JP7157776B2 - Control device - Google Patents

Control device Download PDF

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JP7157776B2
JP7157776B2 JP2020080653A JP2020080653A JP7157776B2 JP 7157776 B2 JP7157776 B2 JP 7157776B2 JP 2020080653 A JP2020080653 A JP 2020080653A JP 2020080653 A JP2020080653 A JP 2020080653A JP 7157776 B2 JP7157776 B2 JP 7157776B2
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change
degree
rotation speed
internal combustion
combustion engine
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JP2021173271A (en
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裕介 大▲崎▼
悟 大越
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Honda Motor Co Ltd
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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/0097—Electrical control of supply of combustible mixture or its constituents using means for generating speed signals
    • 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
    • F02P5/1502—Digital data processing using one central computing unit
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2200/00—Input parameters for engine control
    • F02D2200/02—Input parameters for engine control the parameters being related to the engine
    • F02D2200/10—Parameters related to the engine output, e.g. engine torque or engine speed
    • F02D2200/1012—Engine speed gradient
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2200/00—Input parameters for engine control
    • F02D2200/50—Input parameters for engine control said parameters being related to the vehicle or its components
    • F02D2200/501—Vehicle speed
    • 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
    • F02P5/1502—Digital data processing using one central computing unit
    • F02P5/1504—Digital data processing using one central computing unit with particular means during a transient phase, e.g. acceleration, deceleration, gear change
    • 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
    • F02P7/00—Arrangements of distributors, circuit-makers or -breakers, e.g. of distributor and circuit-breaker combinations or pick-up devices
    • F02P7/06—Arrangements of distributors, circuit-makers or -breakers, e.g. of distributor and circuit-breaker combinations or pick-up devices of circuit-makers or -breakers, or pick-up devices adapted to sense particular points of the timing cycle
    • F02P7/067—Electromagnetic pick-up devices, e.g. providing induced current in a coil
    • 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

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

Description

特許法第３０条第２項適用 販売日：令和元年１２月２８日 販売した場所：Ｈｏｎｄａ Ｍｏｔｏｒ Ｅｕｒｏｐｅ Ｌｔｄ．（Ｃａｉｎ Ｒｏａｄ，Ｂｒａｃｋｎｅｌｌ，Ｂｅｒｋｓｈｉｒｅ ＲＧ１２ １ＨＬ，Ｕｎｉｔｅｄ Ｋｉｎｇｄｏｍ） 公開者：本田技研工業株式会社 販売した物の内容：本田技研工業株式会社が、Ｈｏｎｄａ Ｍｏｔｏｒ Ｅｕｒｏｐｅ Ｌｔｄ．に、大▲崎▼裕介及び大越悟が発明した制御装置を備えた車両（商品名：ＣＢＲ１０００ＳＴ／ＳＰ，型式：ＳＣ８２Ｅ）を引き渡した。Article 30, Paragraph 2 of the Patent Act applies Date of sale: December 28, 2019 Place of sale: Honda Motor Europe Ltd. (Cain Road, Bracknell, Berkshire RG12 1HL, United Kingdom) Publisher: Honda Motor Co., Ltd. Contents sold: Honda Motor Co., Ltd., Honda Motor Europe Ltd. , delivered a vehicle (trade name: CBR1000ST/SP, model: SC82E) equipped with a control device invented by Yusuke Ohzaki and Satoru Ohkoshi.

本発明は内燃機関の点火制御技術に関する。 The present invention relates to ignition control technology for internal combustion engines.

内燃機関の点火制御として、点火時期を固定する固定点火モードと、内燃機関の運転状態に応じて進角又は遅角を行う演算点火モードとを切り替える技術が知られている。特許文献１には内燃機関の回転数の瞬時値が閾値を下回った場合、演算点火モードから固定点火モードに切り替える方法が開示されている。 As ignition control for an internal combustion engine, there is known a technique of switching between a fixed ignition mode in which the ignition timing is fixed and a calculated ignition mode in which the ignition timing is advanced or retarded according to the operating state of the internal combustion engine. Patent Literature 1 discloses a method of switching from a calculated ignition mode to a fixed ignition mode when the instantaneous value of the rotational speed of an internal combustion engine is below a threshold value.

特開２００７－９２５８１号公報JP 2007-92581 A

アイドル運転時のように内燃機関の回転数が低い状態においても、その後の車両の発進や触媒温度の制御のために、演算点火モードにおいて点火時期が制御されると有利である。しかし、急激に内燃機関の回転数が低下する場合、演算点火の処理が間に合わず、点火時期が過進角の時期となる場合がある。これは逆回転方向に内燃機関のトルクを発生させる要因となる。 Even when the engine speed is low, such as during idling, it is advantageous to control the ignition timing in the calculated ignition mode for subsequent vehicle start-up and catalyst temperature control. However, when the rotational speed of the internal combustion engine suddenly drops, the ignition timing may be excessively advanced because the calculated ignition processing cannot keep up. This causes the torque of the internal combustion engine to be generated in the reverse rotation direction.

本発明の目的は、急激に内燃機関の回転数が低下する場合に、点火時期が過進角の時期となることを抑制することにある。 SUMMARY OF THE INVENTION An object of the present invention is to prevent the ignition timing from being over-advanced when the rotational speed of the internal combustion engine suddenly drops.

本発明によれば、
車両に搭載される内燃機関の点火時期を制御する制御装置であって、
前記内燃機関のクランク軸の回転を検知するクランク角センサと、
前記クランク角センサの検知結果に基づいて、前記内燃機関の回転数の減速側の変化度合いが所定の変化度合い以上か否かを判定する変化度合い判定手段と、
点火時期が固定された固定点火モードと、点火時期が進角又は遅角される演算点火モードとを設定する設定手段と、を備え、
前記設定手段は、
前記変化度合いが前記所定の変化度合い以上であると前記変化度合い判定手段が判定した場合であって、前記車両の車速が所定の車速未満である場合に、前記固定点火モードを設定する、
ことを特徴とする制御装置が提供される。
According to the invention,
A control device for controlling ignition timing of an internal combustion engine mounted on a vehicle,
a crank angle sensor that detects rotation of the crankshaft of the internal combustion engine;
degree-of-change determination means for determining whether or not the degree of change in the deceleration side of the rotational speed of the internal combustion engine is equal to or greater than a predetermined degree of change based on the detection result of the crank angle sensor;
setting means for setting a fixed ignition mode in which the ignition timing is fixed and a calculated ignition mode in which the ignition timing is advanced or retarded;
The setting means
setting the fixed ignition mode when the degree-of-change determining means determines that the degree of change is equal to or greater than the predetermined degree of change and the vehicle speed of the vehicle is less than a predetermined vehicle speed ;
A control device characterized by the following is provided.

本発明によれば、急激に内燃機関の回転数が低下する場合に、点火時期が過進角の時期となることを抑制することができる。 According to the present invention, it is possible to prevent the ignition timing from being over-advanced when the rotational speed of the internal combustion engine suddenly decreases.

本発明の制御装置の適用例としての車両の側面図。1 is a side view of a vehicle as an application example of the control device of the present invention; FIG. 本発明の一実施形態に係る制御装置のブロック図。1 is a block diagram of a control device according to one embodiment of the present invention; FIG. （Ａ）は固定点火時期及び設定時期の説明図、（Ｂ）は点火モードの切り替え回転数等の説明図。(A) is an explanatory diagram of fixed ignition timing and set timing, and (B) is an explanatory diagram of ignition mode switching rotation speed and the like. 図２の制御装置が実行する処理例を示すフローチャート。FIG. 3 is a flowchart showing an example of processing executed by the control device in FIG. 2; FIG. 図２の制御装置が実行する処理例を示すフローチャート。FIG. 3 is a flowchart showing an example of processing executed by the control device in FIG. 2; FIG.

以下、添付図面を参照して実施形態を詳しく説明する。尚、以下の実施形態は特許請求の範囲に係る発明を限定するものではなく、また実施形態で説明されている特徴の組み合わせの全てが発明に必須のものとは限らない。実施形態で説明されている複数の特徴のうち二つ以上の特徴が任意に組み合わされてもよい。また、同一若しくは同様の構成には同一の参照番号を付し、重複した説明は省略する。 Hereinafter, embodiments will be described in detail with reference to the accompanying drawings. It should be noted that the following embodiments do not limit the invention according to the claims, and not all combinations of features described in the embodiments are essential to the invention. Two or more of the features described in the embodiments may be combined arbitrarily. Also, the same or similar configurations are denoted by the same reference numerals, and redundant explanations are omitted.

＜車両の構成＞
図１は本発明の制御装置を適用可能な車両の例を示し、特に、鞍乗型の車両１００の側面図（右側面図）を示す。本実施形態の車両１００は、前輪ＦＷと後輪ＲＷとを備えた自動二輪車を例示するが、本発明は他の形式の車両にも適用可能である。 <Vehicle configuration>
FIG. 1 shows an example of a vehicle to which the control device of the present invention can be applied, and particularly shows a side view (right side view) of a straddle-type vehicle 100. As shown in FIG. Although the vehicle 100 of this embodiment is a motorcycle having front wheels FW and rear wheels RW, the present invention is also applicable to other types of vehicles.

車両１００は、その骨格をなす車体フレーム１０１を備える。車体フレーム１０１の前端には前輪操向部１０２が支持され、後端にはスイングアーム１０３が揺動自在に支持されている。前輪操向部１０２は、前輪ＦＷを支持する左右一対のフロントフォーク１０２ａと、一対のフロントフォーク１０２ａの上部に取り付けられる操向ハンドル１０２ｂとを含む。 The vehicle 100 includes a vehicle body frame 101 forming its skeleton. A front wheel steering unit 102 is supported at the front end of the vehicle body frame 101, and a swing arm 103 is supported at the rear end so as to be swingable. The front wheel steering unit 102 includes a pair of left and right front forks 102a that support the front wheels FW, and a steering handle 102b attached to the top of the pair of front forks 102a.

フロントフォーク１０２ａには前輪ＦＷの回転を検知する車速センサ１３が支持されている。車速センサ１３は前輪ＦＷの回転速度を検知し、その検知結果から車両１００の車速を演算することができる。 A vehicle speed sensor 13 for detecting the rotation of the front wheel FW is supported by the front fork 102a. The vehicle speed sensor 13 detects the rotation speed of the front wheels FW, and the vehicle speed of the vehicle 100 can be calculated from the detection result.

走行ハンドル１０２ｂの右端部には、ライダの加速操作を受け付けるアクセルグリップ１０２ｃが設けられている。スイングアーム１０３は、その前端が車体フレーム１０１に揺動自在に支持され、その後端には後輪ＲＷが支持されている。 An accelerator grip 102c that receives a rider's acceleration operation is provided at the right end of the travel handle 102b. The front end of the swing arm 103 is swingably supported by the body frame 101, and the rear end supports the rear wheel RW.

前輪ＦＲと後輪ＲＷとの間の領域において、車体フレーム１０１には内燃機関１０６と変速機１０７とが支持されている。内燃機関１０６は、並列四気筒の４ストローク・ＤＯＨＣ・水冷エンジンであり、クランクケース、シリンダブロック及びシリンダヘッドを含む。内燃機関１０６は吸気通路１１１を介して空気を吸気し、燃焼後の排気は排気通路１１２から排出される。排気通路１１２は、排気ポートに接続される気筒毎の排気管１１２ａと、これら排気管１１２ａを合流させた集合部１１２ｂと、三元触媒１１２ｃと、消音器１１２ｄとを含む。内燃機関１０６の出力は変速機１０７及び不図示のチェーン伝動機構を介して後輪ＲＷに伝達される。 An internal combustion engine 106 and a transmission 107 are supported by the body frame 101 in a region between the front wheels FR and the rear wheels RW. The internal combustion engine 106 is a parallel four-cylinder, four-stroke, DOHC, water-cooled engine, and includes a crankcase, a cylinder block, and a cylinder head. The internal combustion engine 106 takes in air through an intake passage 111 and exhaust after combustion is discharged through an exhaust passage 112 . The exhaust passage 112 includes an exhaust pipe 112a for each cylinder connected to the exhaust port, a converging portion 112b where the exhaust pipes 112a join, a three-way catalyst 112c, and a muffler 112d. The output of the internal combustion engine 106 is transmitted to the rear wheels RW via the transmission 107 and a chain transmission mechanism (not shown).

内燃機関１０６の上方には燃料タンク１０５が配置されており、燃料タンク１０５の後方にはライダが着座するシート１０４が配置されている。燃料タンク１０５の内側には、外気が導入されるエアクリーナボックス１０８が配置されている。エアクリーナボックス１０８の内部空間には、エアクリーナ（不図示）と、吸気通路１１１を構成するエアファンネル１１１ａが配置されており、エアクリーナで濾過された空気がエアファンネル１１１ａを介して内燃機関１０６へ導入可能に構成されている。シート１０４の下方には制御ユニット１０が車体フレーム１０１に支持されている。 A fuel tank 105 is arranged above the internal combustion engine 106 , and a seat 104 on which a rider sits is arranged behind the fuel tank 105 . An air cleaner box 108 is arranged inside the fuel tank 105 to introduce outside air. An air cleaner (not shown) and an air funnel 111a forming an intake passage 111 are arranged in the internal space of the air cleaner box 108, and the air filtered by the air cleaner can be introduced into the internal combustion engine 106 via the air funnel 111a. is configured to A control unit 10 is supported by the body frame 101 below the seat 104 .

＜制御装置＞
図２は内燃機関１０６の制御装置１のブロック図であり、特に、点火制御に関わる構成を示している。内燃機関１０６は、各気筒＃１～＃４のピストンとコンロッドを介して連結されたクランク軸１０６ａを備える。内燃機関１０６の回転はクランク角センサ１２で検知される。 <Control device>
FIG. 2 is a block diagram of the control device 1 for the internal combustion engine 106, and particularly shows a configuration related to ignition control. The internal combustion engine 106 includes a crankshaft 106a connected to pistons of cylinders #1 to #4 via connecting rods. Rotation of the internal combustion engine 106 is detected by a crank angle sensor 12 .

クランク角センサ１２は、本実施形態の場合、非接触の磁気センサである。クランク軸１０６ａには、クランク軸１０６ａと共に回転するロータ１２ａが取り付けられており、ロータ１２ａの外周面には複数の被検知部（例えば突起）が周方向に所定の角度間隔で設けられている。クランク角センサ１２は、被検知部を検知し、その検知信号１２ｂとして所定の回転量毎のパルス列となるパルス信号を出力する。パルス数はクランク軸１０６ａの位相又は角度の指標となり、パルス間の時間Ｔは内燃機関１０６の回転数（回転速度）の指標となる。 The crank angle sensor 12 is a non-contact magnetic sensor in this embodiment. A rotor 12a that rotates together with the crankshaft 106a is attached to the crankshaft 106a, and a plurality of detected portions (for example, protrusions) are provided on the outer peripheral surface of the rotor 12a at predetermined angular intervals in the circumferential direction. The crank angle sensor 12 detects a portion to be detected and outputs a pulse signal, which is a pulse train for each predetermined amount of rotation, as a detection signal 12b. The number of pulses is an index of the phase or angle of the crankshaft 106 a , and the time T between pulses is an index of the number of revolutions (rotational speed) of the internal combustion engine 106 .

その他のセンサ１４は、例えば、スロットル開度を検知するセンサ、吸気圧力を検知するセンサ、カム角を検知するセンサ、水温センサ等が含まれる。点火装置１１は、気筒＃１～＃４毎の点火プラグや点火プラグに高圧電力を供給する電気回路を含み、気筒＃１～＃４毎の燃焼室内に火花を飛ばして混合気を点火する。 Other sensors 14 include, for example, a sensor that detects throttle opening, a sensor that detects intake pressure, a sensor that detects cam angle, a water temperature sensor, and the like. The ignition device 11 includes a spark plug for each of the cylinders #1 to #4 and an electric circuit that supplies high-voltage power to the spark plug, and ignites the air-fuel mixture by sending a spark into the combustion chamber of each cylinder #1 to #4.

制御装置１は、制御ユニット（ＥＣＵ）１０を含む。制御ユニット１０は、ＣＰＵに代表されるプロセッサ、半導体メモリ等の記憶デバイス、外部デバイスとの入出力インタフェース等を含む。記憶デバイスにはプロセッサが実行するプログラムやプロセッサが処理に使用するデータ等が格納される。制御ユニット１０は、クランク角センサ１２、車速センサ１３、その他のセンサ１４の検出結果に基づき、点火装置１１を制御する。 The control device 1 includes a control unit (ECU) 10 . The control unit 10 includes a processor represented by a CPU, a storage device such as a semiconductor memory, an input/output interface with an external device, and the like. The storage device stores programs executed by the processor, data used for processing by the processor, and the like. The control unit 10 controls the ignition device 11 based on the detection results of the crank angle sensor 12, the vehicle speed sensor 13, and other sensors 14.

＜点火制御モードと点火時期＞
本実施形態の場合、点火制御モードとして、固定点火モードと演算点火モードとが選択的に切り替えられる。固定点火モードでは点火時期が固定される。図３（Ａ）は固定点火モードにおける点火時期（固定点火時期）の一例を示している。 <Ignition control mode and ignition timing>
In the case of this embodiment, the fixed ignition mode and the calculated ignition mode are selectively switched as the ignition control mode. In fixed ignition mode, the ignition timing is fixed. FIG. 3A shows an example of ignition timing (fixed ignition timing) in the fixed ignition mode.

図３（Ａ）の例は、気筒＃１の圧縮上死点（ＴＤＣ）がクランク軸１０６ａの位相で０度である場合を想定し、気筒＃１の固定点火時期はその手前の時期に設定されている。なお、図３（Ａ）において、設定時期とは点火制御モードの設定（切り替え）時期の例を示しており、ＴＤＣの十分手前の時期に設定されている。 The example of FIG. 3A assumes that the compression top dead center (TDC) of cylinder #1 is 0 degrees in the phase of the crankshaft 106a, and the fixed ignition timing of cylinder #1 is set to a timing just before that. It is In FIG. 3A, the set timing indicates an example of the set (switching) timing of the ignition control mode, and is set sufficiently before TDC.

演算点火モードは、内燃機関１００の運転状態（回転数、スロットル開度、吸気圧力、水温等）に応じて点火時期を固定点火時期から進角、又は、遅角させるモードである。一例として、内燃機関１００の回転数が高い場合は低い場合よりも進角される。また、冷間時には遅角されて三元触媒１１２ｃの温度上昇を促進する。演算点火モードにおける点火時期は内燃機関１００の運転状態に応じてマップ形式で設定され、その情報や固定点火時期の情報は制御ユニット１０の記憶デバイスに記憶される。 The calculated ignition mode is a mode in which the ignition timing is advanced or retarded from the fixed ignition timing according to the operating state of the internal combustion engine 100 (rotational speed, throttle opening, intake pressure, water temperature, etc.). As an example, when the rotation speed of the internal combustion engine 100 is high, the angle is advanced more than when the rotation speed is low. Also, when it is cold, the angle is retarded to accelerate the temperature rise of the three-way catalyst 112c. The ignition timing in the calculation ignition mode is set in a map format according to the operating state of the internal combustion engine 100, and the information thereof and the fixed ignition timing information are stored in the storage device of the control unit 10. FIG.

図３（Ｂ）は、点火制御モードの基本的な設定条件を示している。横軸は内燃機関１０６の回転数（クランク軸１０６ａの回転数）であり、ＮＥｉはアイドル回転数、ＮＥｓは点火制御モードの切替回転数の例である。アイドル回転数ＮＥｉは、例えば、１２００～１５００ｒｐｍの範囲内の回転数である。切替回転数ＮＥｓは例えばアイドル回転数より低い回転数に設定される。時間Ｔｓは、切り替え回転数ＮＥｓの時のパルス間の時間Ｔを意味する。 FIG. 3B shows basic setting conditions for the ignition control mode. The horizontal axis represents the rotation speed of the internal combustion engine 106 (the rotation speed of the crankshaft 106a), NEi is an idle rotation speed, and NEs is an ignition control mode switching rotation speed. The idle speed NEi is, for example, a speed within the range of 1200-1500 rpm. The switching rotation speed NEs is set, for example, to a rotation speed lower than the idle rotation speed. Time Ts means the time T between pulses at switching speed NEs.

回転数が低い場合、吸気圧力が不安定となる等、内燃機関１００が不安定であることから固定点火モードが設定される。一方、演算点火モードは、冷間時の暖機促進や車両１００の発進時の安定性等、メリットが多い。したがって、切り替え回転数ＮＥｓをより低い回転数に下げることが有利である。 When the rotational speed is low, the internal combustion engine 100 is unstable, such as the intake pressure becoming unstable, so the fixed ignition mode is set. On the other hand, the calculated ignition mode has many merits, such as promotion of warm-up when cold and stability of the vehicle 100 when starting. It is therefore advantageous to reduce the switching speed NEs to a lower speed.

但し、演算点火モードの設定回転数が低回転数域に及ぶと、例えば、点線Ｄで示すように、急激に内燃機関１００の回転数が低下する場合に、点火時期が過進角となる場合がある。例えば、アクセルを煽って発進する場合に、高回転時に設定された、進角した点火時期が、クラッチを接続して回転数が下がった場合に、十分に遅角方向に補正されず、その内燃機関１００の状態で見た場合に過進角となり得る。この点火時期で点火すると、逆回転方向に内燃機関１００のトルクを発生させる要因となり、エンスト等の原因になる。 However, when the set rotation speed of the calculated ignition mode reaches the low rotation speed range, for example, as indicated by the dotted line D, when the rotation speed of the internal combustion engine 100 drops sharply, the ignition timing becomes excessively advanced. There is For example, when starting by pushing the accelerator, the advanced ignition timing set at high rpm is not sufficiently corrected in the retarded direction when the rpm is lowered by connecting the clutch, and the internal combustion engine When viewed from the state of the engine 100, the overadvance may occur. Ignition at this ignition timing causes the torque of the internal combustion engine 100 to be generated in the reverse rotation direction, resulting in an engine stall or the like.

そこで、本実施形態では、回転数の減速側の変化度合いに応じて固定点火モードを設定する。これにより、直ちに固定点火時期が設定されるので、点火時期が過進角となる場合を回避できる。以下、具体的な制御例を説明する。 Therefore, in this embodiment, the fixed ignition mode is set according to the degree of change in the speed reduction side. As a result, since the fixed ignition timing is immediately set, it is possible to avoid the case where the ignition timing is excessively advanced. A specific control example will be described below.

＜制御例＞
図４は制御ユニット１０が周期的に繰り返し実行する点火制御の処理の例を示すフローチャートである。Ｓ１ではクランク角センサ１２の検知結果に基づき、クランク軸１０６ａの位相が設定時期（図３（Ａ）参照）か否かを判定する。設定時期であると判定した場合はＳ２へ進み、設定時期でないと判定した場合はＳ４へ進む。 <Control example>
FIG. 4 is a flowchart showing an example of ignition control processing periodically and repeatedly executed by the control unit 10 . In S1, based on the detection result of the crank angle sensor 12, it is determined whether or not the phase of the crankshaft 106a is at the set timing (see FIG. 3A). When it is determined that it is the set time, the process proceeds to S2, and when it is determined that it is not the set time, the process proceeds to S4.

Ｓ２では点火制御モードとして、上述した固定点火モード又は演算点火モードを設定する。詳細は後述する。Ｓ３では気筒毎の点火時期を設定する。固定点火モードにおいては、気筒毎に固定点火時期が設定される。演算点火モードにおいては内燃機関１００の運転状態に応じて気筒毎に点火時期が設定される。 In S2, the fixed ignition mode or the calculated ignition mode is set as the ignition control mode. Details will be described later. In S3, the ignition timing for each cylinder is set. In the fixed ignition mode, fixed ignition timing is set for each cylinder. In the calculated ignition mode, ignition timing is set for each cylinder according to the operating state of internal combustion engine 100 .

Ｓ４ではＳ３で設定した点火時期が到来したか否かを気筒毎に判定する。点火時期が到来した場合はＳ５へ進み点火処理を行う。点火処理では点火時期が到来した気筒を点火する。以上により処理が終了する。 In S4, it is determined for each cylinder whether or not the ignition timing set in S3 has arrived. When the ignition timing has come, the process advances to S5 to carry out ignition processing. In the ignition processing, the cylinder whose ignition timing has come is ignited. The processing ends as described above.

図５はＳ２のモード設定処理の例を示すフローチャートである。Ｓ１１ではクランク角センサ１２の検知結果に基づいて内燃機関１０６の回転数が、切替回転数ＮＥｓ以下か否かを判定する。本実施形態の場合、パルス間の時間Ｔを計時して時間Ｔｓ（図３（Ｂ））と比較する。時間Ｔ≧時間Ｔｓの関係にある場合、内燃機関１０６の回転数が、切替回転数ＮＥｓ以下と判定する。なお、時間Ｔの情報は、今回の時間Ｔnと前回の処理時の時間Ｔn-1とが記憶デバイスに保存される。 FIG. 5 is a flow chart showing an example of the mode setting process of S2. In S11, based on the detection result of the crank angle sensor 12, it is determined whether or not the rotation speed of the internal combustion engine 106 is equal to or lower than the switching rotation speed NEs. In this embodiment, the time T between pulses is measured and compared with the time Ts (FIG. 3B). When there is a relationship of time T≧time Ts, it is determined that the rotation speed of the internal combustion engine 106 is equal to or less than the switching rotation speed NEs. As for the information on the time T, the current time Tn and the time Tn-1 at the time of the previous processing are stored in the storage device.

Ｓ１２ではＳ１１の判定の結果、内燃機関１０６の回転数が切替回転数ＮＥｓ以下と判定した場合はＳ１８へ進み、切替回転数ＮＥｓを超えると判定した場合はＳ１３へ進む。Ｓ１８では固定点火モードを設定して処理を終了する。 In S12, when it is determined that the rotational speed of the internal combustion engine 106 is equal to or less than the switching rotational speed NEs as a result of the determination in S11, the process proceeds to S18, and when it is determined to exceed the switching rotational speed NEs, the process proceeds to S13. At S18, the fixed ignition mode is set and the process ends.

Ｓ１３では車速が所定車速未満か否かを判定する。車速は車速センサ１３の検知結果に基づき演算される。所定車速は、例えば、アイドル回転数ＮＥｉよりも高い回転数（例えば１２００～２０００ｒｐｍの範囲内の回転数）に設定される。車速が所定車速未満の場合はＳ１５へ進み、車速が所定車速以上の場合は過進角が発生しても、その影響が小さいことからＳ１７へ進む。Ｓ１７では演算点火モードを設定して処理を終了する。 In S13, it is determined whether or not the vehicle speed is less than a predetermined vehicle speed. The vehicle speed is calculated based on the detection result of the vehicle speed sensor 13 . The predetermined vehicle speed is set, for example, to a rotation speed higher than the idle rotation speed NEi (for example, a rotation speed within the range of 1200 to 2000 rpm). When the vehicle speed is less than the predetermined vehicle speed, the process proceeds to S15, and when the vehicle speed is the predetermined vehicle speed or more, even if the over-advance occurs, the influence thereof is small, so the process proceeds to S17. At S17, the calculation ignition mode is set and the process is terminated.

Ｓ１５では、クランク角センサ１２の検知結果に基づいて、内燃機関１０６の回転数の減速側の変化度合いが所定の変化度合い以上か否かを判定する。この判定は、内燃機関１０６の回転数で表すと、
前回の処理時の回転数－今回の処理時の回転数≧閾値回転数差
となり、閾値回転数差としては例えば１００ｒｐｍ～２００ｒｐｍの範囲内の回転数であるが、本実施形態の場合、パルス間の時間Ｔにより判定し、
Ｔn－Ｔn-1≧閾値時間差
となる。閾値時間差は閾値回転数差に相当する時間である。 In S15, based on the detection result of the crank angle sensor 12, it is determined whether or not the degree of change in the speed reduction side of the internal combustion engine 106 is equal to or greater than a predetermined degree of change. Expressing this determination in terms of the rotation speed of the internal combustion engine 106,
The number of revolutions during the previous process−the number of revolutions during the current process≧the threshold revolution number difference, and the threshold revolution number difference is, for example, a revolution number within the range of 100 to 200 rpm. determined by the time T of
Tn-Tn-1≧threshold time difference. The threshold time difference is the time corresponding to the threshold rotational speed difference.

Ｓ１６ではＳ１５の判定の結果、変化度合いが所定の変化度合い以上と判定した場合は、Ｓ１８へ進み、固定点火モードを設定する。これにより点火時期として過進角となる時期が設定されることを回避することができる。変化度合いが所定の変化度合い未満と判定した場合は、Ｓ１７へ進み、演算点火モードを設定する。 In S16, when it is determined that the degree of change is equal to or greater than the predetermined degree of change as a result of the determination in S15, the process proceeds to S18 to set the fixed ignition mode. As a result, it is possible to avoid over-advancing the ignition timing. If it is determined that the degree of change is less than the predetermined degree of change, the process advances to S17 to set the calculated ignition mode.

＜他の実施形態＞
上記実施形態では、図５のモード設定処理において、車速を条件とする処理を含むが（Ｓ１３、Ｓ１４）、この処理を省略した処理も採用可能である。 <Other embodiments>
In the above-described embodiment, the mode setting process of FIG. 5 includes a process that uses the vehicle speed as a condition (S13, S14), but a process that omits this process can also be adopted.

上記実施形態では、回転数及び変化度合いを、パルス間の時間Ｔを用いて評価したが、パルス間の時間Ｔは、３パルス以上のパルス間の時間の平均値であってもよい。また、クランク軸１０６ａの一回転の時間を計時して回転数を算出してもよい。 In the above embodiment, the number of revolutions and the degree of change are evaluated using the time T between pulses, but the time T between pulses may be an average value of the times between three or more pulses. Alternatively, the number of rotations may be calculated by measuring the time taken for one rotation of the crankshaft 106a.

＜実施形態のまとめ＞
上記実施形態は少なくとも以下の制御装置を開示している。 <Summary of embodiment>
The above embodiments disclose at least the following control devices.

１．上記実施形態の制御装置は、
車両(100)に搭載される内燃機関(106)の点火時期を制御する制御装置(1)であって、
前記内燃機関(106)のクランク軸(106a)の回転を検知するクランク角センサ(12)と、
前記クランク角センサ(12)の検知結果に基づいて、前記内燃機関(106)の回転数の減速側の変化度合いが所定の変化度合い以上か否かを判定する変化度合い判定手段(10,S15)と、
点火時期が固定された固定点火モードと、点火時期が進角又は遅角される演算点火モードとを設定する設定手段(10,S12)と、を備え、
前記設定手段は、
前記変化度合いが前記所定の変化度合い以上であると前記変化度合い判定手段が判定した場合に、前記固定点火モードを設定する(10,S16,S18)。
この実施形態によれば、急激に内燃機関の回転数が低下する場合に、点火時期が過進角の時期となることを抑制することができる。この結果、逆回転方向にトルクが発生する機会を低減できる。 1. The control device of the above embodiment,
A control device (1) for controlling ignition timing of an internal combustion engine (106) mounted on a vehicle (100),
a crank angle sensor (12) for detecting rotation of a crankshaft (106a) of the internal combustion engine (106);
Degree-of-change determination means (10, S15) for determining, based on the detection result of the crank angle sensor (12), whether or not the degree of change in the speed reduction side of the internal combustion engine (106) is equal to or greater than a predetermined degree of change. When,
setting means (10, S12) for setting a fixed ignition mode in which the ignition timing is fixed and a calculated ignition mode in which the ignition timing is advanced or retarded;
The setting means
When the degree-of-change determining means determines that the degree of change is greater than or equal to the predetermined degree of change, the fixed ignition mode is set (10, S16, S18).
According to this embodiment, it is possible to prevent the ignition timing from being over-advanced when the rotational speed of the internal combustion engine suddenly drops. As a result, it is possible to reduce the chance of generating torque in the reverse rotation direction.

２．上記実施形態では、
前記クランク角センサ(12)の検知結果に基づいて、前記内燃機関(106)の回転数が所定の回転数(NEs)以下か否かを判定する回転数判定手段(10,S11)を備え、
前記設定手段は、
前記内燃機関の回転数が前記所定の回転数以下であると前記回転数判定手段が判定した場合に、前記固定点火モードを設定し(10,S12,S18)、
前記内燃機関の回転数が前記所定の回転数以下でないと前記回転数判定手段が判定した場合であって、
前記変化度合いが前記所定の変化度合い以上でないと前記変化度合い判定手段が判定した場合に、前記演算点火モードを設定し(10,S12,S17)、
前記変化度合いが前記所定の変化度合い以上であると前記変化度合い判定手段が判定した場合に、前記固定点火モードを設定する(10,S16,S18)。
この実施形態によれば、急激に内燃機関の回転数が低下する場合に、点火時期が過進角の時期となることを抑制することができる。この結果、逆回転方向にトルクが発生する機会を低減できる。演算点火モードが設定される回転数域を広げても、過進角となる事態を抑制することができる。 2. In the above embodiment,
rotation speed determination means (10, S11) for determining whether the rotation speed of the internal combustion engine (106) is equal to or less than a predetermined rotation speed (NEs) based on the detection result of the crank angle sensor (12);
The setting means
setting the fixed ignition mode when the rotational speed determination means determines that the rotational speed of the internal combustion engine is equal to or lower than the predetermined rotational speed (10, S12, S18);
When the rotation speed determination means determines that the rotation speed of the internal combustion engine is not equal to or lower than the predetermined rotation speed,
setting the calculated ignition mode when the degree-of-change determining means determines that the degree of change is not equal to or greater than the predetermined degree of change (10, S12, S17);
When the degree-of-change determining means determines that the degree of change is greater than or equal to the predetermined degree of change, the fixed ignition mode is set (10, S16, S18).
According to this embodiment, it is possible to prevent the ignition timing from being over-advanced when the rotational speed of the internal combustion engine suddenly drops. As a result, it is possible to reduce the chance of generating torque in the reverse rotation direction. Even if the engine speed range in which the calculated ignition mode is set is widened, it is possible to prevent the over-advance of the engine.

３．上記実施形態では、
前記設定手段は、
前記変化度合いが前記所定の変化度合い以上であると前記変化度合い判定手段が判定した場合であって、前記車両(100)の車速が所定の車速未満である場合に、前記固定点火モードを設定する(10,S14,S16,S18)。
この実施形態によれば、車速を参照することで、逆回転方向のトルクの影響が高い状況と、低い状況の場合分けができ、可能性が高いところで固定点火モードを設定することができる。 3. In the above embodiment,
The setting means
The fixed ignition mode is set when the degree-of-change determining means determines that the degree of change is greater than or equal to the predetermined degree of change and the vehicle speed of the vehicle (100) is less than a predetermined vehicle speed. (10,S14,S16,S18).
According to this embodiment, by referring to the vehicle speed, it is possible to distinguish between a situation in which the torque in the reverse rotation direction has a high influence and a situation in which the influence is low, and the fixed ignition mode can be set where the possibility is high.

４．上記実施形態では、
前記所定の回転数とは、アイドル回転数(NEi)の範囲内の回転数である。
この実施形態によれば、アイドル回転数領域において、演算点火モードにおいて点火時期が設定されやすくなる一方、急速に回転数が落ちた場合は、固定点火モードが設定されるので、過進角となる事態を抑制することができる。 4. In the above embodiment,
The predetermined rotational speed is a rotational speed within the idle rotational speed (NEi).
According to this embodiment, in the idling speed region, the ignition timing is easily set in the calculated ignition mode, but when the speed drops rapidly, the fixed ignition mode is set, resulting in an overadvance. You can control the situation.

５．上記実施形態では、
前記クランク角センサ(12)は、前記クランク軸の所定の回転量毎に検知信号(12b)を出力し、
前記回転数判定手段は、前記検知信号間の時間(T)に基づいて前記内燃機関の回転数が前記所定の回転数以下か否かを判定し、
前記変化度合い判定手段は、前記検知信号間の時間(T)に基づいて前記変化度合いが前記所定の変化度合い以上か否かを判定する。
この実施形態によれば、比較的簡易な処理で回転数と変化度合いの評価ができる。 5. In the above embodiment,
The crank angle sensor (12) outputs a detection signal (12b) for each predetermined amount of rotation of the crankshaft,
The rotation speed determination means determines whether or not the rotation speed of the internal combustion engine is equal to or lower than the predetermined rotation speed based on the time (T) between the detection signals,
The degree-of-change determining means determines whether or not the degree of change is equal to or greater than the predetermined degree of change based on the time (T) between the detection signals.
According to this embodiment, the number of rotations and the degree of change can be evaluated by relatively simple processing.

以上、発明の実施形態について説明したが、発明は上記の実施形態に制限されるものではなく、発明の要旨の範囲内で、種々の変形・変更が可能である。 Although the embodiments of the invention have been described above, the invention is not limited to the above embodiments, and various modifications and changes are possible within the scope of the gist of the invention.

１ 制御装置、１０ 制御ユニット、１２ クランク角センサ、１００ 車両、１０６ 内燃機関 Reference Signs List 1 control device, 10 control unit, 12 crank angle sensor, 100 vehicle, 106 internal combustion engine

Claims (4)

車両に搭載される内燃機関の点火時期を制御する制御装置であって、
前記内燃機関のクランク軸の回転を検知するクランク角センサと、
前記クランク角センサの検知結果に基づいて、前記内燃機関の回転数の減速側の変化度合いが所定の変化度合い以上か否かを判定する変化度合い判定手段と、
点火時期が固定された固定点火モードと、点火時期が進角又は遅角される演算点火モードとを設定する設定手段と、を備え、
前記設定手段は、
前記変化度合いが前記所定の変化度合い以上であると前記変化度合い判定手段が判定した場合であって、前記車両の車速が所定の車速未満である場合に、前記固定点火モードを設定する、
ことを特徴とする制御装置。 A control device for controlling ignition timing of an internal combustion engine mounted on a vehicle,
a crank angle sensor that detects rotation of the crankshaft of the internal combustion engine;
degree-of-change determination means for determining whether or not the degree of change in the deceleration side of the rotational speed of the internal combustion engine is equal to or greater than a predetermined degree of change based on the detection result of the crank angle sensor;
setting means for setting a fixed ignition mode in which the ignition timing is fixed and a calculated ignition mode in which the ignition timing is advanced or retarded;
The setting means
setting the fixed ignition mode when the degree of change determination means determines that the degree of change is equal to or greater than the predetermined degree of change and the vehicle speed of the vehicle is less than a predetermined vehicle speed ;
A control device characterized by: 請求項１に記載の制御装置であって、
前記クランク角センサの検知結果に基づいて、前記内燃機関の回転数が所定の回転数以下か否かを判定する回転数判定手段を備え、
前記設定手段は、
前記内燃機関の回転数が前記所定の回転数以下であると前記回転数判定手段が判定した場合に、前記固定点火モードを設定し、
前記内燃機関の回転数が前記所定の回転数以下でないと前記回転数判定手段が判定した場合であって、
前記変化度合いが前記所定の変化度合い以上でないと前記変化度合い判定手段が判定した場合に、前記演算点火モードを設定し、
前記変化度合いが前記所定の変化度合い以上であると前記変化度合い判定手段が判定した場合に、前記固定点火モードを設定する、
ことを特徴とする制御装置。 The control device according to claim 1,
rotation speed determination means for determining whether the rotation speed of the internal combustion engine is equal to or less than a predetermined rotation speed based on the detection result of the crank angle sensor;
The setting means
setting the fixed ignition mode when the rotational speed determination means determines that the rotational speed of the internal combustion engine is equal to or lower than the predetermined rotational speed;
When the rotation speed determination means determines that the rotation speed of the internal combustion engine is not equal to or lower than the predetermined rotation speed,
setting the calculated ignition mode when the degree-of-change determining means determines that the degree of change is not equal to or greater than the predetermined degree of change;
setting the fixed ignition mode when the degree-of-change determining means determines that the degree of change is equal to or greater than the predetermined degree of change;
A control device characterized by: 請求項２に記載の制御装置であって、
前記所定の回転数とは、アイドル回転数の範囲内の回転数である、
ことを特徴とする制御装置。 The control device according to claim 2,
The predetermined rotation speed is a rotation speed within the idle rotation speed range,
A control device characterized by: 請求項２に記載の制御装置であって、
前記クランク角センサは、前記クランク軸の所定の回転量毎に検知信号を出力し、
前記回転数判定手段は、前記検知信号間の時間に基づいて前記内燃機関の回転数が前記所定の回転数以下か否かを判定し、
前記変化度合い判定手段は、前記検知信号間の時間に基づいて前記変化度合いが前記所定の変化度合い以上か否かを判定する、
ことを特徴とする制御装置。 The control device according to claim 2,
The crank angle sensor outputs a detection signal for each predetermined amount of rotation of the crankshaft,
The rotation speed determination means determines whether or not the rotation speed of the internal combustion engine is equal to or lower than the predetermined rotation speed based on the time between the detection signals,
The degree-of-change determining means determines whether or not the degree of change is equal to or greater than the predetermined degree of change based on the time between the detection signals.
A control device characterized by:
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