JPH11201010A - Ignition timing control device for internal combustion engine - Google Patents
Ignition timing control device for internal combustion engineInfo
- Publication number
- JPH11201010A JPH11201010A JP10002042A JP204298A JPH11201010A JP H11201010 A JPH11201010 A JP H11201010A JP 10002042 A JP10002042 A JP 10002042A JP 204298 A JP204298 A JP 204298A JP H11201010 A JPH11201010 A JP H11201010A
- Authority
- JP
- Japan
- Prior art keywords
- ignition timing
- egr
- control device
- egr rate
- internal combustion
- 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.)
- Pending
Links
Classifications
-
- 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
- Output Control And Ontrol Of Special Type Engine (AREA)
- Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
- Combined Controls Of Internal Combustion Engines (AREA)
- Electrical Control Of Ignition Timing (AREA)
Abstract
Description
【０００１】[0001]
【発明の属する技術分野】 この発明は、内燃機関の点
火時期制御装置に関する。The present invention relates to an ignition timing control device for an internal combustion engine.
【０００２】[0002]
【従来の技術】 従来の内燃機関の点火時期制御装置と
しては、例えば図１６に示すようなものがある（特開平
５−２４０１３４号公報参照）。図において、１０１は
エンジン、１０２はエアフロメータ、１０３は吸気管圧
センサ、１０４は排気ガスの還流量を調整するＥＧＲバ
ルブ、１０５は点火プラグ、１０６はエンジン回転数を
検知する電磁ピックアップ、１０７はコントロールユニ
ット、１０８はスロットルバルブ開度ＴＶＯを検出する
アクセル開度センサである。コントロールユニット１０
７は、エンジン回転数Ｎと吸気管圧力Ｐb を読み込みエ
ンジン回転数Ｎと吸気管圧力Ｐb に応じて基本点火時期
を算出する。一方、ＥＧＲについてもエンジン回転数Ｎ
と吸気管圧力Ｐb に応じて必要なＥＧＲ率を算出し、そ
のＥＧＲ率に応じ点火時期を進角補正している（特開平
５−３３２１８６号公報参照）。なお、図１７は制御フ
ローチャート、図１８は点火進角補正ΔＡＤＶ特性図で
あり、従来技術では、図示のようにＥＧＲ率に応じ点火
進角補正ΔＡＤＶは進角大としている。これは、ＥＧＲ
中の不活性ガスが増大することにより燃焼速度が遅くな
ることによる。2. Description of the Related Art An example of a conventional ignition timing control device for an internal combustion engine is shown in FIG. 16 (see Japanese Patent Application Laid-Open No. 5-240134). In the figure, 101 is an engine, 102 is an air flow meter, 103 is an intake pipe pressure sensor, 104 is an EGR valve for adjusting the recirculation amount of exhaust gas, 105 is a spark plug, 106 is an electromagnetic pickup for detecting the engine speed, 107 is A control unit 108 is an accelerator opening sensor that detects the throttle valve opening TVO. Control unit 10
7, calculates the basic ignition timing in accordance with the loading and engine speed N and the intake pipe pressure P b and the engine rotational speed N intake pipe pressure P b. On the other hand, regarding the EGR, the engine speed N
And calculating a required EGR rate according to the intake pipe pressure P b, are the EGR rate advancing the ignition timing according to the correction (see Japanese Patent Laid-Open No. 5-332186). FIG. 17 is a control flowchart, and FIG. 18 is an ignition advance correction .DELTA.ADV characteristic diagram. In the prior art, the ignition advance correction .DELTA.ADV is increased in accordance with the EGR rate as shown in the figure. This is EGR
This is because the burning rate is reduced due to the increase of the inert gas therein.
【０００３】[0003]
【発明が解決しようとする課題】 しかしながら、上述
のような従来の内燃機関の点火時期制御装置を、ガソリ
ンの直接噴射式エンジンに適用する場合、運転状態に応
じて成層燃焼と均質燃焼を切り換えるが、成層燃焼時は
大量のＥＧＲを導入し、リーンの均質燃焼時はＥＧＲの
導入を停止するため、成層燃焼から均質燃焼へ燃焼状態
を切り換えた場合を考えると、点火時期は直ちに均質燃
焼に対応して切り替わるが、吸気通路中の実ＥＧＲ率は
直ちに零とはならず徐々に減少するため、エンジン回転
数Ｎと吸気管圧力Ｐb に応じて求めたＥＧＲ率に応じて
点火時期を補正したのでは、こうしたＥＧＲ率の遅れが
反映されず、失火や燃費・排気の悪化を招く場合がある
という問題点があった。この発明は、このような従来の
問題点に着目してなされたもので、過渡運転時にＥＧＲ
量を推定する手段により点火時期を補正する手段を持た
せることにより上記問題点を解決することを目的として
いる。However, when the conventional ignition timing control device for an internal combustion engine as described above is applied to a gasoline direct injection type engine, stratified combustion and homogeneous combustion are switched according to the operating state. Considering the case where the combustion state is switched from stratified combustion to homogeneous combustion in order to introduce a large amount of EGR during stratified combustion and stop introducing EGR during lean homogeneous combustion, the ignition timing immediately corresponds to homogeneous combustion. and it is switched to, for gradually decreasing not become actual EGR rate is zero immediately in the intake passage, and correcting the ignition timing according to the engine rotational speed N and the intake pipe pressure P b in the determined EGR rate according to However, there is a problem that such a delay in the EGR rate is not reflected, which may lead to misfiring and deterioration of fuel efficiency and exhaust. The present invention has been made in view of such a conventional problem, and the EGR is performed during a transient operation.
It is an object of the present invention to solve the above problem by providing a means for estimating the amount to correct the ignition timing.
【０００４】[0004]
【課題を解決するための手段】 このため、請求項１記
載の発明は、筒内で燃料を噴射し、混合気を成層化し運
転する成層エンジンにおいて、燃料噴射量とエンジン回
転数で基本点火時期を設定し、ＥＧＲ率を推定する手段
を有し、ＥＧＲ率と吸入空気量で進角補正する構成とし
た。請求項２記載の発明では、請求項１記載の内燃機関
の点火時期制御装置において、ＥＧＲ率推定を吸気管圧
力と吸入空気量で行う構成とした。請求項３記載の発明
では、請求項１記載の内燃機関の点火時期制御装置にお
いて、ＥＧＲ率推定を吸気管圧力とスロットルバルブ開
度で行う構成とした。請求項４記載の発明では、請求項
１記載の内燃機関の点火時期制御装置において、ＥＧＲ
率推定をＥＧＲバルブの開度で行う構成とした。請求項
５記載の発明では、請求項１記載の内燃機関の点火時期
制御装置において、ＥＧＲ率推定をＥＧＲバルブの開度
とその前後差圧で行う構成とした。SUMMARY OF THE INVENTION Therefore, the present invention provides a stratified engine that injects fuel in a cylinder to stratify an air-fuel mixture to operate in a stratified engine based on a fuel injection amount and an engine speed. And a means for estimating the EGR rate is provided, and the advance angle is corrected based on the EGR rate and the intake air amount. According to a second aspect of the present invention, in the ignition timing control device for an internal combustion engine according to the first aspect, the EGR rate is estimated based on the intake pipe pressure and the intake air amount. According to a third aspect of the present invention, in the ignition timing control device for an internal combustion engine according to the first aspect, the EGR rate is estimated based on the intake pipe pressure and the throttle valve opening. According to a fourth aspect of the present invention, in the ignition timing control apparatus for an internal combustion engine according to the first aspect, the EGR
The rate is estimated based on the opening of the EGR valve. According to a fifth aspect of the present invention, in the ignition timing control device for an internal combustion engine according to the first aspect, the EGR rate is estimated based on the opening degree of the EGR valve and the differential pressure across the EGR valve.
【０００５】[0005]
【発明の実施の形態】 以下、この発明の実施の形態を
図面に基づいて説明する。 ＜実施の形態１＞図１は、実施の形態１を示す図であ
る。まず構成を説明すると、エンジン１は直接噴射式の
火花点火機関であり、筒内に直接燃料を噴射する燃料噴
射弁９を有する。エンジン１は、運転条件に応じて燃焼
状態を切り換えることが可能であり、低負荷・低回転時
では圧縮行程後半に燃料を噴射して点火プラグ５の近傍
に濃厚な混合気を形成する成層燃焼を行い、成層燃焼の
領域に隣接する高負荷側もしくは高回転側では吸気行程
に燃料を噴射して筒内に均質且つリーンな混合気を形成
する均質リーン燃焼を行い、均質リーン燃焼の領域より
もさらに高負荷側もしくは高回転側では吸気行程に燃料
を噴射して筒内に均質且つストイキの混合気を形成する
均質燃焼を行う。吸気通路１１には排気通路１２からＥ
ＧＲを還流するＥＧＲ通路１１が接続され、ＥＧＲバル
ブ４を開閉することにより、吸気中に還流されるＥＧＲ
量を制御することが可能である。さらに、吸気通路１０
には吸入空気量を検出するエアフロメータ２、吸気管圧
力を検出する吸気圧センサ３、吸入空気量を調整するス
ロットルバルブ１３、スロットルバルブ１３の開度を検
出するスロットル開度センサ８が設けられている。これ
らエアフローメータ２，吸気圧センサ３，スロットル開
度センサ８の信号は、エンジンの回転速度を検出する電
磁ピックアップ６の信号と共にコントロールユニット７
に入力され、こうした情報をもとにコントロールユニッ
ト７は、吸入空気量、点火時期、ＥＧＲ量、燃料噴射
量、燃料噴射時期をそれぞれ演算する。Embodiments of the present invention will be described below with reference to the drawings. <First Embodiment> FIG. 1 is a diagram showing a first embodiment. First, the configuration will be described. The engine 1 is a direct injection type spark ignition engine, and has a fuel injection valve 9 for directly injecting fuel into a cylinder. The engine 1 can switch the combustion state in accordance with the operating conditions, and at low load and low speed, stratified combustion in which fuel is injected in the latter half of the compression stroke to form a rich mixture near the ignition plug 5. On the high load side or high rotation side adjacent to the stratified combustion region, the fuel is injected in the intake stroke to form a homogeneous and lean air-fuel mixture in the cylinder, and the homogeneous lean combustion is performed. Further, on the high-load side or high-speed side, fuel is injected in the intake stroke to perform homogeneous combustion in which a homogeneous and stoichiometric mixture is formed in the cylinder. The intake passage 11 has an E
The EGR passage 11 for returning the GR is connected, and the EGR valve 4 is opened and closed to open and close the EGR during the intake air.
It is possible to control the amount. Further, the intake passage 10
An air flow meter 2 for detecting an intake air amount, an intake pressure sensor 3 for detecting an intake pipe pressure, a throttle valve 13 for adjusting an intake air amount, and a throttle opening sensor 8 for detecting an opening degree of the throttle valve 13 are provided. ing. The signals of the air flow meter 2, the intake pressure sensor 3, and the throttle opening sensor 8 are transmitted to the control unit 7 together with the signal of the electromagnetic pickup 6 for detecting the rotation speed of the engine.
The control unit 7 calculates the intake air amount, the ignition timing, the EGR amount, the fuel injection amount, and the fuel injection timing based on such information.
【０００６】図２は成層燃焼時に加速を開始した場合の
時間変化を表わす。ｔ0 で加速するとスロットルバルブ
開度ＴＶＯが増大する。一方スロットルバルブ開度ＴＶ
Ｏの増大に伴い要求トルクが増大するため燃焼状態は成
層燃焼から均質リーン燃焼に切り換えられるが、トルク
段差を吸収する必要があるため、まず時間ｔ0 でＥＧＲ
をカットし、実ＥＧＲ率が十分小さくなった時間ｔ1 時
に均質リーン燃焼に切り換える。従来例では、吸気管圧
力Ｐb の変化に応じて点火時期を進角補正できるが、Ｅ
ＧＲの遅れを補正する手段を有していないため、実際の
要求進角よりも過進角してしまう。FIG. 2 shows a time change when acceleration is started during stratified combustion. When the vehicle accelerates at t 0 , the throttle valve opening TVO increases. On the other hand, the throttle valve opening TV
Since the required torque increases with the increase of O, the combustion state is switched from stratified combustion to homogeneous lean combustion. However, since it is necessary to absorb the torque step, first the EGR is performed at time t 0 .
At the time t 1 when the actual EGR rate has become sufficiently small, and is switched to homogeneous lean combustion. In the conventional example, although the ignition timing can be the advance correction according to the change of the intake pipe pressure P b, E
Since there is no means for correcting the GR delay, the angle is over-advanced from the actual required advance angle.
【０００７】図３にＥＧＲ有無の時の要求点火時期を示
す。成層燃焼時は吸入空気量Ｑa が増加するに従い供給
する燃料の気化量が減るため燃焼が悪化し要求は進角す
る。これは筒内圧、温度が高くなるため燃料の飽和蒸気
濃度が低くなることによる。またＥＧＲが増えると不活
性ガスが増加し、燃焼が悪化するので要求はさらに進角
する。成層燃焼時は燃料噴射弁９から噴射される燃料自
身の噴霧速度や噴射する期間で点火プラグ回りに燃料が
到達するタイミングが決まるため、点火するタイミング
は噴射パルス巾Ｔi とエンジン回転数Ｎで決まる。FIG. 3 shows the required ignition timing with and without EGR. During the stratified combustion to the advance requests combustion is deteriorated because the amount of vaporization decreases of fuel supplied in accordance with the intake air quantity Q a increases. This is because the saturated vapor concentration of the fuel becomes low because the cylinder pressure and the temperature become high. Further, when the EGR increases, the amount of inert gas increases and the combustion deteriorates, so that the demand is further advanced. Because during the stratified combustion timing to reach the fuel to the spark plug about the period of spray rate and the injection of the fuel itself that is injected from the fuel injection valve 9 is determined, the timing of ignition in the injection pulse width T i and the engine speed N Decided.
【０００８】すなわち、実施の形態１では、図６の制御
フローチャートに示すように、成層燃焼時には（Ｓ２
１）、エンジン回転数Ｎと噴射パルス幅Ｔｉとを読み込
み（Ｓ２２）、図４に示す基本点火時期マップに基づい
て基本点火時期ＡＤＶを求め、その後、実ＥＧＲ率は推
定し（Ｓ２４）、推定した実ＥＧＲ率から図５に示す点
火進角補正マップに基づいて点火進角補正△ＡＤＶを求
め（Ｓ２５）、点火時期ＡＤＶを補正する（Ｓ２６）。That is, in the first embodiment, as shown in the control flowchart of FIG.
1) The engine speed N and the injection pulse width Ti are read (S22), the basic ignition timing ADV is obtained based on the basic ignition timing map shown in FIG. 4, and then the actual EGR rate is estimated (S24). An ignition advance correction △ ADV is obtained from the actual EGR rate based on the ignition advance correction map shown in FIG. 5 (S25), and the ignition timing ADV is corrected (S26).
【０００９】以上のように、本実施の形態では、エンジ
ン回転数Ｎと噴射パルス巾Ｔｉとで設定した点火時期Ａ
ＤＶを、実ＥＧＲ率に基づいて求めた点火進角補正△Ａ
ＤＶにより補正するようにしたため、過渡時にＥＧＲ量
が変化する場合も、要求通りの点火時期を設定でき、失
火や燃費・排気の悪化を防ぐことができる。As described above, in this embodiment, the ignition timing A set by the engine speed N and the injection pulse width Ti is used.
DV is calculated based on the ignition advance correction ΔA obtained based on the actual EGR rate.
Since the correction is made by the DV, even when the EGR amount changes during a transition, the ignition timing as required can be set, and misfire and deterioration of fuel consumption and exhaust can be prevented.
【００１０】以下に、他の実施の形態について説明する
が、各実施の形態の基本的構成、すなわち、図１に示す
構成は共通しているため、この説明は省略する。Hereinafter, other embodiments will be described. However, since the basic configuration of each embodiment, that is, the configuration shown in FIG. 1 is common, the description is omitted.
【００１１】＜実施の形態２＞実施の形態２は、吸気管
圧力Ｐb と吸入空気量Ｑa から実ＥＧＲ率を推定して点
火進角補正△ＡＤＶを求めるようにした形態である。す
なわち、この実施の形態２では、図７のフローチャート
に示すように、成層燃焼を行っているときには、基本点
火時期ＡＤＶを演算した後、吸気管圧力Ｐbと吸入空気
量Ｑa を読み込んで（Ｓ３４）、吸気管圧力Ｐb と吸入
空気量Ｑa から図８に示すマップに基づいて実ＥＧＲ率
を推定すると共に（Ｓ３５）、同じく図８に示すマップ
に基づいて実ＥＧＲ率と吸入空気量Ｑa から点火進角補
正△ＡＤＶを求める（Ｓ２５）。なお、成層燃焼を行っ
ていないときには、図１７に示す従来のフローに進む。[0011] Embodiment 2 <Embodiment 2> are in a form so as to obtain the intake pipe pressure P b and estimating the actual EGR ratio from the intake air quantity Q a to spark advance correction △ ADV. That is, in the second embodiment, as shown in the flowchart of FIG. 7, when performing stratified charge combustion, after calculating the basic ignition timing ADV, it reads the intake pipe pressure P b and the intake air amount Q a ( S34), thereby estimating the actual EGR ratio on the basis of the intake pipe pressure P b and the intake air quantity Q a to the map shown in FIG. 8 (S35), similarly actual EGR rate and an intake air quantity in accordance with the map shown in FIG. 8 determine the spark advance correction △ ADV from Q a (S25). When stratified charge combustion is not being performed, the flow proceeds to the conventional flow shown in FIG.
【００１２】以上のように、本実施の形態では、エンジ
ン回転数Ｎと噴射パルス巾Ｔｉとで設定した点火時期Ａ
ＤＶを、吸気管圧力Ｐb と吸入空気量Ｑa とに基づいて
ＥＧＲ率を推定して求めた点火進角△ＡＤＶにより補正
するようにしたため、過渡時にＥＧＲ量が変化する場合
も、要求通りの点火時期を設定でき、失火や燃費・排気
の悪化を防ぐことができる。As described above, in the present embodiment, the ignition timing A set by the engine speed N and the injection pulse width Ti
The DV, due to be corrected by the ignition advance angle △ ADV determined by estimating the EGR rate on the basis of the intake pipe pressure P b and the intake air quantity Q a, even if the EGR amount is changed during a transient, as requested Ignition timing can be set, and misfire and deterioration of fuel efficiency and exhaust can be prevented.
【００１３】＜実施の形態３＞実施の形態３では、図９
のフローチャートに示すように、吸気管圧力Ｐb とスロ
ットルバルブ開度ＴＶＯを読み込んで（Ｓ４４）、ま
ず、図１０に示すマップに基づいて吸気管圧力Ｐb とス
ロットルバルブ開度ＴＶＯから実ＥＧＲ率を求め（Ｓ４
５）、この推定した実ＥＧＲ率と吸入空気量Ｑa を読み
込み（Ｓ４６）さらに、図１１に示すマップに基づいて
推定した実ＥＧＲ率と吸入空気量Ｑa から点火進角補正
△ＡＤＶを求める（Ｓ２５）。<Embodiment 3> In Embodiment 3, FIG.
As shown in the flowchart of FIG. 10, the intake pipe pressure Pb and the throttle valve opening TVO are read (S44). First, the actual EGR rate is calculated from the intake pipe pressure Pb and the throttle valve opening TVO based on the map shown in FIG. (S4
5), the estimated actual EGR rate and reads the intake air amount Q a with (S46) further determines the spark advance correction △ ADV and the actual EGR rate estimated from the intake air quantity Q a in accordance with the map shown in FIG. 11 (S25).
【００１４】よって、上述の実施の形態と同様に、過渡
時にＥＧＲ量が変化する場合も、要求通りの点火時期を
設定でき、失火や燃費・排気の悪化を防ぐことができ
る。Therefore, similarly to the above-described embodiment, even when the EGR amount changes during a transition, the ignition timing can be set as required, and misfire and deterioration of fuel consumption and exhaust can be prevented.
【００１５】＜実施の形態４＞実施の形態４では、図１
２のフローチャートに示すように、ＥＧＲバルブ開度Ｅ
ＧＲＯを読み込み（Ｓ５４）、図１３のマップに基づい
て実ＥＧＲ率を推定し（Ｓ５５）、この推定した実ＥＧ
Ｒ率と吸入空気量Ｑa を読み込み（５６）実施の形態３
と同様に図１１に示すマップに基づいて推定したＥＧＲ
率と吸入空気量Ｑa から点火進角補正△ＡＤＶを求める
（Ｓ２５）。<Embodiment 4> In Embodiment 4, FIG.
As shown in the flowchart of FIG. 2, the EGR valve opening E
The GRO is read (S54), and the actual EGR rate is estimated based on the map of FIG. 13 (S55).
It reads the R ratio and the intake air amount Q a (56) Embodiment 3
EGR estimated based on the map shown in FIG.
Rate as spark advance correction from the intake air quantity Q a △ seek ADV (S25).
【００１６】よって、上述の実施の形態と同様に、過渡
時にＥＧＲ量が変化する場合も、要求通りの点火時期を
設定でき、失火や燃費・排気の悪化を防ぐことができ
る。Therefore, similarly to the above-described embodiment, even when the EGR amount changes during a transition, the ignition timing can be set as required, and misfire and deterioration of fuel consumption and exhaust can be prevented.
【００１７】＜実施の形態５＞実施の形態５では、ＥＧ
Ｒバルブ４の前後差圧を検出する手段を有し、図１４の
フローチャートに示すように、ＥＧＲバルブ開度ＥＧＲ
Ｏと、その前後差圧△Ｐを読み込み（Ｓ６４）、図１５
のマップに基づいてＥＧＲバルブ開度ＥＧＲＯとその前
後差圧△Ｐとから実ＥＧＲ率を推定し（Ｓ６５）、この
推定した実ＥＧＲ率と吸入空気量Ｑa を読み込み（Ｓ６
６）、実施の形態３と同様に図１１に示すマップに基づ
いてＥＧＲ推定値と吸入空気量Ｑa から点火進角補正△
ＡＤＶを求める（Ｓ２５）。<Embodiment 5> In Embodiment 5, the EG
A means for detecting the differential pressure across the R valve 4 is provided. As shown in the flowchart of FIG.
O and its differential pressure ΔP are read (S64), and FIG.
Based on the map to estimate the actual EGR rate from the EGR valve opening EGRO and its differential pressure △ P of the (S65), the estimated actual EGR rate and reads the intake air amount Q a with (S6
6) Embodiment 3 Similarly in accordance with the map shown in FIG. 11 EGR estimated value and the spark advance correction from the intake air quantity Q a △
ADV is obtained (S25).
【００１８】よって、上述の実施の形態と同様に、過渡
時にＥＧＲ量が変化する場合も、要求通りの点火時期を
設定でき、失火や燃費・排気の悪化を防ぐことができ
る。Therefore, similarly to the above-described embodiment, even when the EGR amount changes during a transition, the ignition timing as required can be set, and misfire and deterioration of fuel consumption and exhaust can be prevented.
【００１９】[0019]
【発明の効果】 以上説明してきたように、この発明に
よれば、その構成を実ＥＧＲ率と推定し、この推定した
ＥＧＲ率と吸入空気量とに基づいて点火進角補正を行う
構成としたため、過渡時のＥＧＲ量が変化する場合も要
求通りの点火時期を設定でき、失火や燃費，排気の悪化
を防ぐことができるという効果が得られる。As described above, according to the present invention, the configuration is estimated as the actual EGR rate, and the ignition advance angle is corrected based on the estimated EGR rate and the intake air amount. In addition, even when the EGR amount changes during the transition, the ignition timing can be set as required, and the effect of preventing misfire, fuel consumption and deterioration of exhaust can be obtained.
【図１】実施の形態の内燃機関の点火時期制御装置の構
成を示す構成説明図である。FIG. 1 is an explanatory diagram illustrating a configuration of an ignition timing control device for an internal combustion engine according to an embodiment.
【図２】成層燃焼時の過渡特性図である。FIG. 2 is a transient characteristic diagram during stratified combustion.
【図３】要求点火時期特性図である。FIG. 3 is a characteristic diagram of a required ignition timing.
【図４】実施の形態１の基本点火時期マップである。FIG. 4 is a basic ignition timing map according to the first embodiment;
【図５】実施の形態１の点火進角補正マップである。FIG. 5 is an ignition advance correction map according to the first embodiment;
【図６】実施の形態１の制御フローチャートである。FIG. 6 is a control flowchart according to the first embodiment.
【図７】実施の形態２の制御フローチャートである。FIG. 7 is a control flowchart according to the second embodiment.
【図８】実施の形態２の点火進角補正マップである。FIG. 8 is an ignition advance correction map according to the second embodiment.
【図９】実施の形態３の制御フローチャートである。FIG. 9 is a control flowchart according to the third embodiment.
【図１０】実施の形態３のＥＧＲ率マップである。FIG. 10 is an EGR rate map according to the third embodiment.
【図１１】実施の形態３の点火進角補正マップである。FIG. 11 is an ignition advance correction map according to the third embodiment.
【図１２】実施の形態４の制御フローチャートである。FIG. 12 is a control flowchart according to the fourth embodiment.
【図１３】実施の形態４のＥＧＲ率マップである。FIG. 13 is an EGR rate map according to the fourth embodiment.
【図１４】実施の形態５の制御フローチャートである。FIG. 14 is a control flowchart according to the fifth embodiment.
【図１５】実施の形態５のＥＧＲ率マップである。FIG. 15 is an EGR rate map according to the fifth embodiment.
【図１６】従来の内燃機関の噴射時期制御装置を示す構
成説明図である。FIG. 16 is a configuration explanatory view showing a conventional injection timing control device for an internal combustion engine.
【図１７】従来例の制御フローチャートである。FIG. 17 is a control flowchart of a conventional example.
【図１８】ＥＧＲ率と点火進角補正ΔＡＤＶの特性図で
ある。FIG. 18 is a characteristic diagram of the EGR rate and the ignition advance correction ΔADV.
１ 成層エンジン ２ エアフロメータ ３ 吸気管圧センサ ４ ＥＧＲバルブ ５ 点火プラグ ６ 電磁ピックアップ ７ コントロールユニット ８ 圧力開度センサ ９ 噴射弁 １０１ エンジン １０２ エアフロメータ １０３ 吸気管圧センサ １０４ ＥＧＲ １０５ 点火プラグ １０６ 電磁ピックアップ １０７ コントロールユニット １０８ アクセル開度センサ Reference Signs List 1 stratified engine 2 air flow meter 3 intake pipe pressure sensor 4 EGR valve 5 spark plug 6 electromagnetic pickup 7 control unit 8 pressure opening sensor 9 injection valve 101 engine 102 air flow meter 103 intake pipe pressure sensor 104 EGR 105 ignition plug 106 electromagnetic pickup 107 Control unit 108 Accelerator opening sensor
Claims (5)
運転する成層エンジンにおいて、燃料噴射量とエンジン
回転数で基本点火時期を設定し、排気ガスの還流率であ
るＥＧＲ率を推定する手段を有し、ＥＧＲ率と吸入空気
量で進角補正することを特徴とする内燃機関の点火時期
制御装置。In a stratified engine that injects fuel in a cylinder and stratifies an air-fuel mixture to operate, a basic ignition timing is set based on a fuel injection amount and an engine speed, and an EGR rate as an exhaust gas recirculation rate is estimated. An ignition timing control device for an internal combustion engine, wherein the ignition timing control device has an EGR rate and an intake air amount.
装置において、ＥＧＲ率推定を吸気管圧力と吸入空気量
で行うことを特徴とする内燃機関の点火時期制御装置。2. The ignition timing control device for an internal combustion engine according to claim 1, wherein the EGR rate is estimated based on an intake pipe pressure and an intake air amount.
装置において、ＥＧＲ率推定を吸気管圧力とスロットル
バルブ開度で行うことを特徴とする内燃機関の点火時期
制御装置。3. The ignition timing control device for an internal combustion engine according to claim 1, wherein the EGR rate is estimated based on an intake pipe pressure and a throttle valve opening.
装置において、ＥＧＲ率推定をＥＧＲバルブの開度で行
うことを特徴とする内燃機関の点火時期制御装置。4. The ignition timing control device for an internal combustion engine according to claim 1, wherein the EGR rate is estimated based on an opening of the EGR valve.
装置において、ＥＧＲ率推定をＥＧＲバルブの開度とそ
の前後差圧で行うことを特徴とする内燃機関の点火時期
制御装置。5. The ignition timing control device for an internal combustion engine according to claim 1, wherein the EGR rate is estimated based on an opening of the EGR valve and a pressure difference between the opening and the rear of the EGR valve.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP10002042A JPH11201010A (en) | 1998-01-08 | 1998-01-08 | Ignition timing control device for internal combustion engine |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP10002042A JPH11201010A (en) | 1998-01-08 | 1998-01-08 | Ignition timing control device for internal combustion engine |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| JPH11201010A true JPH11201010A (en) | 1999-07-27 |
Family
ID=11518281
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP10002042A Pending JPH11201010A (en) | 1998-01-08 | 1998-01-08 | Ignition timing control device for internal combustion engine |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPH11201010A (en) |
Cited By (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US8256546B2 (en) | 2008-12-26 | 2012-09-04 | Toyota Jidosha Kabushiki Kaisha | Internal combustion engine apparatus, control method thereof, and hybrid vehicle |
| KR101406636B1 (en) * | 2012-12-13 | 2014-06-11 | 기아자동차주식회사 | Egr system |
| US8825344B2 (en) | 2009-06-23 | 2014-09-02 | Toyota Jidosha Kabushiki Kaisha | Control apparatus and control method for internal combustion engine |
| JP2015014257A (en) * | 2013-07-05 | 2015-01-22 | スズキ株式会社 | Ignition timing control device for internal combustion engine |
-
1998
- 1998-01-08 JP JP10002042A patent/JPH11201010A/en active Pending
Cited By (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US8256546B2 (en) | 2008-12-26 | 2012-09-04 | Toyota Jidosha Kabushiki Kaisha | Internal combustion engine apparatus, control method thereof, and hybrid vehicle |
| US8825344B2 (en) | 2009-06-23 | 2014-09-02 | Toyota Jidosha Kabushiki Kaisha | Control apparatus and control method for internal combustion engine |
| KR101406636B1 (en) * | 2012-12-13 | 2014-06-11 | 기아자동차주식회사 | Egr system |
| JP2015014257A (en) * | 2013-07-05 | 2015-01-22 | スズキ株式会社 | Ignition timing control device for internal combustion engine |
| DE102014211714B4 (en) | 2013-07-05 | 2020-06-18 | Suzuki Motor Corporation | Control of engine ignition timing during EGR mode transitions |
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