EP0474707A1 - Device for adjusting the timing angle of an internal combustion engine - Google Patents

Device for adjusting the timing angle of an internal combustion engine

Info

Publication number
EP0474707A1
EP0474707A1 EP90908457A EP90908457A EP0474707A1 EP 0474707 A1 EP0474707 A1 EP 0474707A1 EP 90908457 A EP90908457 A EP 90908457A EP 90908457 A EP90908457 A EP 90908457A EP 0474707 A1 EP0474707 A1 EP 0474707A1
Authority
EP
European Patent Office
Prior art keywords
peak pressure
pressure position
value
ignition angle
controller
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Withdrawn
Application number
EP90908457A
Other languages
German (de)
French (fr)
Inventor
Siegfried Ellmann
Manfred Wier
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Siemens AG
Original Assignee
Siemens AG
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Siemens AG filed Critical Siemens AG
Publication of EP0474707A1 publication Critical patent/EP0474707A1/en
Withdrawn legal-status Critical Current

Links

Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02P—IGNITION, OTHER THAN COMPRESSION IGNITION, FOR INTERNAL-COMBUSTION ENGINES; TESTING OF IGNITION TIMING IN COMPRESSION-IGNITION ENGINES
    • F02P5/00—Advancing or retarding ignition; Control therefor
    • F02P5/04—Advancing or retarding ignition; Control therefor automatically, as a function of the working conditions of the engine or vehicle or of the atmospheric conditions
    • F02P5/145—Advancing or retarding ignition; Control therefor automatically, as a function of the working conditions of the engine or vehicle or of the atmospheric conditions using electrical means
    • F02P5/1455—Advancing or retarding ignition; Control therefor automatically, as a function of the working conditions of the engine or vehicle or of the atmospheric conditions using electrical means by using a second control of the closed loop type
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02P—IGNITION, OTHER THAN COMPRESSION IGNITION, FOR INTERNAL-COMBUSTION ENGINES; TESTING OF IGNITION TIMING IN COMPRESSION-IGNITION ENGINES
    • F02P5/00—Advancing or retarding ignition; Control therefor
    • F02P5/04—Advancing or retarding ignition; Control therefor automatically, as a function of the working conditions of the engine or vehicle or of the atmospheric conditions
    • F02P5/145—Advancing or retarding ignition; Control therefor automatically, as a function of the working conditions of the engine or vehicle or of the atmospheric conditions using electrical means
    • F02P5/15—Digital data processing
    • F02P5/152—Digital data processing dependent on pinking
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/40—Engine management systems

Definitions

  • the invention relates to a device for regulating the ignition angle for at least one cylinder of an internal combustion engine according to the preamble of claim 1 (US Pat. No. 4,727,842).
  • the ignition timing has a decisive influence on engine performance and fuel consumption. As the engine speed increases and the air / fuel ratio increases, the ignition timing must be adjusted to an increasing degree. Operating parameters such as engine load and engine temperature also influence the ignition timing or ignition angle. So far, a map has been determined on a motor test bench for the respective engine type by tests and optimized in subsequent driving tests according to predetermined criteria such as fuel consumption, exhaust gas and driving behavior. The ignition angle map thus determined was stored electronically, so that the ignition behavior of the engine remained unchanged throughout its life.
  • the ignition timing of an internal combustion engine is adjusted so that the peak pressure position following the ignition (crankshaft position at maximum combustion chamber pressure) at a predetermined setpoint or in a predetermined setpoint range, which is stored in an operating point-dependent map , occurs.
  • the invention has for its object to improve a device of the type mentioned that complex test bench and driving tests to optimize the ignition map are unnecessary.
  • Figure 1 shows a schematic representation of a cylinder
  • Figure 2 shows a block diagram of a device according to the invention.
  • FIG. 1 shows schematically the section through a cylinder of an internal combustion engine with a combustion chamber, a piston, with an inlet and outlet channel and the corresponding valves, a spark plug and a pressure sensor.
  • the spark plug is supplied with an ignition pulse Z at a connection point a via an ignition coil.
  • a combustion triggered by the ignition spark increases the pressure in the combustion chamber of the cylinder.
  • This pressure is detected and evaluated by the pressure sensor arranged in the combustion chamber. The evaluation takes place in such a way that the crankshaft position at which the maximum value or peak value of the combustion chamber pressure occurs is recorded and stored.
  • the relationship between combustion chamber pressure and crankshaft position is illustrated in a small, unspecified diagram in FIG. 1.
  • Figure 2 shows a block diagram of the device for controlling the ignition angle of a cylinder of an internal combustion engine.
  • a subtractor A is supplied with a setpoint PSoll for the peak pressure position via a line G.
  • An actual value PIst of the peak pressure position is fed to a further input of this subtracting element.
  • the corrected ignition angle Z is fed to the ignition coil via input a of the controlled system.
  • the actual value PIst of the peak pressure position appears, which is fed to the second input of the subtractor A.
  • the ignition angles Z for the ignitions of this cylinder which occur every 720 "KW and the peak pressure positions determined thereupon are fed to an identifier C and stored in this.
  • This identifier C is preferably constructed as a microprocessor and continuously determines this as” route identification " Ratio of change in peak pressure position to change in ignition angle of successive ignitions
  • a sliding scatter value is determined from a representative number of stored actual values PIst of the peak pressure position, the value of which determines the width of a measuring window which is built up in relation to the crank angle around the setpoint PSet of the peak pressure position .
  • the ratio value determined in the identifier C and a value explained later for the control quality of the control loop for the peak pressure position are fed to an assignor.
  • the allocator which essentially consists of an addressable memory RAM, outputs controller parameters which are fed to the PID controller B via a line D.
  • the tracking of the controller parameters carried out by means of the identification of the controlled system ignition angle peak pressure position thus enables an optimal transient response of the control loop.
  • This control circuit is used for rapid pilot control of the ignition angle, which is used when the measured actual value PIst of the peak pressure position is outside the measuring window or when a rapid change in output is required.
  • a comparatively slow controller (not shown) is activated, which optimizes the ignition angle with regard to maximum engine power at a given operating point.
  • a comparatively slow controller (not shown) is activated, which optimizes the ignition angle with regard to maximum engine power at a given operating point.
  • the indicated medium pressure i.e. the line integral pdV, is a measure for the delivered engine power. To determine it, the pressure signal recorded by the pressure sensor is multiplied by the volume-proportional crank angle position, summed up and evaluated after each working cycle.
  • the above-mentioned values for the controller quality are taken from a microprocessor ⁇ P, in which they are stored as a function of the manufacturer's data and operating parameters.
  • Such operating parameters are, for example, engine speed, engine load, air humidity, air temperature, air / fuel ratio, engine temperature, etc.
  • Manufacturer data means such information that, for example under certain operating conditions, such as full load or acceleration, the air / fuel ratio a certain value, for example 0.9.
  • the microprocessor ⁇ P has a further map, in which the setpoints PSoll for the peak pressure position are also stored, depending on the operating parameters mentioned. These are fed to the subtractor A via a line G.

Landscapes

  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Signal Processing (AREA)
  • Electrical Control Of Ignition Timing (AREA)
  • Combined Controls Of Internal Combustion Engines (AREA)

Abstract

Un dispositif utilise pour régler l'angle de came d'au moins un cylindre d'un moteur à combustion interne un régulateur de la valeur maximale de la pression dans la chambre de combustion, par rapport à l'angle de vilebrequin, selon un procédé d'optimisation de l'angle de came qui permet d'obtenir une pression maximale dans la chambre de combustion, avec un réglage précis des paramètres de réglage en fonction du rapport entre la variation de la pression maximale et la variation de l'angle de came, ainsi qu'un champ caractéristique adaptatif des valeurs de consigne de la valeur maximale de pression enregistré dans un microprocesseur.A device uses to adjust the cam angle of at least one cylinder of an internal combustion engine a regulator of the maximum value of the pressure in the combustion chamber, relative to the crankshaft angle, according to a method optimization of the cam angle which allows to obtain a maximum pressure in the combustion chamber, with a precise adjustment of the adjustment parameters according to the ratio between the variation of the maximum pressure and the variation of the angle of cam, as well as an adaptive characteristic field of the setpoint values of the maximum pressure value stored in a microprocessor.

Description

Einrichtung zur Regelung des Zündwinkels einer Brennkraftma¬ schineDevice for controlling the ignition angle of an internal combustion engine
Die Erfindung betrifft eine Einrichtung zur Regelung des Zünd- winkeis für wenigstens einen Zylinder einer Brennkraftmaschine nach dem Oberbegriff des Anspruchs 1 (US-PS 4,727,842).The invention relates to a device for regulating the ignition angle for at least one cylinder of an internal combustion engine according to the preamble of claim 1 (US Pat. No. 4,727,842).
Beim Otto-Motor beeinflußt der Zündzeitpunkt entscheidend die Motorleistung und den Kraftstoffverbrauch. Mit zunehmender Mo- tordrehzahl und ansteigendem Luft/Kraftstoff-Verhältnis muß der Zündzeitpunkt in zunehmendem Maße nach Früh verstellt wer¬ den. Zusätzlich beeinflussen Betriebsparameter wie Motorlast und Motortemperatur den Zündzeitpunkt bzw. Zündwinkel. Bisher wurde auf einem Motorprüfstand für den jeweiligen Motortyp ein Kennfeld durch Versuche ermittelt und in anschließenden Fahr¬ versuchen nach vorgegebenen Kriterien wie Kraftstoffverbrauch, Abgas- und Fahrverhalten optimiert. Das so ermittelte Zündwin¬ kel-Kennfeld wurde elektronisch gespeichert, so daß das Zünd¬ verhalten des Motors während seiner gesamten Lebensdauer unver- ändert blieb.In the Otto engine, the ignition timing has a decisive influence on engine performance and fuel consumption. As the engine speed increases and the air / fuel ratio increases, the ignition timing must be adjusted to an increasing degree. Operating parameters such as engine load and engine temperature also influence the ignition timing or ignition angle. So far, a map has been determined on a motor test bench for the respective engine type by tests and optimized in subsequent driving tests according to predetermined criteria such as fuel consumption, exhaust gas and driving behavior. The ignition angle map thus determined was stored electronically, so that the ignition behavior of the engine remained unchanged throughout its life.
Bei der aus der US-PS 4,727,842 bekannten Einrichtung wird der Zündzeitpunkt einer Brennkraftmaschine so eingeregelt, daß die der Zündung folgende Spitzendrucklage (Kurbelwellenstellung bei maximalem Brennraumdruck) bei einem vorgegebenen Sollwert bzw. in einem vorgegebenen Sollwertbereich, der in einem betriebs¬ punktabhängigen Kennfeld gespeichert ist, auftritt.In the device known from US Pat. No. 4,727,842, the ignition timing of an internal combustion engine is adjusted so that the peak pressure position following the ignition (crankshaft position at maximum combustion chamber pressure) at a predetermined setpoint or in a predetermined setpoint range, which is stored in an operating point-dependent map , occurs.
Der Erfindung liegt die Aufgabe zugrunde, eine Einrichtung der genannten Art dahin zu verbessern, daß aufwendige Prüfstand- und Fahrversuche zur Optimierung des Zündkennfeldes überflüssig sind.The invention has for its object to improve a device of the type mentioned that complex test bench and driving tests to optimize the ignition map are unnecessary.
Diese Aufgabe wird erfindungsgemäß durch die im Kennzeichen des Anspruchs 1 genannten Merkmale gelöst.This object is achieved by the features mentioned in the characterizing part of claim 1.
Vorteilhafte Weiterbildungen der Erfindung sind den Unteran¬ sprüchen zu entnehmen. Die Erfindung wird anhand der Zeichnung näher beschrieben.Advantageous developments of the invention can be found in the subclaims. The invention is described in more detail with reference to the drawing.
Figur 1 zeigt eine schematische Darstellung eines Zylinders, Figur 2 zeigt ein Blockschaltbild einer erfindungsgemäßen Ein- richtung.Figure 1 shows a schematic representation of a cylinder, Figure 2 shows a block diagram of a device according to the invention.
Figur 1 zeigt schematisch den Schnitt durch einen Zylinder ei¬ ner Brennkraftmaschine mit einem Brennraum, einem Kolben, mit Ein- und Auslaßkanal sowie den entsprechenden Ventilen, einer Zündkerze und einem Drucksensor. Der Zündkerze wird an einem Anschlußpunkt a über eine Zündspule ein Zündimpuls Z zuge¬ führt. Eine durch den Zündfunken ausgelöste Verbrennung erhöht den Druck im Brennraum des Zylinders. Dieser Druck wird von dem im Brennraum angeordneten Drucksensor erfaßt und ausgewertet. Die Auswertung erfolgt dahingehend, daß die Kurbelwellenstel¬ lung, bei welcher der Maximalwert bzw. Spitzenwert des Brenn¬ raumdrucks auftritt, erfaßt und gespeichert wird. Der Zusammen¬ hang zwischen Brennraumdruck und Kurbelwellenstellung ist in einem kleinen, nicht näher bezeichneten Diagramm der Figur 1 veranschaulicht.FIG. 1 shows schematically the section through a cylinder of an internal combustion engine with a combustion chamber, a piston, with an inlet and outlet channel and the corresponding valves, a spark plug and a pressure sensor. The spark plug is supplied with an ignition pulse Z at a connection point a via an ignition coil. A combustion triggered by the ignition spark increases the pressure in the combustion chamber of the cylinder. This pressure is detected and evaluated by the pressure sensor arranged in the combustion chamber. The evaluation takes place in such a way that the crankshaft position at which the maximum value or peak value of the combustion chamber pressure occurs is recorded and stored. The relationship between combustion chamber pressure and crankshaft position is illustrated in a small, unspecified diagram in FIG. 1.
Figur 2 zeigt ein Blockschaltbild der Einrichtung zur Regelung des Zündwinkels eines Zylinders einer Brennkraftmaschine. Einem Subtrahierglied A wird über eine Leitung G ein Sollwert PSoll für die Spitzendrucklage zugeführt. Einem weiteren Eingang die¬ ses Subtrahiergliedes wird ein Istwert PIst der Spitzendruck¬ lage zugeführt. Das Ausgangssignal dieses Subtrahiergliedes A, welches den Wert Null (Istwert = Sollwert) annehmen soll, wird einem PID-Regler B zugeführt, an dessen Ausgang ein Korrektur- wert erscheint, welcher den aus einem anderen Kennfeld entnom¬ menen Zündwinkel-Vorsteuerwert entsprechend der Regelstrategie in Richtung Früh- oder Sp t-Zündung verändert.Figure 2 shows a block diagram of the device for controlling the ignition angle of a cylinder of an internal combustion engine. A subtractor A is supplied with a setpoint PSoll for the peak pressure position via a line G. An actual value PIst of the peak pressure position is fed to a further input of this subtracting element. The output signal of this subtractor A, which is to assume the value zero (actual value = setpoint), is fed to a PID controller B, at the output of which a correction value appears which corresponds to the ignition angle pilot control value taken from another characteristic diagram in accordance with the control strategy changed in the direction of early or Sp t ignition.
Der korrigierte Zündwinkel Z wird der Zündspule über den Ein- gang a der Regelstrecke zugeführt. An deren Ausgang b erscheint der Istwert PIst der Spitzendrucklage, welcher dem zweiten Eingang des Subtrahiergliedes A zugeführt wird. Die Einrichtung, soweit sie bis hierher beschrieben ist, entspricht der aus der US-PS 4,727,842 bekannten Einrichtung.The corrected ignition angle Z is fed to the ignition coil via input a of the controlled system. At its output b, the actual value PIst of the peak pressure position appears, which is fed to the second input of the subtractor A. The facility, insofar as it has been described so far, corresponds to the device known from US Pat. No. 4,727,842.
Die Zündwinkel Z für die alle 720" KW erfolgenden Zündungen dieses Zylinders und die daraufhin ermittelten Spitzendruckla¬ gen werden einem Identifikator C zugefürt und in diesem gespei¬ chert. Dieser Identifikator C ist vorzugsweise als Mikroprozes¬ sor aufgebaut und ermittelt laufend als "Streckenidentifikation" das Verhältnis von Spitzendrucklageänderung zu Zündwinkelände- rung aufeinanderfolgender Zündungen. Aus einer repräsentativen Anzahl gespeicherter Istwerte PIst der Spitzendrucklage wird gleichzeitig ein gleitender Streuwert ermittelt, von dessen Wert die Breite eines Meßfensters abhängig ist, welches kurbel- winkel-bezogen um den Sollwert PSoll der Spitzendrucklage aufgebaut wird.The ignition angles Z for the ignitions of this cylinder which occur every 720 "KW and the peak pressure positions determined thereupon are fed to an identifier C and stored in this. This identifier C is preferably constructed as a microprocessor and continuously determines this as" route identification " Ratio of change in peak pressure position to change in ignition angle of successive ignitions A sliding scatter value is determined from a representative number of stored actual values PIst of the peak pressure position, the value of which determines the width of a measuring window which is built up in relation to the crank angle around the setpoint PSet of the peak pressure position .
Einem Zuordner wird der im Identifikator C ermittelte Verhält¬ niswert und ein später erklärter Wert für die Regelgüte des Re¬ gelkreises für die Spitzendrucklage zugeführt. In Abhängigkeit von diesen beiden Werten gibt der Zuordner, der im wesentlichen aus einem adressierbaren Speicher RAM besteht, Reglerparameter aus, die über eine Leitung D dem PID-Regler B zugeführt werden.The ratio value determined in the identifier C and a value explained later for the control quality of the control loop for the peak pressure position are fed to an assignor. Depending on these two values, the allocator, which essentially consists of an addressable memory RAM, outputs controller parameters which are fed to the PID controller B via a line D.
Die mittels der Identifikation der Regelstrecke Zündwinkel- Spitzendrucklage durchgeführte Nachführung der Reglerparameter ermöglicht damit ein optimales Einschwingverhalten des Regel¬ kreises. Dieser Regelkreis wird zur schnellen Vorsteuerung des Zündwinkels verwendet, welche einsetzt, wenn der gemessene Ist¬ wert PIst der Spitzendrucklage außerhalb des Meßfensters liegt oder wenn eine schnelle Leistungsänderung gefordert wird.The tracking of the controller parameters carried out by means of the identification of the controlled system ignition angle peak pressure position thus enables an optimal transient response of the control loop. This control circuit is used for rapid pilot control of the ignition angle, which is used when the measured actual value PIst of the peak pressure position is outside the measuring window or when a rapid change in output is required.
Liegt der Istwert hingegen innerhalb des Meßfensters, wird ein vergleichsweise langsamer, nicht dargestellter Regler aktiviert, der bei gegebenem Betriebspunkt den Zündwinkel hinsichtlich ma- ximaler Motorleistung optimiert. Ein solches Optimierungsver¬ fahren ist beispielsweise aus der DE-OS 29 52 073 bekannt. Der indizierte Mitteldruck, also das Linienintegral pdV ist ein Maß für die abgegebene Motorleistung. Zu seiner Bestimmung wird das vom Drucksensor aufgenommene Drucksignal mit der volumenpropor¬ tionalen Kurbelwinkelstellung multipliziert, aufsummiert und nach jedem Arbeitsspiel ausgewertet.If, on the other hand, the actual value lies within the measuring window, a comparatively slow controller (not shown) is activated, which optimizes the ignition angle with regard to maximum engine power at a given operating point. Such an optimization method is known, for example, from DE-OS 29 52 073. The indicated medium pressure, i.e. the line integral pdV, is a measure for the delivered engine power. To determine it, the pressure signal recorded by the pressure sensor is multiplied by the volume-proportional crank angle position, summed up and evaluated after each working cycle.
Die obengenannten Werte für die Reglergüte werden einem Mikro¬ prozessor μP entnommen, in welchem sie in Abhängigkeit von Her¬ stellerdaten uru Betriebsparametern abgespeichert sind. Solche Betriebsparameter sind beispielsweise Motordrehzahl, Motorlast, Luftfeuchtigkeit, Lufttemperatur, Luft/Kraftstoff-Verhältnis, Motortemperatur -usw.. Unter Herstellerdaten sind solche Angaben zu verstehen, daß beispielsweise bei bestimmten Betriebsbedin¬ gungen, wie Vollast oder Beschleunigung das Luft/Kraftstoff- Verhältnis auf einen bestimmten Wert, beispielsweise 0,9 gesetzt wird.The above-mentioned values for the controller quality are taken from a microprocessor μP, in which they are stored as a function of the manufacturer's data and operating parameters. Such operating parameters are, for example, engine speed, engine load, air humidity, air temperature, air / fuel ratio, engine temperature, etc. Manufacturer data means such information that, for example under certain operating conditions, such as full load or acceleration, the air / fuel ratio a certain value, for example 0.9.
Der Mikroprozessor μP weist ein weiteres Kennfeld auf, in wel¬ chem in Abhängigkeit von den genannten Betriebsparametern auch die Sollwerte PSoll für die Spitzendrucklage gespeichert sind. Diese werden über eine Leitung G dem Subtrahierglied A zugeführt.The microprocessor μP has a further map, in which the setpoints PSoll for the peak pressure position are also stored, depending on the operating parameters mentioned. These are fed to the subtractor A via a line G.
Bei statischem Motorbetrieb, d.h. bei einem über mehrere Motor¬ zyklen konstanten Lastzustand, der durch geringe Drehzahl- und Fahrerwunschänderungen charakterisiert ist, wird derjenige Ist¬ wert PIst der Spitzendrucklage, der dem von dem langsamen Regler ermittelten optimalen Zündwinkel zugeordnet ist, in das im Mikroprozessor μP vorhandene Kennfeld für die Sollwerte der Spitzendrucklage übernommen. Vor dem Einschreiben dieser Werte in das Kennfeld werden sie auf Einhaltung vorgegebener Herstel¬ lerdaten wie Motorklopfen, Einhalten von Abgaswerten usw. über¬ prüft und gegebenenfalls korrigiert.With static motor operation, i.e. in the case of a load state which is constant over several engine cycles and which is characterized by small changes in speed and driver request, that actual value PIst of the peak pressure position which is associated with the optimum ignition angle determined by the slow controller is entered into the map for the microprocessor μP Setpoints of the peak pressure position adopted. Before these values are written into the map, they are checked for compliance with specified manufacturer data such as engine knocking, compliance with exhaust gas values, etc. and corrected if necessary.
Auf diese Weise entsteht während des Motorbetriebes adaptiv ein dem Motor angespaßtes Kennfeld, welches die Sollwerte für den PID-Regler liefert. In this way, a map that is adapted to the engine and that supplies the setpoints for the PID controller is adaptively created during engine operation.

Claims

Patentansprüche Claims
1. Einrichtung zur Regelung des Zündwinkels für wenigstens ei¬ nen Zylinder einer Brennkraftmaschine mittels eines Reglers, abhängig von der Abweichung des Istwertes der mittels eines im Breπnraum des Zylinders angeordneten Drucksensors gemessenen Spitzendrucklage (Kurbelwinkel bei maximalem Brennraumdruck) von einem vorgebbaren, innerhalb eines vorgebbaren kurbelwinkel- bezogenen Meßfensters liegenden Sollwert, d a d u r c h g e k e n n z e i c h n e t , - daß ein Mikroprozessor vorgesehen ist, welchem als Eingangs¬ größen Herstellerdaten und Betriebsparameter eingegeben wer¬ den und welcher abhängig von diesen Werten gespeicherte Soll¬ werte für die Spitzendrucklage und für die Reglergüte aus¬ gibt, - daß ein Identifikator vorgesehen ist, welcher das Verhältnis von Spitzendrucklageänderung zu Zündwinkeländerung ermit¬ telt, daß ein Zuordner vorgesehen ist, dem das Verhältnis von Spitzendrucklageänderung zu Zündwinkeländerung und der Wert für die Reglergüte eingegeben werden und welcher diesen Ein¬ gangsgrößen zugeordnete Reglerparameter aus einem Speicher ausliest und an den Regler ausgibt, daß ein relativ langsamer Regelkreis vorgesehen ist, welcher den Zündwinkel auf maximale Leistung optimiert, wenn der Istwert der Spitzendrucklage innerhalb des Meßfensters liegt, und daß bei statischem Motorbetrieb der dem optimalen Zündwin¬ kel zugeordnete Wert der Spitzendrucklage in ein im Mikro¬ prozessor enthaltenes Kennfeld für die Sollwerte der Spit- zendrucklage eingeschrieben und bevorzugt aus diesem ent¬ nommen wird.1. Device for regulating the ignition angle for at least one cylinder of an internal combustion engine by means of a controller, depending on the deviation of the actual value of the peak pressure position (crank angle at maximum combustion chamber pressure) measured by means of a pressure sensor arranged in the cylinder chamber from a predeterminable crank angle within a predeterminable crank angle - Target value related to the measurement window, characterized in that - a microprocessor is provided, to which manufacturer data and operating parameters are input as input variables and which, depending on these values, outputs stored target values for the peak pressure position and for the controller quality, - that an identifier is provided which determines the ratio of change in peak pressure position to change in ignition angle, that an assignor is provided to which the ratio of change in peak pressure position to change in ignition angle and the value for the controller te and which reads controller parameters assigned to these input variables from a memory and outputs to the controller that a relatively slow control loop is provided which optimizes the ignition angle for maximum performance if the actual value of the peak pressure position lies within the measuring window, and that at static engine operation, the value of the peak pressure position associated with the optimum ignition angle is written into a map contained in the microprocessor for the target values of the peak pressure position and is preferably taken from this.
2. Einrichtung nach Anspruch 1, d a d u r c h g e k e n n z e i c h n e t , daß die Regelung des Zündwinkels und der Reglerparameter er¬ folgt, wenn der Istwert der Spitzendrucklage außerhalb des Me߬ fensters liegt oder wenn eine schnelle Leistungsänderung gefor¬ dert ist. 2. Device according to claim 1, characterized in that the control of the ignition angle and the controller parameters follows Er¬ when the actual value of the peak pressure is outside the measuring window or when a rapid change in performance is required.
3. Einrichtung nach Anspruch 1, d a d u r c h g e k e n n z e i c h n e t , daß eine repräsentative Anzahl von Istwerten der Spitzendruck¬ lage gespeichert und daraus ein Wert für deren Streuung ermit- telt wird und daß entsprechend dem Wert der Streuung die Breite des Meßfensters beiderseits des Sollwertes für die Spitzen¬ drucklage variiert wird.3. Device according to claim 1, characterized in that a representative number of actual values of the peak pressure position is stored and a value for their scatter is determined therefrom and that the width of the measurement window on both sides of the target value for the peak pressure position is corresponding to the value of the scatter is varied.
4. Einrichtung nach Anspruch 1, d a d u r c h g e k e n n z e i c h n e t , daß der dem optimalen Zündwinkel zugeordnete Sollwert der Spit¬ zendrucklage vor dem Einschreiben in das adaptive Kennfeld auf Einhaltung vorgegebener Herstellerdaten (Motorklopfen, Abgas- werte) überprüft und gegebenenfalls korrigiert wird. 4. Device according to claim 1, so that the setpoint value of the peak pressure position assigned to the optimum ignition angle is checked for compliance with predetermined manufacturer data (engine knocking, exhaust gas values) and, if necessary, corrected before being written into the adaptive map.
EP90908457A 1989-06-01 1990-06-01 Device for adjusting the timing angle of an internal combustion engine Withdrawn EP0474707A1 (en)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE3917906 1989-06-01
DE3917906A DE3917906A1 (en) 1989-06-01 1989-06-01 SYSTEM FOR ADJUSTING THE IGNITION ANGLE OF AN INTERNAL COMBUSTION ENGINE

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EP0474707A1 true EP0474707A1 (en) 1992-03-18

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EP90908457A Withdrawn EP0474707A1 (en) 1989-06-01 1990-06-01 Device for adjusting the timing angle of an internal combustion engine

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EP (1) EP0474707A1 (en)
JP (1) JPH04501903A (en)
DE (1) DE3917906A1 (en)
WO (1) WO1990015244A1 (en)

Families Citing this family (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE10200946B4 (en) * 2002-01-12 2005-11-17 Bayerische Motoren Werke Ag Adaptive pilot control of the ignition timing for internal combustion engines with knock control
FR3057303B1 (en) 2016-10-07 2019-10-11 Renault S.A.S METHOD FOR MAXIMIZING AN ENGINE TORQUE

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Publication number Priority date Publication date Assignee Title
US4481925A (en) * 1983-06-20 1984-11-13 General Motors Corporation Internal combustion engine spark timing control including peak combustion sensor
JPS60190669A (en) * 1984-03-10 1985-09-28 Mazda Motor Corp Ignition timing control device of engine
US4846128A (en) * 1985-05-30 1989-07-11 Honda Giken Kogyo Kabushiki Kaisha Ignition timing control system for internal combustion engine
JPS61275578A (en) * 1985-06-25 1986-12-05 Honda Motor Co Ltd Ignition timing control device of internal combustion engine
JPS62195463A (en) * 1986-02-19 1987-08-28 Honda Motor Co Ltd Ignition timing control device for internal combustion engine
JPS6419174A (en) * 1987-07-13 1989-01-23 Nissan Motor Control device for ignition timing of internal combustion engine
JPS6483856A (en) * 1987-09-24 1989-03-29 Nissan Motor Ignition timing controller for internal combustion engine

Non-Patent Citations (1)

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Title
See references of WO9015244A1 *

Also Published As

Publication number Publication date
WO1990015244A1 (en) 1990-12-13
DE3917906A1 (en) 1990-12-06
JPH04501903A (en) 1992-04-02

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