JPH0543873B2 - - Google Patents
Info
- Publication number
- JPH0543873B2 JPH0543873B2 JP57153756A JP15375682A JPH0543873B2 JP H0543873 B2 JPH0543873 B2 JP H0543873B2 JP 57153756 A JP57153756 A JP 57153756A JP 15375682 A JP15375682 A JP 15375682A JP H0543873 B2 JPH0543873 B2 JP H0543873B2
- Authority
- JP
- Japan
- Prior art keywords
- knocking
- engine
- section
- ignition timing
- detection section
- 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
- 238000001514 detection method Methods 0.000 claims description 98
- 230000005856 abnormality Effects 0.000 claims description 12
- 238000002485 combustion reaction Methods 0.000 claims description 12
- ISWSIDIOOBJBQZ-UHFFFAOYSA-N Phenol Chemical compound OC1=CC=CC=C1 ISWSIDIOOBJBQZ-UHFFFAOYSA-N 0.000 claims 2
- 230000001133 acceleration Effects 0.000 description 21
- 238000010586 diagram Methods 0.000 description 10
- 230000010363 phase shift Effects 0.000 description 9
- 230000002159 abnormal effect Effects 0.000 description 5
- 238000007493 shaping process Methods 0.000 description 4
- 239000000446 fuel Substances 0.000 description 2
- 230000003213 activating effect Effects 0.000 description 1
- 230000008094 contradictory effect Effects 0.000 description 1
- 230000003247 decreasing effect Effects 0.000 description 1
- 230000000694 effects Effects 0.000 description 1
- 230000002265 prevention Effects 0.000 description 1
- 230000000979 retarding 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
- F02P5/1526—Digital data processing dependent on pinking with means for taking into account incorrect functioning of the pinking sensor or of the electrical means
-
- 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)
- Signal Processing (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Measurement Of Mechanical Vibrations Or Ultrasonic Waves (AREA)
- Testing Of Engines (AREA)
- Electrical Control Of Ignition Timing (AREA)
Description
【発明の詳細な説明】
本発明は内燃機関のノツキングを検出し抑制す
る機能を有する内燃機関の点火時期制御装置に関
するものである。DETAILED DESCRIPTION OF THE INVENTION The present invention relates to an ignition timing control device for an internal combustion engine that has a function of detecting and suppressing knocking in the internal combustion engine.
第１図は従来装置を示し、１は機関の回転、負
荷等の運転状態に応じて点火信号を発生する点火
信号発生器、２は点火信号発生器１からの点火信
号を波形整形し、機関回転数に対応した閉路角の
点火パルスに変換する波形整形部、３は波形整形
部２からの点火パルスの位相を後述のノツク検出
部７からの制御電圧に比例した角度だけ移相して
出力する移相部、４は移相部３からの点火パルス
に応動して点火コイル５の通電を行うパワー部、
６は機関に取付けられ振動を検出するノツクセン
サで、ノツク検出部７はノツクセンサ６の検出々
力から機関のノツキングを選択的に検出し、ノツ
キング強度に比例したレベルの制御電圧を出力す
る。２４はノツキング検出系の異常を検出するフ
エール検出部、２５はフエール検出部２４の出力
に応じてパルスを発生するパルス発生部である。 Fig. 1 shows a conventional device, in which 1 is an ignition signal generator that generates an ignition signal according to operating conditions such as engine rotation and load, and 2 is an ignition signal generator that shapes the waveform of the ignition signal from the ignition signal generator 1. A waveform shaping section 3 converts the ignition pulse into an ignition pulse with a closing angle corresponding to the rotation speed, and outputs the phase of the ignition pulse from the waveform shaping section 2 by an angle proportional to the control voltage from the knock detection section 7, which will be described later. 4 is a power section that energizes the ignition coil 5 in response to the ignition pulse from the phase shift section 3;
Reference numeral 6 denotes a knock sensor attached to the engine to detect vibrations, and the knock detection section 7 selectively detects knocking of the engine from the detection force of the knock sensor 6, and outputs a control voltage at a level proportional to the knocking intensity. Reference numeral 24 indicates a fail detection section for detecting an abnormality in the knocking detection system, and reference numeral 25 indicates a pulse generation section for generating pulses in response to the output of the fail detection section 24.
次に上記の従来装置の動作を説明する。まず、
点火信号発生器１は機関の運転状態に従つて点火
信号を発生する。この点火信号は波形整形部２で
波形整形された後閉路角制御された点火パルスに
変換され、さらに移相部３で移相されてパワー部
４に入力される。パワー部４は入力された点火パ
ルスに従つて点火コイル５の通電制御を行い、点
火コイル５は通電電流の遮断時に点火電圧を発生
し、機関は点火されて始動する。 Next, the operation of the above conventional device will be explained. first,
The ignition signal generator 1 generates an ignition signal according to the operating state of the engine. This ignition signal is waveform-shaped by a waveform shaping section 2 and then converted into an ignition pulse whose closing angle is controlled.The ignition signal is further phase-shifted by a phase shifter 3 and inputted to a power section 4. The power section 4 controls the energization of the ignition coil 5 in accordance with the input ignition pulse, and the ignition coil 5 generates an ignition voltage when the energizing current is cut off, and the engine is ignited and started.
一方、ノツクセンサ６は機関本体の一部に装着
されており、機関の振動を検出する。この検出出
力には燃焼に伴い発生するノイズおよびバルブあ
るいはカム等の作動に伴い発生するノイズに加
え、ノツキングに伴い発生する振動を検出して得
られたノツク信号が含まれる。ノツク検出部７は
このようなノツクセンサ６の検出出力からノツク
信号を選択して検出し、ノツキング強度に比例し
た制御電圧を出力する。この制御電圧は移相部３
に入力され、点火パルスの移相制御が行われる。 On the other hand, the knock sensor 6 is attached to a part of the engine body and detects vibrations of the engine. This detection output includes a knock signal obtained by detecting vibrations caused by knocking, in addition to noise generated by combustion and noise generated by the operation of valves, cams, etc. The knock detection section 7 selects and detects a knock signal from the detection output of the knock sensor 6, and outputs a control voltage proportional to the knocking intensity. This control voltage is
The phase shift control of the ignition pulse is performed.
ここで、第２図および第３図を用いてノツク検
出が行われた場合の移相部３の移相制御について
説明する。第２図は機関にノツキングが発生して
いない場合を示し、第３図は機関にノツキングが
発生している場合を示す。又、Ａは移相部３の入
力、Ｂは移相部３の出力を示し、出力Ｂの立下り
が点火時期Ｆである。第２図の場合には機関にノ
ツキングが発生していないため、ノツク検出部７
は制御電圧を出力ない。従つて、移送部３の入出
力の点火パルスＡ，Ｂの位相は同相となつてい
る。第３図の場合には機関にノツキングが発生し
ているのでノツク検出部７はノツキング強度に比
例したレベルの制御電圧を出力し、移相部３はこ
の制御電圧に従い入力した点火パルスＡをθだけ
遅角側に移相した点火パルスＢを出力する。この
出力はパワー部４に入力され、パワー部４は点火
コイル５の通電を制御する。従つて、第２図の場
合には入力点火パルスＡの位相（時点t1、t2）で
点火コイル５は点火電圧を発生する。又、第３図
の場合には入力点火パルスＡの位相よりθだけ遅
角側に位相した位相（時点t3、t4）で点火コイル
５の出力に点火電圧が発生する。即ち、点火時期
はノツキング発生の有無に応じて遅角制御され、
その制御角度はノツキング強度に比例した角度と
なり、ノツキングは制御される。又、フエール検
出部２４はノツキング検出系の異常を検出すると
出力を発生し、パルス発生部２５はこれに応じて
パルスを発生し、ノツク検出部７はこのパルスに
応じた制御電圧を出力し、移相部３はこの制御電
圧に従い点火パルスを遅角側に移相する。 Here, phase shift control of the phase shift section 3 when knock detection is performed will be explained using FIGS. 2 and 3. FIG. 2 shows a case where no knocking occurs in the engine, and FIG. 3 shows a case where knocking occurs in the engine. Further, A indicates the input of the phase shifter 3, B indicates the output of the phase shifter 3, and the falling edge of the output B is the ignition timing F. In the case of Fig. 2, there is no knocking in the engine, so the knocking detection section 7
does not output control voltage. Therefore, the input and output ignition pulses A and B of the transfer section 3 are in phase. In the case of Fig. 3, knocking has occurred in the engine, so the knock detection section 7 outputs a control voltage at a level proportional to the knocking intensity, and the phase shift section 3 converts the input ignition pulse A into θ according to this control voltage. The ignition pulse B whose phase is shifted to the retard side by the amount shown in FIG. This output is input to the power section 4, and the power section 4 controls the energization of the ignition coil 5. Therefore, in the case of FIG. 2, the ignition coil 5 generates an ignition voltage in the phase of the input ignition pulse A (times t 1 , t 2 ). Further, in the case of FIG. 3, an ignition voltage is generated at the output of the ignition coil 5 at a phase retarded by θ from the phase of the input ignition pulse A (times t 3 and t 4 ). In other words, the ignition timing is retarded depending on whether or not knocking occurs.
The control angle is an angle proportional to the knocking strength, and the knocking is controlled. Further, the fail detection section 24 generates an output when detecting an abnormality in the knocking detection system, the pulse generation section 25 generates a pulse in response to this, the knock detection section 7 outputs a control voltage in response to this pulse, The phase shifter 3 shifts the phase of the ignition pulse to the retard side in accordance with this control voltage.
ところで、ノツク検出部７からの制御電圧と移
相部３で制御される遅角々度の関係は第４図に示
すより比例関係にあり、制御電圧VA，VBに対し
て遅角々度は夫々θA，θBとなる。又、この遅角制
御の場合の制御電圧の変化速度を第５図に示す。
制御電圧は時間比例で変化する特性で、制御電圧
がゼロからVAに達するのに要する時間はTAで、
VBに達するのに要する時間はTBである。即ち、
ノツク検出部７がノツキングを検出し、その内部
の制御電圧発生回路がTB時間作動した場合電圧
VBの制御電圧が出力され、移相部３はこの制御
電圧VBに対応する移相制御を行つた点火パルス
を出力し、点火時期は角度θBだけ遅角される。従
つて、ノツク検出部の制御電圧発生回路をノツク
検出信号以外の制御信号によつて作動させること
により点火時期を所定角度遅角させることができ
る。このような場合を第６図に示す。 By the way, the relationship between the control voltage from the knock detector 7 and the retard angle controlled by the phase shifter 3 is proportional to that shown in FIG. 4 , and the retard angle is θ A and θ B respectively. Further, the rate of change of the control voltage in the case of this retarded angle control is shown in FIG.
The control voltage has a characteristic that changes proportionally to time, and the time required for the control voltage to reach V A from zero is T A ,
The time required to reach V B is T B. That is,
When the knock detection section 7 detects knocking and the internal control voltage generation circuit operates for a time T B , the voltage
A control voltage VB is output, and the phase shifter 3 outputs an ignition pulse that has undergone phase shift control corresponding to this control voltage VB , and the ignition timing is retarded by an angle θB . Therefore, by operating the control voltage generating circuit of the knock detection section using a control signal other than the knock detection signal, the ignition timing can be retarded by a predetermined angle. Such a case is shown in FIG.
第６図は機関の負荷が急増した場合（加速時）
に、ノツキングの発生を防止するため加速状態を
検出し予め点火時期を遅角制御する装置である。
図において、８は機関の吸気管圧あるいはスロツ
トル開度等の運転情報から機関の加速状態を検出
する加速検出部、９は加速検出部８の出力に応動
し定時間パルスを発生するパルス発生部である。
この装置においては、機関の運転状態が加速状態
になつた場合、加速検出部８は加速信号を出力す
る。この加速信号に応動してパルス発生部９は定
時間パルスを出力し、ノツク検出部７の制御電圧
発生回路は定時間作動して所定の制御電圧を発生
し、点火時期は所定角度遅角される。以上のよう
に、従来装置では、機関負荷の増加傾向の運転状
態における遅角制御のために、加速検出部８及び
パルス発生部９を設ける必要があり、またこの遅
角制御の精度はパルス発生部９の特性で決定され
るためパルス発生部９の精度を高くする必要があ
り、大型で高価なものとなつた。 Figure 6 shows a case where the engine load suddenly increases (during acceleration)
In addition, this device detects the acceleration state and retards the ignition timing in advance to prevent knocking.
In the figure, 8 is an acceleration detection section that detects the acceleration state of the engine from operating information such as engine intake pipe pressure or throttle opening, and 9 is a pulse generation section that generates fixed-time pulses in response to the output of the acceleration detection section 8. It is.
In this device, when the operating state of the engine becomes an accelerated state, the acceleration detection section 8 outputs an acceleration signal. In response to this acceleration signal, the pulse generator 9 outputs a pulse for a predetermined time, the control voltage generation circuit of the knock detector 7 operates for a predetermined time to generate a predetermined control voltage, and the ignition timing is retarded by a predetermined angle. Ru. As described above, in the conventional device, it is necessary to provide the acceleration detection section 8 and the pulse generation section 9 for retardation control in operating conditions where the engine load tends to increase, and the accuracy of this retardation control is limited by the pulse generation. Since the pulse generator 9 is determined by the characteristics of the pulse generator 9, it is necessary to increase the accuracy of the pulse generator 9, resulting in a large and expensive device.
本発明は上記の従来の欠点を除去するために成
されたものであり、機関負荷が増加状態にある場
合の遅角制御をフエール検出系の活用で対応で
き、専用の高精度な回路を不要として高精度な制
御を行うことができるとともに、小型安価な内燃
機関の点火時期制御装置を得ることを目的とす
る。 The present invention was made in order to eliminate the above-mentioned conventional drawbacks, and it is possible to perform retard control when the engine load is increasing by utilizing a fail detection system, and there is no need for a dedicated high-precision circuit. The object of the present invention is to provide an ignition timing control device for an internal combustion engine that is small and inexpensive and can perform highly accurate control.
以下本発明の実施例を図面とともに説明する。
まず、第７図はノツキング検出系のフエール検出
回路を示し、１０はノツクセンサで、機関の振動
を検出する電圧素子１１とこれに並列接続された
抵抗１２とから構成されている。１３，１４は電
圧比較器、１５はノツクセンサ１０の出力と電圧
比較器１３の非反転入力と電圧比較器１４の反転
入力との接続部イに一端が接続され、他端が回路
電圧Vccに接続された抵抗、１６〜１９は抵抗
で、抵抗１６，１７により電圧比較器１３の反転
入力にバイアス電圧VEを供給し、抵抗１８，１
９により電圧比較器１４の非反転入力にバイアス
電圧VFを供給している。２０，２１はダイオー
ドで、夫々電圧比較器１３，１４の出力にアノー
ドが接続され、夫々のカソードは互いに接続され
てフエール検出信号の出力部を形成している。
又、部材１３〜２１によりフエール検出部２２を
構成する。 Embodiments of the present invention will be described below with reference to the drawings.
First, FIG. 7 shows a fail detection circuit of a knocking detection system, and 10 is a knock sensor, which is composed of a voltage element 11 for detecting engine vibrations and a resistor 12 connected in parallel with the voltage element 11. Reference numerals 13 and 14 refer to voltage comparators; 15 refers to a connection part A between the output of the knock sensor 10, the non-inverting input of the voltage comparator 13, and the inverting input of the voltage comparator 14; one end thereof is connected to the circuit voltage Vcc; and the other end is connected to the circuit voltage Vcc. The resistors 16 to 19 are resistors, and the resistors 16 and 17 supply the bias voltage V E to the inverting input of the voltage comparator 13, and the resistors 18 and 1
9 supplies a bias voltage V F to the non-inverting input of the voltage comparator 14 . Diodes 20 and 21 have their anodes connected to the outputs of the voltage comparators 13 and 14, respectively, and their cathodes connected to each other to form an output section for a fail detection signal.
Further, the members 13 to 21 constitute a fail detection section 22.
上記のフエール検出回路においては、ノツクセ
ンサ１０内の抵抗１２とフエール検出部２２内の
抵抗１５の抵抗値を同一にした場合、ノツクセン
サ１０の出力に回路電圧Vccの1/2のバイアスが
与えられる。従つて、ノツクセンサ１０の出力と
制御装置（接続部イ）間のハーネスの断線、ある
いはアースへの短絡により制御装置入力のバイア
スは変わる。即ち、ハーネスが断線した場合の制
御装置の入力バイアスは回路電圧Vccとなり、ハ
ーネスがアースに短絡した場合の入力バイアスは
ゼロとなる。電圧比較器１３，１４はこの入力バ
イアスを夫々の他方の入力に与えられたバイアス
との比較を行い、フエールを検出する。 In the above fail detection circuit, when the resistance values of the resistor 12 in the knock sensor 10 and the resistor 15 in the fail detecting section 22 are made the same, a bias of 1/2 of the circuit voltage Vcc is applied to the output of the knock sensor 10. Therefore, the bias of the input to the control device changes due to a disconnection of the harness between the output of the knock sensor 10 and the control device (connection part A) or a short circuit to ground. That is, when the harness is disconnected, the input bias of the control device becomes the circuit voltage Vcc, and when the harness is short-circuited to ground, the input bias becomes zero. The voltage comparators 13 and 14 compare this input bias with the bias applied to the other input of each to detect a fail.
第８図はフエール時の入力バイアスの変化を説
明する図であり、横軸はノツキング検出系のモー
ドを表わし、縦軸は電圧を表わす。ノツキング検
出系が正常な場合には、制御装置の入力バイアス
はVD＝1/2Vccで、電圧比較器１３，１４は夫々
このVDと他の入力に与えられたバイアスVE、VF
との比較を行い、VE＞VD、およびVD＞VFでるた
めに電圧比較器１３，１４の両出力ともLo（低レ
ベル）となる。即ち、フエール検出信号は発生し
ない。次にノツキング検出系が断線状態になつた
場合、入力バイアスはVccとなり、Vcc＞VEおよ
びVcc＞VFであるため電圧比較器１３の出力は
Hi（高レベル）となり、電圧比較器１４の出力は
Loとなる。このため、電圧比較器１３の出力Hi
はダイオード２０を介してフエール検出信号とし
て出力される。又、ノツキング検出系がアースに
短絡状態になつた場合、入力バイアスはゼロとな
るため、VE＞０、VF＞０であるから電圧比較器
１４の検出はHiとなり、ダイオード２１を介し
てフエール検出信号として出力される。即ち、ノ
ツクセンサ１０の出力と制御装置入力間のハーネ
スが断線した場合、電圧比較器１３からフエール
検出信号が出力され、又ハーネスがアースに短絡
した場合比較器１４からフエール検出信号が出力
される。 FIG. 8 is a diagram illustrating changes in input bias at the time of fail, in which the horizontal axis represents the mode of the knocking detection system, and the vertical axis represents the voltage. When the knocking detection system is normal, the input bias of the control device is V D = 1/2Vcc, and the voltage comparators 13 and 14 are connected to this V D and the biases V E and V F given to the other inputs, respectively.
Since V E > V D and V D > V F are obtained, both outputs of voltage comparators 13 and 14 become Lo (low level). That is, no fail detection signal is generated. Next, when the knocking detection system becomes disconnected, the input bias becomes Vcc, and since Vcc>V E and Vcc>V F , the output of the voltage comparator 13 is
becomes Hi (high level), and the output of the voltage comparator 14 becomes
It becomes Lo. Therefore, the output Hi of the voltage comparator 13
is output via the diode 20 as a fail detection signal. Furthermore, if the knocking detection system is short-circuited to ground, the input bias will be zero, and since V E > 0 and V F > 0, the detection of the voltage comparator 14 becomes Hi, and the voltage is output through the diode 21. Output as a fail detection signal. That is, if the harness between the output of the knock sensor 10 and the control device input is disconnected, the voltage comparator 13 outputs a fail detection signal, and if the harness is shorted to ground, the comparator 14 outputs a fail detection signal.
以上のように、ノツクセンサ１０の出力と制御
装置入力間のハーネスの異常が検出され、フエー
ル検出信号が発生された場合の点火時期の制御角
を第９図において説明する。第９図において、横
軸はノツキング検出系のモードを表わし、縦軸は
点火時期の遅角々度を表わす。ノツキング検出系
が正常な場合にはノツクセンサ１０の出力がノツ
ク検出部７へ加わるため機関に発生したノツキン
グ強度に応じた角度だけ点火時期は遅角制御され
る。そお最大角度はθcである。これは最もノツキ
ングが発生し易い運転状態において、問題のない
レベルのノツキングに抑制するのに必要な遅角々
度がθcであることを表わしている。 As described above, the control angle of the ignition timing when an abnormality in the harness between the output of the knock sensor 10 and the input of the control device is detected and a fail detection signal is generated will be explained with reference to FIG. In FIG. 9, the horizontal axis represents the mode of the knocking detection system, and the vertical axis represents the degree of retardation of the ignition timing. When the knocking detection system is normal, the output of the knock sensor 10 is applied to the knock detecting section 7, so that the ignition timing is retarded by an angle corresponding to the knocking intensity generated in the engine. The maximum angle is θ c . This indicates that the degree of retardation required to suppress knocking to a level that does not cause any problem is θ c in the operating state where knocking is most likely to occur.
一方、ノツキング検出系が異常な状態にある場
合の点火時期は、正常時の最大遅角々度θcより小
さい角度θDだけ遅角される。このように異常時の
遅角々度θDを正常時の最大遅角θcより小さくする
のは、次の理由による。即ち、異常時の遅角々度
をθcとすると、点火時期は連続してθcだけ遅角さ
れ、排気ガス温度が高くなり過ぎる危険があり、
遅角々度は小さくするのが望ましい。しかし、遅
角々度が小さいと機関に有害な過大なノツキング
が発生する危険があり、少くとも許容強度以下の
ノツキングに抑えるように点火時期を遅角させる
必要がある。従つて、これらの相反する条件を考
慮してθDをθcより小さくしている。 On the other hand, when the knocking detection system is in an abnormal state, the ignition timing is retarded by an angle θ D that is smaller than the maximum retard angle θ c under normal conditions. The reason why the retard angle θ D in the abnormal state is made smaller than the maximum retard angle θ c in the normal state is as follows. In other words, if the retard angle at the time of abnormality is θ c , the ignition timing will be continuously retarded by θ c , and there is a risk that the exhaust gas temperature will become too high.
It is desirable that the retardation angle be small. However, if the retard angle is small, there is a risk that excessive knocking that is harmful to the engine will occur, so it is necessary to retard the ignition timing to at least suppress the knocking to a permissible level. Therefore, considering these contradictory conditions, θ D is made smaller than θ c .
このように、ノツキング検出系が異常となつた
場合の点火時期は機関に有害となる過大なノツキ
ングが発生することなく、例えばノツキングが発
生しても許容強度以下であり、かつ排気ガス温度
が高くなり過ぎない適切な角度に遅角制御され
る。遅角々度θDは、機関に発生するノツキングが
許容強度以下でありかつ排気ガス温度が異常に高
くなつたりしない安全状態であつて出力トルクが
著しく低下しない望ましい設定角度である。 In this way, when the knocking detection system becomes abnormal, the ignition timing is determined so that excessive knocking that is harmful to the engine does not occur, and even if knocking occurs, the strength is below the allowable level, and the exhaust gas temperature is high. The angle is retarded to an appropriate angle that is not excessive. The retardation angle θ D is a desirable setting angle in which knocking occurring in the engine is below the allowable level, the exhaust gas temperature does not become abnormally high, and the output torque does not drop significantly in a safe state.
本実施例は上記ノツキング検出系の異常時の点
火時期制御特性を利用し、機関の加速運転時にフ
エール検出部２２を作動させ、点火時期を遅角制
御することにより加速運転時のノツキングの発生
を防止するものである。第１０図は本実施例に係
る点火時期制御装置を示し、２３は加速検出部８
により駆動され、ノツクセンサ１０の出力をアー
ス短絡するスイツチ部である。 This embodiment uses the above-mentioned ignition timing control characteristics of the knocking detection system when an abnormality occurs, activates the fail detection section 22 during engine acceleration, and retards the ignition timing to prevent knocking from occurring during acceleration. It is intended to prevent FIG. 10 shows an ignition timing control device according to this embodiment, and 23 is an acceleration detection section 8.
This is a switch section that is driven by the switch and short-circuits the output of the knock sensor 10 to ground.
ノツクセンサ１０の検出々力はハーネスを経て
ノツク検出部７、フエール検出部２２およびスイ
ツチ部２３に入力される。通常、ノツク検出部７
はこのノツクセンサ１０の検出々力からノツク信
号を選択的に検出し、ノツキング強度に応じた遅
角制御電圧を発生し、これを移相部３に入力して
点火時期の遅角制御を行う。上記ハーネスに異常
が生じた場合、フエール検出部２２はフエール検
出信号を発生する。このフエール検出信号はノツ
ク検出部７に加えられてその遅角制御電圧発生回
路に遅角制御電圧を発生させ、該電圧は移相部３
へ入力する。移相部３は該電圧に従つた角度の位
相制御を行い、点火時期を遅角させる。又、機関
が加速状態になつた時、加速検出部８はこれを検
出し、加速検出信号を発生する。この加速検出信
号に応動してスイツチ部２３はノツクセンサ１０
の出力をアースに短絡するように作動する。この
ため、この時ノツキング検出系は異常状態に設定
され、これに伴いフエール検出部２２が作動して
フエール検出信号を発生し、ノツク検出部７の遅
角制御電圧発生回路は遅角制御電圧を発生する。
この結果、ノツキング検出系の異常時と同様に点
火時期の遅角制御が行われる。ノツキング検出系
の異常時の点火時期は、許容強度以上の過大ノツ
キングが発生せず又排気ガス温度が異常に高くな
ることがない、即ち出力トルクが著しく低下する
ことがない角度に遅角制御されるため、所望の十
分な精度でフエール検出部２２によつて設定され
る。従つて、機関の加速時にフエール検出部２２
を作動させて点火時期を遅角制御することによ
り、点火時期は、加速時の過大なノツキングの発
生を抑え出力トルクが著しく低下することがない
適切な角度にフエール検出部２２の所期の精度で
遅角制御される。即ち、前述の従来装置のように
加速時の制御のために付加した回路の特性が制御
精度に影響を与えることはない。 The detection force of the knock sensor 10 is inputted to the knock detecting section 7, fail detecting section 22 and switch section 23 via a harness. Normally, the knock detection section 7
selectively detects a knock signal from the detected force of the knock sensor 10, generates a retard control voltage according to the knocking intensity, and inputs this to the phase shifter 3 to retard the ignition timing. When an abnormality occurs in the harness, the fail detection section 22 generates a fail detection signal. This fail detection signal is applied to the knock detection section 7 to cause the retard control voltage generation circuit to generate a retard control voltage, and this voltage is applied to the phase shift section 3.
Enter. The phase shifter 3 performs angle phase control according to the voltage, and retards the ignition timing. Further, when the engine is accelerated, the acceleration detection section 8 detects this and generates an acceleration detection signal. In response to this acceleration detection signal, the switch section 23 activates the knock sensor 10.
operates to short-circuit the output of the circuit to ground. Therefore, at this time, the knocking detection system is set to an abnormal state, and accordingly, the fail detection section 22 operates to generate a fail detection signal, and the retard control voltage generation circuit of the knock detection section 7 generates a retard control voltage. Occur.
As a result, the ignition timing is retarded in the same way as when the knocking detection system is abnormal. In the event of an abnormality in the knocking detection system, the ignition timing is retarded to an angle that does not cause excessive knocking that exceeds the allowable strength and that does not cause the exhaust gas temperature to become abnormally high, that is, to prevent the output torque from significantly decreasing. Therefore, it is set by the fail detection section 22 with desired sufficient accuracy. Therefore, when the engine accelerates, the fail detection section 22
By operating the ignition timing to retard the ignition timing, the ignition timing is set at an appropriate angle that suppresses the occurrence of excessive knocking during acceleration and does not cause a significant drop in output torque. The retard angle is controlled by That is, unlike the conventional device described above, the characteristics of the circuit added for control during acceleration do not affect control accuracy.
尚、上記実施例は機関の加速時の過大ノツキン
グの発生の防止に関するものであるが、本発明は
他の場合にも適用できる。例えば機関の低温時に
この低温状態を検出する検出部を設け、この検出
部の出力によりフエール検出部２２を作動させる
ことにより、点火時期を遅角させて容易に暖機時
間を短縮することができる。又、省燃費の点から
最近開発がさかんな燃焼気筒数可変式機関におい
ては、燃焼気筒数切換時の負荷変動を検出部で検
出し、この検出出力に応じてフエール検出部２２
を作動させることにより点火時期を遅角させ、燃
料気筒切換時のノツキングの制御あるいは回転ム
ラの低減を行うことができる。 Although the above-mentioned embodiment relates to prevention of excessive knocking during acceleration of the engine, the present invention can be applied to other cases as well. For example, by providing a detection section that detects the low temperature state when the engine is at a low temperature, and operating the fail detection section 22 based on the output of this detection section, the ignition timing can be retarded and the warm-up time can be easily shortened. . In addition, in engines with a variable number of combustion cylinders, which have recently been actively developed from the point of view of fuel efficiency, the detection section detects load fluctuations when switching the number of combustion cylinders, and the fail detection section 22 detects load fluctuations when switching the number of combustion cylinders.
By operating the ignition timing, it is possible to retard the ignition timing and control knocking or reduce rotational irregularities when switching between fuel cylinders.
以上のように本発明においては、機関のノツキ
ングを検出し、これに応じて点火時期を遅角制御
することによりノツクキングを抑制するようにし
た装置において、ノツキング検出系の断線やアー
ス短絡等の異常を検出するフエール検出部を設
け、このフエール検出部の出力をノツキング検出
系の出力に優先させて点火時期を遅角制御し、か
つこのフエール検出部を機関の所定の運転状態時
に作動させるようにしており、通常のノツキング
発生時やノツキング検出系の異常時においてノツ
キングの抑制を行うことができるとともに、例え
ば加速運転時における過大ノツキングの発生を防
止するとともに出力トルクの著しい低下とならな
い適切な遅角々度に点火時期を制御することがで
き、しかもその制御精度は加速検出部等の付加回
路による影響を受けることなく、フエール検出部
が有する所期の十分な精度となる。又、負荷増大
時の遅角制御のための専用の高精度な回路を不要
として、小型安価にすることができる。又、例え
ば機関の低温時にフエール検出部を作動させるこ
とにより容易に暖機時間を短縮することができ、
さらに気筒数可変機関に応用することにより気筒
数可変時のノツキングの発生を防止することがで
きるという実用上優れた効果が得られる。 As described above, in the present invention, in a device that suppresses knocking by detecting engine knocking and retarding the ignition timing accordingly, abnormality such as disconnection or ground short circuit in the knocking detection system is provided. A fail detection section is provided to detect the engine, and the output of the fail detection section is given priority over the output of the knocking detection system to retard the ignition timing, and the fail detection section is activated during a predetermined operating state of the engine. It is possible to suppress knocking when normal knocking occurs or when there is an abnormality in the knocking detection system, and also to prevent excessive knocking during acceleration, for example, and to provide an appropriate retard angle that does not cause a significant drop in output torque. The ignition timing can be controlled at the same time, and the control accuracy is not affected by additional circuits such as the acceleration detection section, and has sufficient accuracy as expected by the fail detection section. Further, since a dedicated high-precision circuit for delay angle control when the load increases is not required, the device can be made smaller and cheaper. In addition, for example, by activating the fail detection section when the engine is at a low temperature, the warm-up time can be easily shortened.
Further, by applying the present invention to an engine with a variable number of cylinders, an excellent practical effect can be obtained in that knocking can be prevented from occurring when the number of cylinders is varied.
第１図は従来装置の構成図、第２図および第３
図は夫々ノツキングが発生していない場合と発生
している場合の移相部の入出力波形図、第４図は
ノツク検出部の制御電圧と遅角々度との関係図、
第５図はノツク検出部の時間と制御電圧との関係
図、第６図は他の従来装置の構成図、第７図は本
発明に係るフエール検出回路の構成図、第８図は
本発明に係るフエール検出部の動作説明図、第９
図は本発明に係るノツキング検出系のモードと遅
角々度との関係図、第１０図は本発明装置の構成
図である。
１……点火信号発生器、２……波形整形部、３
……移相部、４……パワー部、５……点火コイ
ル、７……ノツク検出部、８……加速検出部、１
０……ノツクセンサ、２２……フエール検出部、
２３……スイツチ部。尚、図中同一符号は同一又
は相当部分を示す。
Figure 1 is a configuration diagram of a conventional device, Figures 2 and 3
The figures are input and output waveform diagrams of the phase shift section when knocking does not occur and when knocking occurs, respectively. Figure 4 is a diagram of the relationship between the control voltage of the knock detection section and the retard angle.
FIG. 5 is a diagram of the relationship between time and control voltage of the knock detection section, FIG. 6 is a configuration diagram of another conventional device, FIG. 7 is a configuration diagram of a fail detection circuit according to the present invention, and FIG. 8 is a diagram of the present invention 9th explanatory diagram of the operation of the fail detection unit according to
The figure is a relationship between the mode and retard angle of the knocking detection system according to the present invention, and FIG. 10 is a configuration diagram of the apparatus of the present invention. 1...Ignition signal generator, 2...Waveform shaping section, 3
... Phase shift section, 4 ... Power section, 5 ... Ignition coil, 7 ... Knock detection section, 8 ... Acceleration detection section, 1
0...Knok sensor, 22...Fail detection section,
23...Switch part. Note that the same reference numerals in the figures indicate the same or corresponding parts.
Claims (1)
るノツキング検出系と、ノツキング検出系の異常
を検出するフエール検出部と、ノツキング検出系
の出力及びフエール検出部の出力に応じてかつ後
者を優先させて点火時期を遅角制御する遅角制御
部と、機関負荷が増加傾向の運転状態にあつてフ
エノール検出部が異常を検出していない場合にお
いてフエール検出部を強制的に異常検出状態とす
る手段を備えたことを特徴とする内燃機関の点火
時期制御装置。 ２ 機関の加速運転時にフエール検出部を作動さ
せるように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。 ３ 機関の低温時にフエール検出部を作動させる
ように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。 ４ 機関の燃焼気筒数切換時にフエール検出部を
作動させるように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. A knocking detection system that generates an output according to the knocking intensity of the engine, a fail detection section that detects an abnormality in the knocking detection system, and a knocking detection system that generates an output according to the knocking intensity of the engine, a fail detection section that detects an abnormality in the knocking detection system, and a knocking detection system that generates an output that corresponds to the knocking intensity of the engine. and a retard control section that retards the ignition timing by giving priority to the latter, and a retard control section that forcibly controls the phenol detection section when the phenol detection section does not detect an abnormality in an operating state where the engine load tends to increase. An ignition timing control device for an internal combustion engine, comprising means for setting the detection state. 2. The ignition timing control device for an internal combustion engine according to claim 1, characterized in that the fail detection section is activated during accelerating operation of the engine. 3 Claim 1 characterized in that the fail detection section is activated when the engine is at low temperature.
An ignition timing control device for an internal combustion engine as described in 2. 4. The ignition timing control device for an internal combustion engine according to claim 1, wherein the fail detection section is activated when the number of combustion cylinders of the engine is changed.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP57153756A JPS5941668A (en) | 1982-09-01 | 1982-09-01 | Ignition timing control device in internal-combustion engine |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP57153756A JPS5941668A (en) | 1982-09-01 | 1982-09-01 | Ignition timing control device in internal-combustion engine |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPS5941668A JPS5941668A (en) | 1984-03-07 |
| JPH0543873B2 true JPH0543873B2 (en) | 1993-07-02 |
Family
ID=15569433
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP57153756A Granted JPS5941668A (en) | 1982-09-01 | 1982-09-01 | Ignition timing control device in internal-combustion engine |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPS5941668A (en) |
Families Citing this family (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS62124277U (en) * | 1986-01-30 | 1987-08-07 | ||
| JP4737000B2 (en) * | 2006-08-03 | 2011-07-27 | 日産自動車株式会社 | Three-way valve for fuel supply device |
Citations (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS5647663A (en) * | 1979-09-21 | 1981-04-30 | Nippon Soken Inc | Ignition timing controller for internal combustion engine |
| JPS56162266A (en) * | 1980-05-20 | 1981-12-14 | Nissan Motor Co Ltd | Controlling system for ignition timing |
-
1982
- 1982-09-01 JP JP57153756A patent/JPS5941668A/en active Granted
Patent Citations (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS5647663A (en) * | 1979-09-21 | 1981-04-30 | Nippon Soken Inc | Ignition timing controller for internal combustion engine |
| JPS56162266A (en) * | 1980-05-20 | 1981-12-14 | Nissan Motor Co Ltd | Controlling system for ignition timing |
Also Published As
| Publication number | Publication date |
|---|---|
| JPS5941668A (en) | 1984-03-07 |
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