is very simple! Connect it to the hall sensor break using standard connectors; you don’t need to cut any wires, just snap the two connectors together and connect the orange wire to power the gas valve.
In order for the variator to monitor and transmit the on-board network voltage to the application screen, the red wire must be connected to +12V of your car, through a fuse. If this is not done, everything will work as normal, only “0” will be displayed on the application screen instead of the on-board network.
- #1
Interesting thing! Indeed, I myself noticed that you can’t turn a lot on a distributor, the car is stupid anyway. So you'll have to try your variator. Actually the question itself, I realized that when driving, from the passenger compartment you can adjust the gas curve according to the sensations of the car, but in general, are such adjustments on the move dangerous for the engine?
- #2
Such manipulations with the advance angle while driving are absolutely not dangerous, you also press the gas while driving and at the same time the ignition advance angle also changes, and this is normal. This is just an angle correction, and the fact that it changes while driving does not pose any danger to the engine. The permissible range for changing the angle is not critical, and the engine will not stall; it is simply advisable to adjust the angle not very sharply, but more or less smoothly.
- #3
We are a company that has products for automotive electronics - Ignition timing variator - octane corrector.
Can I contact you to make you a specific offer.-
[email protected]
Bulgariq
www.runel-tech.com - #4
Good afternoon Rumen. You can contact me by writing to me through the "Contact" tab on this site. http://site/%D0%BA%D0%BE%D0%BD%D1%82%D0%B0%D0%BA%D1%82/
- #5
A CVT was purchased and installed on an Audi 100 C4 2.0.
Since after installing the HBO-4, in principle, everything was pleasing, the smoothness of the engine, the softness of the operation, but the car was kind of weak and there were jolts when pedaling lightly (you release the push trigger and after coasting you push the trigger, light push). The 2.0 engine is already a little weak for such a body weight, and there is also a loss of dynamics.
After adjusting the angles through this variator, everything returned to normal, the dynamics at the bottom became no worse than on gasoline. Of course, the standard angles built into the variator had to be adjusted according to a personal “ass measurement”, but it is already clear that each engine requires its own nuances. The “blue tooth” is also pleasing, you don’t need cables, carry laptops, connect at any time, adjust, test and change immediately. - #6
How can I contact you to purchase a UOZ-octane corrector variator with a trailer and an injector. 1g-fe engine.
- #7
People, tell me, are they “alive”? or how? My address; [email protected]
- #8
How to purchase your UOZ variator? my mail [email protected]
- #9
I would like to buy a CVT. I have a VAZ2107 dual-circuit ignition. my address [email protected] or Viber.0953866558.
- #10
Interested in Angle Variator, how to purchase? , mail [email protected]
- #11
Hello.
HOW to purchase an octane corrector?
[email protected] - #12
The Angle Variator is interesting. mail [email protected]
- #13
Is it still possible to purchase? Or is the topic dead? If not, then
[email protected] - #14
I want to buy a device.
+380952005192 - #15
Is it possible to purchase a UOZ variator? Kazakhstan.
- #16
Somehow they don’t respond to the request at all
- #17
You can purchase a variator www.60-2.ru, including in Kazakhstan.