JPH0510507B2 - - Google Patents
Info
- Publication number
- JPH0510507B2 JPH0510507B2 JP58171469A JP17146983A JPH0510507B2 JP H0510507 B2 JPH0510507 B2 JP H0510507B2 JP 58171469 A JP58171469 A JP 58171469A JP 17146983 A JP17146983 A JP 17146983A JP H0510507 B2 JPH0510507 B2 JP H0510507B2
- Authority
- JP
- Japan
- Prior art keywords
- engine
- output
- ignition timing
- internal combustion
- combustion engine
- 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.)
- Expired - Lifetime
Links
- 230000001133 acceleration Effects 0.000 claims description 20
- 238000001514 detection method Methods 0.000 claims description 14
- 238000002485 combustion reaction Methods 0.000 claims description 13
- 230000000630 rising effect Effects 0.000 claims description 4
- 230000000979 retarding effect Effects 0.000 claims 1
- 238000010586 diagram Methods 0.000 description 8
- 238000007493 shaping process Methods 0.000 description 5
- 230000003111 delayed effect Effects 0.000 description 3
- 230000010363 phase shift Effects 0.000 description 3
- 230000008054 signal transmission Effects 0.000 description 3
- 230000000694 effects Effects 0.000 description 2
- 230000000903 blocking effect Effects 0.000 description 1
- 230000007423 decrease Effects 0.000 description 1
- 239000000446 fuel Substances 0.000 description 1
- 230000001960 triggered effect Effects 0.000 description 1
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
- F02P5/15—Digital data processing
- F02P5/152—Digital data processing dependent on pinking
-
- 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
- F02P5/1528—Digital data processing dependent on pinking for turbocompressed engine
-
- 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
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)
Description
【発明の詳細な説明】
〔発明の技術分野〕
この発明は内燃機関の点火時期制御装置に関す
るもので、機関に発生のノツキングを抑制するも
のに係るものである。DETAILED DESCRIPTION OF THE INVENTION [Technical Field of the Invention] The present invention relates to an ignition timing control device for an internal combustion engine, and more particularly, to an apparatus for suppressing knocking occurring in the engine.
内燃機関の効率は一般に点火時期をMBT
（Minimum Advance for Best Torque）に近づ
けて設定すれば向上する。 The efficiency of an internal combustion engine is generally determined by determining the ignition timing MBT.
Setting it closer to (Minimum Advance for Best Torque) will improve the performance.
しかし点火時期をMBTに近づけすぎるとノツ
キングが発生し、過大ノツキングは機関の損傷を
紹く。このため近年機関に発生のノツキングを検
出し、点火時期を制御してノツキングを抑制する
点火時期制御装置が開発され、採用されるように
なつた。特に過給機付機関においては過大ノツキ
ングの発生を防止して機関を保護し、その出力を
より一層の高出力にすると共に省燃費を狙いとし
て多く装着されている。
However, if the ignition timing is set too close to the MBT, knotting will occur, and excessive knotting can lead to engine damage. For this reason, in recent years, ignition timing control devices have been developed and used that detect knocking occurring in engines and control the ignition timing to suppress knocking. Particularly in turbocharged engines, they are often installed to prevent excessive knocking, protect the engine, increase its output even higher, and save fuel.
以下、従来装置について図について説明する。 Hereinafter, the conventional device will be explained with reference to the drawings.
第１図はこの種の従来装置を示し、１は機関に
取付けられ機関の振動加速度を検出する加速度セ
ンサ、２は加速度センサ１の出力信号のうちノツ
キングに対して感度の高い周波数の信号成分を通
過させる周波数フイルタ、３は周波数フイルタ２
の出力信号のうちノツク検出に対して妨害波とな
るノイズを遮断するアナログゲートで上記周波数
フイルタ２とともにノツキング検出手段を構成し
ており、４は妨害ノイズの発生時期に対応してア
ナログゲート３の開閉を指示するゲートタイミン
グ制御器、５はノツキング時以外の機関の機械的
振動ノイズのレベルを検出する基準レベル設定手
段であるノイズレベル検出器、６はアナログゲー
ト３の出力電圧とノイズレベル検出器５の出力電
圧とを比較し、ノツク検出パルスを発生する比較
器、７は比較器６の出力パルスを積分し、ノツキ
ング強度に応じた積分電圧を発生する積分器で比
較器６とともに遅角量設定手段を構成しており、
８は積分器７の出力電圧に応じて基準の点火信号
の位相を変位させる移相器、９は予め設定した点
火進角特性に応じた点火信号を発生する回転信号
発生器、１０は回転信号発生器９の出力を波形整
形し、同時に点火コイル１２の通電の閉路角制御
を行う波形整形回路、１１は移相器８の出力信号
により点火コイル１２の給電を断続するスイツチ
ング回路で、移相器８とともに点火時期制御手段
を構成している。 Fig. 1 shows a conventional device of this type, in which numeral 1 is an acceleration sensor attached to an engine and detects the vibration acceleration of the engine, and numeral 2 is a signal component of the output signal of the acceleration sensor 1 at a frequency that is sensitive to knocking. Frequency filter to pass, 3 is frequency filter 2
An analog gate for blocking noise that becomes a disturbance wave for knock detection in the output signal of the knock detection means constitutes knocking detection means together with the frequency filter 2, and reference numeral 4 indicates the timing of the knock detection of the analog gate 3 corresponding to the generation time of the disturbance noise. A gate timing controller instructs opening/closing, 5 a noise level detector which is a reference level setting means for detecting the level of mechanical vibration noise of the engine other than when knocking, 6 an output voltage and noise level detector of the analog gate 3. Comparator 7 compares the output voltage of 5 with the knocking detection pulse and generates a knock detection pulse. 7 integrates the output pulse of comparator 6 and generates an integrated voltage according to the knocking intensity. It constitutes a setting means,
8 is a phase shifter that shifts the phase of the reference ignition signal according to the output voltage of the integrator 7, 9 is a rotation signal generator that generates an ignition signal according to a preset ignition advance characteristic, and 10 is a rotation signal. A waveform shaping circuit that shapes the output of the generator 9 and at the same time controls the closing angle of the energization of the ignition coil 12; 11 is a switching circuit that cuts off and on the power supply to the ignition coil 12 according to the output signal of the phase shifter 8; Together with the device 8, it constitutes an ignition timing control means.
第２図は加速度センサ１の出力信号の周波数特
性を示し、曲線Ａはノツキングのない場合、曲線
Ｂはノツキングが発生した場合を示す。この加速
度センサ１の出力信号にはノツク信号（ノツキン
グに伴い発生される信号）、機関の機械的ノイズ
および信号伝達経路に乗る各種ノイズ成分例えば
イグニツシヨンノイズ等が含まれる。第２図の曲
線Ａ，Ｂを比較すると、ノツク信号には特有の周
波数特性のあることが解る。その分布は機関の違
いや加速度センサ１の取付位置の違いにより差は
あるが、いずれにしろノツキングの有無によつて
明確な周波数分布の違いがある。そこで、このノ
ツク信号の有する周波数成分を通過させることに
よつて他の周波数成分のノイズを抑制し、ノツク
信号を効率良く検出することができる。又、第
３，４図は第１図に示した装置の各部の動作波形
を示し、第３図はノツキングが発生していないモ
ードを、第４図はノツキングが発生しているモー
ドを示す。 FIG. 2 shows the frequency characteristics of the output signal of the acceleration sensor 1, where curve A shows the case where no knocking occurs, and curve B shows the case where knocking occurs. The output signal of the acceleration sensor 1 includes a knock signal (a signal generated due to knocking), mechanical noise of the engine, and various noise components on the signal transmission path, such as ignition noise. Comparing curves A and B in FIG. 2, it can be seen that the knock signal has unique frequency characteristics. The distribution varies depending on the engine and the mounting position of the acceleration sensor 1, but in any case, there is a clear difference in the frequency distribution depending on the presence or absence of knocking. Therefore, by passing the frequency component of this knock signal, the noise of other frequency components can be suppressed, and the knock signal can be detected efficiently. 3 and 4 show operating waveforms of each part of the apparatus shown in FIG. 1, FIG. 3 shows a mode in which knocking does not occur, and FIG. 4 shows a mode in which knocking occurs.
次に第１図に示した従来装置の動作を説明す
る。機関の回転により予め設定された点火時期特
性に対応して回転信号発生器９から発生された回
転信号は波形整形回路１０によつて所望の閉路角
を持つ開閉パルスに波形成形され、移相器８を介
してスイツチング回路１１を駆動し、点火コイル
１２の給電を断続し、その通電遮断時に発生する
点火コイル１２の点火電圧によつて機関は点火さ
れて運転される。この機関の運転中に起る機関振
動は加速度センサ１によつて検出される。 Next, the operation of the conventional device shown in FIG. 1 will be explained. The rotation signal generated by the rotation signal generator 9 in accordance with the ignition timing characteristics set in advance by the rotation of the engine is waveform-shaped by the waveform shaping circuit 10 into opening/closing pulses having a desired closing angle. 8, the switching circuit 11 is driven on and off to the ignition coil 12, and the engine is ignited and operated by the ignition voltage of the ignition coil 12 generated when the energization is cut off. Engine vibrations occurring during operation of the engine are detected by an acceleration sensor 1.
今、機関のノツキングが発生していない場合に
はノツキングによる機関振動は発生しないが、他
の機械的振動により加速度センサ１の出力信号に
は第３図ａで示すように機械的ノイズや点火時期
Ｆに信号伝送路に乗るイグニツシヨンノイズが発
生する。この信号は周波数フイルタ２を通過する
ことによつて第３図ｂのように機械的ノイズ成分
が相当抑制されるが、イグニツシヨンノイズ成分
は強力なため周波数フイルタ２を通過後も大きな
レベルで出力される。このままではイグニツシヨ
ンノイズをノツク信号と誤認してしまうため、ア
ナログゲート３は移相器８の出力によつてトリガ
されるゲートタイミング制御器４の出力（第３図
ｃ）によつて点火時期からある期間そのゲートを
閉じ、イグニツシヨンノイズを遮断する。このた
めアナログゲート３の出力には第３図ｄのイに示
すようにレベルの低い機械的ノイズのみが残る。
一方、ノイズレベル検出器５はアナログゲート３
の出力信号のピーク値変化に応動し、この場合、
通常の機械的ノイズのピーク値による比較的緩や
かな変化には応動し得る特性を持ち、機械的ノイ
ズのピーク値より若干高い直流電圧を発生する。
これを第３図ｄのロに示す。このようにアナログ
ゲート３の出力信号の平均的なピーク値よりノイ
ズレベル検出器５の出力の方が大きいため、両者
を比較する比較器６の出力には第３図ｅに示すよ
うに何も出力されず、結局ノイズ信号は全て除去
される。従つて、積分器７の出力電圧も第３図ｆ
のように零であり、移相器８による移相角（入出
力の位相差）も零となる。このため、移相器８の
出力により駆動されるスイツチング回路１１の開
閉位相即ち点火コイル１２の通電の断続位相は波
形整形回路１０の出力の基準点火信号と同位相と
なり、点火時期は基準点火位置となる。 If knocking is not occurring in the engine, engine vibration due to knocking will not occur, but due to other mechanical vibrations, the output signal of the acceleration sensor 1 may be affected by mechanical noise or ignition timing as shown in Figure 3a. Ignition noise that rides on the signal transmission path occurs at F. By passing this signal through the frequency filter 2, the mechanical noise component is considerably suppressed as shown in Figure 3b, but the ignition noise component is strong and remains at a large level even after passing through the frequency filter 2. Output. If this continues, the ignition noise will be mistakenly recognized as a knock signal, so the analog gate 3 adjusts the ignition timing based on the output of the gate timing controller 4 (FIG. 3c), which is triggered by the output of the phase shifter 8. The gate is closed for a period of time to block ignition noise. Therefore, only low-level mechanical noise remains in the output of the analog gate 3, as shown in A of FIG. 3D.
On the other hand, the noise level detector 5 is connected to the analog gate 3.
In this case, in response to the change in the peak value of the output signal of
It has the characteristic of being able to respond to relatively gradual changes due to the peak value of normal mechanical noise, and generates a DC voltage slightly higher than the peak value of mechanical noise.
This is shown in Figure 3d (b). Since the output of the noise level detector 5 is larger than the average peak value of the output signal of the analog gate 3, the output of the comparator 6 that compares the two has nothing as shown in FIG. 3e. No output is made, and all noise signals are eventually removed. Therefore, the output voltage of the integrator 7 is also as shown in FIG.
The phase shift angle (phase difference between input and output) by the phase shifter 8 is also zero. Therefore, the opening/closing phase of the switching circuit 11 driven by the output of the phase shifter 8, that is, the intermittent phase of energization of the ignition coil 12, is in phase with the reference ignition signal output from the waveform shaping circuit 10, and the ignition timing is set at the reference ignition position. becomes.
又、ノツキングが発生した場合、加速度センサ
１の出力には第４図ａに示すように点火時期より
ある時間遅れた付近でノツク信号が含まれ、又こ
の出力の周波数成分は第２図の曲線Ｂとなり、周
波数フイルタ２およびアナログゲート３を通過後
の信号は第４図ｄのイに示すように機械的ノイズ
にノツク信号が大きく重畳したものになる。この
アナログゲート３を通過した信号のうちノツク信
号の立上りは急峻なため、ノイズレベル検出器５
の出力電圧のレベルがノツク信号に対して応答が
遅れる。この結果、比較器６の入力は夫々第４図
ｄのイ，ロとなるので比較器６の出力には第４図
ｅに示すようにパルスが発生する。積分器７はこ
のパルスを積分し、第４図ｆに示すように積分電
圧を発生する。移相器８はこの積分電圧の大きさ
に応じて第４図ｇに示す波形整形回路１０の出力
信号即ち基準点火信号を時間的に遅れ側に移相す
るため、第４図ｈに示す移相器８の出力信号の位
相は基準点火信号の位相よりも遅れ、この信号に
よつてスイツチング回路１１は駆動される。この
ため、点火時期が遅れてノツキングが抑制された
状態になる。このように第３，４図に示した動作
状態が繰返されて最適の点火時期制御が行われ
る。 Furthermore, when knocking occurs, the output of the acceleration sensor 1 includes a knocking signal around a certain time delay from the ignition timing, as shown in Figure 4a, and the frequency component of this output follows the curve shown in Figure 2. B, and the signal after passing through the frequency filter 2 and the analog gate 3 becomes a mechanical noise largely superimposed on a knock signal, as shown in FIG. 4(d). Among the signals that have passed through the analog gate 3, the rise of the knock signal is steep, so the noise level detector 5
The response of the output voltage level to the knock signal is delayed. As a result, the inputs of the comparator 6 become A and B as shown in FIG. 4D, respectively, and a pulse is generated at the output of the comparator 6 as shown in FIG. 4E. Integrator 7 integrates this pulse and generates an integrated voltage as shown in FIG. 4f. The phase shifter 8 shifts the phase of the output signal of the waveform shaping circuit 10 shown in FIG. 4g, that is, the reference ignition signal, to the delayed side in time according to the magnitude of this integrated voltage. The phase of the output signal of the phase shifter 8 lags behind the phase of the reference ignition signal, and the switching circuit 11 is driven by this signal. Therefore, the ignition timing is delayed and knocking is suppressed. In this way, the operating states shown in FIGS. 3 and 4 are repeated to perform optimal ignition timing control.
ところで、第５図は、過給機付機関の過給特性
図を示す。この第５図で横軸は機関回転数、縦軸
は過給圧を表わす。この特性図に示すように、一
般に過給圧は回転数Ｎ以上では制御値Ｐに達する
が、それ以下の回転域では制限値Ｐに達しない立
上り領域の特性となる。この回転数Ｎは略2500
（rpm）前後に設定されることが多い。 By the way, FIG. 5 shows a supercharging characteristic diagram of a supercharged engine. In FIG. 5, the horizontal axis represents the engine speed, and the vertical axis represents the boost pressure. As shown in this characteristic diagram, the supercharging pressure generally reaches the control value P at the rotational speed N or higher, but has a characteristic in a rising region where it does not reach the limit value P at lower rotational speeds. This rotation speed N is approximately 2500
It is often set around (rpm).
一方機関の通常運転において最も多用されるの
は略1500〜3000（rpm）の回転領域であり、上記
過給特性の立上り領域とほぼ同じ回転域である。 On the other hand, in the normal operation of the engine, the rotation range of about 1500 to 3000 (rpm) is most frequently used, which is almost the same rotation range as the rise range of the supercharging characteristics.
即ち、過給機付機関の実用回転域は過給特性の
立上り領域であり、過給による出力の増加が少な
い回転域である。又、この回転域では過給機の応
答遅れが大きいため加速時の立上りが悪く、機関
にはより大きな出力が必要とされる。従つて、上
記過給の立上り領域の出力は機関の加速性に直接
影響し、高出力の過給機付機関の商品性を大きく
左右することになる。 That is, the practical rotation range of a supercharged engine is a rising region of supercharging characteristics, and is a rotation range in which the increase in output due to supercharging is small. In addition, in this rotation range, the response delay of the supercharger is large, so the start-up during acceleration is poor, and a larger output is required from the engine. Therefore, the output in the startup region of supercharging directly affects the acceleration performance of the engine, and greatly influences the marketability of a high-output supercharged engine.
本発明は上記のように機関が低回転数もしくは
軽負荷にある領域での出力を向上させるとともに
その加速性を改善して機関の商品性を高めようと
するものである。
The present invention aims to improve the engine's output in a region where the engine speed is low or under light load, as described above, and to improve its acceleration performance, thereby increasing the marketability of the engine.
ところで、出力向上のためには前述の通り点火
時期をMBTに近く設定すればよいが、点火時期
をMBTに近づけ過ぎると過大なノツキングが発
生して機関を損傷することがある。しかしながら
機関及び車両の設計によつては上記回転数もしく
は軽負荷にある領域において点火時期を高回転数
もしくは重負荷にある領域の設定に比しMBTに
近づけて出力を向上させた設定が可能である。即
ち、低回転数もしくは軽負荷にある領域では機関
に発生する熱量（以下熱負荷と称する）、気筒内
圧力がそれほど高くないので、この状態において
軽微なノツキングが発生し熱負荷もしくは気筒内
圧力を若干上昇させても機関の損傷には至らな
い。 By the way, in order to improve the output, the ignition timing should be set close to the MBT as described above, but if the ignition timing is set too close to the MBT, excessive knocking may occur and damage the engine. However, depending on the design of the engine and vehicle, it is possible to set the ignition timing closer to MBT in the above rotation speed or light load range than in the high rotation speed or heavy load range to improve output. be. In other words, in a region where the engine speed is low or under light load, the amount of heat generated in the engine (hereinafter referred to as heat load) and the pressure in the cylinder are not so high, so slight knocking occurs in this state, reducing the heat load or the pressure in the cylinder. Even if it is raised slightly, it will not cause damage to the engine.
本発明は上記の点に注目してなされたもので、
機関が低回転数もしくは軽負荷にある領域では軽
微なノツキングの発生を許容することによつて機
関の出力を向上させると共に省熱費をも向上させ
た内燃機関の点火時期制御装置を提供することを
目的とするものである。 The present invention has been made with attention to the above points, and
To provide an ignition timing control device for an internal combustion engine, which improves the output of the engine and also improves the heat saving cost by allowing the occurrence of slight knocking in a region where the engine is at low rotational speed or under light load. The purpose is to
以下、本発明の実施例について図について説明
する。
Hereinafter, embodiments of the present invention will be described with reference to the drawings.
第６図に示す実施例はノツク信号検出部の比較
基準である前記第１図に示したノイズレベル検出
器５の入力を機関回転数に応じて変えることによ
り、第５図に示した回転数Ｎ以下の過給特性の立
上り領域でのノツク検出が回転数Ｎ以上の領域よ
りも大きいノツク信号を検出するようにしたもの
である。 In the embodiment shown in FIG. 6, the rotation speed shown in FIG. 5 is obtained by changing the input of the noise level detector 5 shown in FIG. A knock signal is detected in a rising region of the supercharging characteristic of N or less than in a region of rotation speed N or more.
この第６図において、１〜１２は第１図に示し
たのと同一あるいは相当分を示すので、詳しい説
明は省略する。２０はアナログゲート３の出力と
ノイズレベル検出器５の入力間に接続される抵
抗、２１はノイズレベル検出器５の入力とトラン
ジスタ２２のコレクタ間に接続される抵抗、２３
はゲートタイミング制御器４の出力から機関回転
数を検出する機関状態検出手段である回転検出器
で上記抵抗２０，２１及びトランジスタ２２とと
もに遅角制御手段を構成しており、検出回転数は
Ｎである。 In FIG. 6, numerals 1 to 12 indicate the same or equivalent parts as shown in FIG. 1, so a detailed explanation will be omitted. 20 is a resistor connected between the output of the analog gate 3 and the input of the noise level detector 5; 21 is a resistor connected between the input of the noise level detector 5 and the collector of the transistor 22; 23;
A rotation detector is an engine state detection means for detecting the engine rotation speed from the output of the gate timing controller 4, and together with the resistors 20 and 21 and the transistor 22, it constitutes a retard control means, and the detected rotation speed is N. be.
回転検出器２３はゲートタイミング制御器４の
出力をもとに機関回転数Ｎを検出し、トランジス
タ２２を回転数Ｎ以下においてオフ、回転数Ｎ以
上においてオンとすべく駆動する。トランジスタ
２２がオフの場合アナログゲート３の出力は抵抗
２０を介して100％ノイズレベル検出器５に入力
される。一方、トランジスタ２２がオンの場合ト
ランジスタ２２のコレクタはアース電位となるの
で、このコレクタに接続される抵抗２１の電極は
アース電位となり、アナログゲート３の出力は抵
抗２０，２１により分割されてノイズレベル検出
器５に入力される。従つて、ノイズレベル検出器
５の入力はアナログゲート３の出力との比率でい
えば回転数Ｎ以下では回転数Ｎ以上より大きくな
り、このノイズレベル検出器５の出力も同様のレ
ベル比となり回転数Ｎ以下では回転数Ｎ以上より
大きくなる。これを第４図ｄの波形でいえば回転
数Ｎ以下において同図ｄの特性イに対する同図ｄ
の特性ロのレベルが大きくなることである。 The rotation detector 23 detects the engine rotation speed N based on the output of the gate timing controller 4, and drives the transistor 22 so as to be turned off when the rotation speed is below N and turned on when the rotation speed is above N. When the transistor 22 is off, the output of the analog gate 3 is input to the 100% noise level detector 5 via the resistor 20. On the other hand, when the transistor 22 is on, the collector of the transistor 22 is at ground potential, so the electrode of the resistor 21 connected to this collector is at ground potential, and the output of the analog gate 3 is divided by the resistors 20 and 21 to the noise level. It is input to the detector 5. Therefore, in terms of the ratio of the input of the noise level detector 5 to the output of the analog gate 3, when the number of revolutions is below N, it is larger than when the number of revolutions is above N. Below the number N, the rotational speed becomes larger than when the number of revolutions is N or more. In terms of the waveform shown in Fig. 4 d, the waveform d in Fig. 4 corresponds to the characteristic A shown in Fig.
The level of characteristic B increases.
比較器６はアナログゲート３の出力とノイズレ
ベル検出器５の出力とのレベル比較よりノツク信
号を検出するので、上述のように回転域によりア
ナログゲート３の出力に対するノイズレベル検出
器５の出力レベルが変わることにより、回転数Ｎ
以下で検出されるノツク信号は回転数Ｎ以上で検
出のノツク信号より大きいレベルのノツク信号と
なる。 Since the comparator 6 detects the knock signal by comparing the level between the output of the analog gate 3 and the output of the noise level detector 5, the output level of the noise level detector 5 with respect to the output of the analog gate 3 depends on the rotation range as described above. By changing, the rotation speed N
The knock signal detected below becomes a knock signal of a higher level than the detected knock signal when the rotation speed is N or more.
また、同一強度のノツキングであつても回転数
Ｎ以下でノツキングが発生した場合は、回転数Ｎ
以上でノツキングが発生した場合に比してノツキ
ングの強度が小さいものとして検出される。 In addition, even if the knocking is of the same intensity, if the knocking occurs at a rotational speed N or less, the rotational speed N
In the above manner, the knocking intensity is detected to be smaller than that in the case where knocking occurs.
以上の結果、回転数Ｎ以下で検出されるノツク
信号数、即ち比較器６の出力は軽微なノツク信号
の分だけ少なくなり、重度のノツク信号に対して
のみノツク検出パルスを出力するため積分器７の
出力は全体として小さくなり、移相器８での移相
量が小さくなつて点火時期の遅角量も少なくな
り、点火時期は進角側に設定されて機関出力は向
上する。このとき機関には軽微のノツキングが発
生しているが、熱負荷、また気筒内圧力が低いの
でこのノツキングにより機関が損傷することはな
い。なお、上記第６図ではノイズレベル検出器５
の入力を機関回転数に応じて変えることにより比
較器６の２種の入力比率を変えているが、ノイズ
レベル検出器５の出力を同様の方法で機関回転数
に応じて変えても同じであることは自明である。 As a result of the above, the number of knock signals detected below the rotation speed N, that is, the output of the comparator 6, decreases by the amount of minor knock signals, and the integrator outputs knock detection pulses only for severe knock signals. 7 becomes smaller as a whole, the amount of phase shift in the phase shifter 8 becomes smaller, the amount of retardation of the ignition timing also becomes smaller, the ignition timing is set to the advanced side, and the engine output increases. At this time, slight knocking occurs in the engine, but since the heat load and the cylinder pressure are low, this knocking will not damage the engine. In addition, in FIG. 6 above, the noise level detector 5
The two input ratios of the comparator 6 are changed by changing the input of the noise level detector 5 according to the engine speed, but the same result can be obtained by changing the output of the noise level detector 5 according to the engine speed in the same way. One thing is obvious.
第７図に示す実施例は、アナログゲート３から
比較器６に入力の信号伝達比を回転域に応じて変
えることにより、比較器６の他方の入力であるノ
イズレベル検出器５の出力とのレベル比を変え、
回転数Ｎ以下での遅角量を小さくするものであ
る。 In the embodiment shown in FIG. 7, by changing the signal transmission ratio of the input from the analog gate 3 to the comparator 6 according to the rotation range, the output of the noise level detector 5, which is the other input of the comparator 6, is Change the level ratio,
This is to reduce the amount of retardation at rotational speed N or less.
この第７図において、１〜１２は前述の第１図
に示したものと同一あるいは相当部分であるので
説明を省略する。２５はアナログゲート３の出力
と比較器６の入力間に接続される抵抗、２６は抵
抗２５と接続の比較器６の入力とトランジスタ２
７のコレクタ間に接続される抵抗、２８はゲート
タイミング制御器４の出力から機関回転数を検出
する機関状態検出手段である回転検出器で上記抵
抗２５，２６及びトランジスタ２７とともに遅角
制御手段を構成しており、検出回転数はＮであ
る。 In FIG. 7, numerals 1 to 12 are the same or equivalent parts as shown in FIG. 1 described above, and therefore their explanation will be omitted. 25 is a resistor connected between the output of analog gate 3 and the input of comparator 6; 26 is a resistor 25 and the input of comparator 6 connected to transistor 2;
A resistor 28 is connected between the collectors of the gate timing controller 4, and a rotation detector is an engine state detecting means for detecting the engine speed from the output of the gate timing controller 4. The detected rotational speed is N.
回転検出器２８はゲートタイミング制御器４の
出力をもとに機関回転数Ｎを検出し、トランジス
タ２７を回転数Ｎ以下においてオン、回転数Ｎ以
上においてオフとすべく駆動する。トランジスタ
２７がオンの場合アナログゲート３の出力は抵抗
２５，２６により分割されて比較器６に入力され
る。一方、トランジスタ２７がオフの場合アナロ
グゲート３の出力は抵抗２５を介して100％比較
器６に入力される。従つて、比較器６の入力はア
ナログゲート３の出力との比率でいえば回転数Ｎ
以下では回転数Ｎ以上より小さくなる。これを第
４図ｄの波形でいえば回転数Ｎ以下において同図
ｄの特性ロに対する同図ｄの特性イのレベルが小
さくなることである。 The rotation detector 28 detects the engine rotation speed N based on the output of the gate timing controller 4, and drives the transistor 27 to be turned on when the rotation speed is N or less and turned off when the rotation speed is N or more. When transistor 27 is on, the output of analog gate 3 is divided by resistors 25 and 26 and input to comparator 6. On the other hand, when the transistor 27 is off, the output of the analog gate 3 is input to the 100% comparator 6 via the resistor 25. Therefore, the input of the comparator 6 is the rotational speed N in terms of the ratio to the output of the analog gate 3.
Below, the rotational speed becomes smaller than N or more. In terms of the waveform in FIG. 4d, this means that the level of characteristic A in FIG. 4d becomes smaller with respect to characteristic B in FIG.
以上の結果、上記比較器６の入力と、この比較
器６の他方の入力であるノイズレベル検出器５の
出力とのレベル比は機関回転数により変わり、回
転数Ｎ以下では回転数Ｎ以上の場合に比し、より
大きなノツキング信号を検出するようになり、積
分器７の出力は全体として小さくなり、移相器８
での移相量も小さくなつて点火時期の遅角量は小
さくなる。 As a result of the above, the level ratio between the input of the comparator 6 and the output of the noise level detector 5, which is the other input of the comparator 6, changes depending on the engine speed. A larger knocking signal is detected than in the case where the output of the integrator 7 becomes smaller as a whole, and the
The amount of phase shift at is also reduced, and the amount of retardation of the ignition timing is also reduced.
以上、第６図および第７図に示したそれぞれの
実施例においては過給の立上り回転を検出して各
種パラメータを制御するようにしたが、これに限
らず機関の吸気管圧を検出し、その検出信号から
過給圧を求めて制限値であるかどうかを判定する
ことにより上記各種パラメータを制御しても同様
の制御が可能である。又、上記各実施例は過給器
付機関の場合について説明したが、過給機をもた
ない通常の機関についても適用でき、この場合負
荷領域を全負荷領域と部分負荷領域に分け、ある
いは機関回転数に応じて制御するようにすればよ
いことは前述と同様である。さらに上記実施例で
はアナログ機器をもつて構成した場合を述べた遅
角制御手段２０〜２３；２５〜２８をコンピユー
タを用いて構成し、その時々の機関の負荷あるい
は回転数に応じて制御をするようにすれば、上述
の実施例よりも更に細かい制御が可能となる。 As described above, in each of the embodiments shown in FIGS. 6 and 7, various parameters are controlled by detecting the startup rotation of supercharging, but the invention is not limited to this. Similar control is also possible by controlling the various parameters described above by determining the boost pressure from the detection signal and determining whether it is at the limit value. In addition, although each of the above embodiments has been explained in the case of a supercharged engine, it can also be applied to a normal engine without a supercharger, in which case the load range is divided into a full load range and a partial load range, or As described above, the control may be performed in accordance with the engine speed. Further, in the above embodiment, the retard control means 20 to 23; 25 to 28, which are constructed using analog equipment, are constructed using a computer, and are controlled according to the load or rotational speed of the engine at the time. By doing so, more fine control than in the above-mentioned embodiment becomes possible.
以上のように、本発明によれば、機関の取付け
た加速度センサの出力からノツキングの発生に伴
ない生じるノツク信号成分を選択出力し、この選
択出力信号と、これを基に作つた比較基準電圧信
号との電圧比較からノツク信号を検出し、このノ
ツク信号を積分して遅角制御電圧を発生し、点火
時期を遅角制御してノツキングを抑制する点火時
期制御装置において、比較基準電圧信号、あるい
はこれと比較される選択出力信号を負荷あるいは
回転数に応じて制御するようにしたことにより部
分負荷領域の出力を向上させることができ、特に
高出力である過給機付機関の過給圧立上り領域で
は出力向上により加速時の過給機の応答遅れを改
善でき、優れた加速性にすべく出力の向上が得ら
れるという優れた効果が得られるものである。
As described above, according to the present invention, the knock signal component that occurs when knocking occurs is selectively outputted from the output of the acceleration sensor attached to the engine, and the selected output signal and the comparison reference voltage created based on this selected output signal are used. In an ignition timing control device that detects a knock signal from a voltage comparison with a signal, integrates this knock signal to generate a retard control voltage, and retards the ignition timing to suppress knocking, a comparison reference voltage signal, Alternatively, by controlling the selected output signal compared with this according to the load or rotation speed, the output in the partial load region can be improved, and the supercharging pressure of a supercharged engine with particularly high output can be improved. In the start-up region, the response delay of the supercharger during acceleration can be improved by improving the output, and an excellent effect can be obtained in that the output can be improved for excellent acceleration performance.
第１図は従来の内燃機関の点火時期制御装置の
構成図、第２図は加速度センサからの出力信号の
波形図、第３図は機関にノツキングがない時の第
１図装置の各部信号の波形図、第４図は機関にノ
ツキングがある時の第１図装置の各部信号の波形
図、第５図は過給機の機関回転数・過給圧特性
図、第６図および第７図は本発明の実施例による
内燃機関の点火時期制御装置の構成図である。
図中、１は加速度センサ、２は周波数フイル
タ、３はアナログゲート、４はゲートタイミング
制御器、５はノイズレベル検出器、６は比較器、
７は積分器、８は移相器、９は回転信号発生器、
１０は波形整形回路、１１はスイツチング回路、
１２は点火コイル、２０，２１，２５，２６は抵
抗、２２，２７はトランジスタ、２３，２８は回
転検出器を示す。なお、図中同一符号は同一部分
である。
Figure 1 is a configuration diagram of a conventional ignition timing control device for an internal combustion engine, Figure 2 is a waveform diagram of an output signal from an acceleration sensor, and Figure 3 is a diagram of the signals of each part of the device in Figure 1 when there is no knocking in the engine. Waveform diagram, Figure 4 is a waveform diagram of various signals of the equipment shown in Figure 1 when the engine is knocking, Figure 5 is a graph of the engine speed and supercharging pressure characteristics of the turbocharger, Figures 6 and 7. 1 is a configuration diagram of an ignition timing control device for an internal combustion engine according to an embodiment of the present invention. In the figure, 1 is an acceleration sensor, 2 is a frequency filter, 3 is an analog gate, 4 is a gate timing controller, 5 is a noise level detector, 6 is a comparator,
7 is an integrator, 8 is a phase shifter, 9 is a rotation signal generator,
10 is a waveform shaping circuit, 11 is a switching circuit,
12 is an ignition coil; 20, 21, 25, and 26 are resistors; 22, 27 are transistors; and 23, 28 are rotation detectors. Note that the same reference numerals in the drawings indicate the same parts.
Claims (1)
サ１と、 この加速度センサの出力に基づいてノツキング
を検出するノツキング検出手段２，３と、 ノツキング判定のための基準レベルロを設定す
る基準レベル設定手段５と、 このノツキング検出手段の検出値を基準レベル
と比較して点火時期の遅角量を設定する遅角量設
定手段６，７と、 この遅角量設定手段の出力に応じて基準点火時
期を遅角制御する点火時期制御手段８，１１とを
備えた内燃機関の点火時期制御装置において、 内燃機関の回転数又は負荷が所定値以下である
ことを検出する機関状態検出手段２３；２８と、 上記機関状態検出手段の出力により、上記基準
レベルを高くするか、又は上記検出値のレベルを
低くする遅角制御手段２０〜２３；２５〜２８と
を備え、 内燃機関の回転数又は負荷が所定値以下である
とき、この遅角制御手段により上記遅角量設定手
段において遅角量を小さくすることを特徴とする
内燃機関の点火時期制御装置。 ２ 上記内燃機関が過給機付内燃機関であつて、
上記機関状態検出手段により検出した回転数の所
定値は過給圧が所定の制御値Ｐに達するまでの立
上がり領域の上限Ｎに設定したことを特徴とする
特許請求の範囲第１項記載の内燃機関の点火時期
制御装置。[Scope of Claims] 1. An acceleration sensor 1 for detecting vibration acceleration of an internal combustion engine; knocking detection means 2 and 3 for detecting knocking based on the output of the acceleration sensor; and setting a reference level low for knocking determination. a reference level setting means 5; a retardation amount setting means 6, 7 for setting an ignition timing retardation amount by comparing the detection value of the knocking detection means with a reference level; In the ignition timing control device for an internal combustion engine, the ignition timing control device includes ignition timing control means 8 and 11 for retarding the reference ignition timing based on the engine state detection means for detecting that the rotation speed or load of the internal combustion engine is below a predetermined value. 23; 28; and retard control means 20-23; 25-28 for increasing the reference level or lowering the level of the detected value according to the output of the engine state detecting means, the rotation of the internal combustion engine An ignition timing control device for an internal combustion engine, characterized in that when the number or load is below a predetermined value, the retard control means reduces the retard amount in the retard amount setting means. 2 The above internal combustion engine is a supercharged internal combustion engine,
The internal combustion engine according to claim 1, wherein the predetermined value of the rotational speed detected by the engine state detection means is set to the upper limit N of a rising region until the boost pressure reaches a predetermined control value P. Engine ignition timing control device.
Priority Applications (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP58171469A JPS6062664A (en) | 1983-09-16 | 1983-09-16 | Ignition-timing controller for internal-combustion engine |
| US06/647,652 US4607602A (en) | 1983-09-16 | 1984-09-06 | Ignition timing control apparatus for internal combustion engine |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP58171469A JPS6062664A (en) | 1983-09-16 | 1983-09-16 | Ignition-timing controller for internal-combustion engine |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPS6062664A JPS6062664A (en) | 1985-04-10 |
| JPH0510507B2 true JPH0510507B2 (en) | 1993-02-09 |
Family
ID=15923682
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP58171469A Granted JPS6062664A (en) | 1983-09-16 | 1983-09-16 | Ignition-timing controller for internal-combustion engine |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPS6062664A (en) |
Citations (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS5459529A (en) * | 1977-10-20 | 1979-05-14 | Nippon Denso Co Ltd | Ignition timing controller for engine |
| JPS5623566A (en) * | 1979-08-01 | 1981-03-05 | Nippon Denso Co Ltd | Method of controlling ignition time |
| JPS5636305A (en) * | 1979-08-31 | 1981-04-09 | Kawasaki Steel Corp | Oil film bearing for rolling roll |
| JPS56115860A (en) * | 1980-02-18 | 1981-09-11 | Nissan Motor Co Ltd | Knocking controller |
-
1983
- 1983-09-16 JP JP58171469A patent/JPS6062664A/en active Granted
Patent Citations (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS5459529A (en) * | 1977-10-20 | 1979-05-14 | Nippon Denso Co Ltd | Ignition timing controller for engine |
| JPS5623566A (en) * | 1979-08-01 | 1981-03-05 | Nippon Denso Co Ltd | Method of controlling ignition time |
| JPS5636305A (en) * | 1979-08-31 | 1981-04-09 | Kawasaki Steel Corp | Oil film bearing for rolling roll |
| JPS56115860A (en) * | 1980-02-18 | 1981-09-11 | Nissan Motor Co Ltd | Knocking controller |
Also Published As
| Publication number | Publication date |
|---|---|
| JPS6062664A (en) | 1985-04-10 |
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