JPS5848776A - Ignition timing control device for internal-combustion engine - Google Patents

Ignition timing control device for internal-combustion engine

Info

Publication number
JPS5848776A
JPS5848776A JP56147346A JP14734681A JPS5848776A JP S5848776 A JPS5848776 A JP S5848776A JP 56147346 A JP56147346 A JP 56147346A JP 14734681 A JP14734681 A JP 14734681A JP S5848776 A JPS5848776 A JP S5848776A
Authority
JP
Japan
Prior art keywords
engine
valve
throttle valve
sub
intake throttle
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
Application number
JP56147346A
Other languages
Japanese (ja)
Inventor
Tatsuaki Nakanishi
中西　達明
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Toyota Motor Corp
Original Assignee
Toyota Motor Corp
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Toyota Motor Corp filed Critical Toyota Motor Corp
Priority to JP56147346A priority Critical patent/JPS5848776A/en
Publication of JPS5848776A publication Critical patent/JPS5848776A/en
Pending legal-status Critical Current

Links

Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02P—IGNITION, OTHER THAN COMPRESSION IGNITION, FOR INTERNAL-COMBUSTION ENGINES; TESTING OF IGNITION TIMING IN COMPRESSION-IGNITION ENGINES
    • F02P5/00—Advancing or retarding ignition; Control therefor
    • F02P5/04—Advancing or retarding ignition; Control therefor automatically, as a function of the working conditions of the engine or vehicle or of the atmospheric conditions
    • F02P5/145—Advancing or retarding ignition; Control therefor automatically, as a function of the working conditions of the engine or vehicle or of the atmospheric conditions using electrical means
    • F02P5/155—Analogue data processing
    • F02P5/1553—Analogue data processing by determination of elapsed angle with reference to a particular point on the motor axle, dependent on specific conditions
    • F02P5/1556—Analogue data processing by determination of elapsed angle with reference to a particular point on the motor axle, dependent on specific conditions using a stepped control, dependent on speed
    • 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)
  • Electrical Control Of Ignition Timing (AREA)

Abstract

PURPOSE:To improve the performance of an engine by a method wherein the ginition timing is controlled so as to meet with the opening and closing conditions of a choke valve for sub- suction air, in the title system equipped with the choke valve for the sub-suction air, which is opened in the high load range of the engine. CONSTITUTION:The revolution number of an engine is judged in accordance with the same obtained from the output of a crank angle sensor 42 whether it is higher than a set value or 5,000rpm, for example. When it is higher than 5,000rpm, the opening degree of a choke valve 18 is decided in accordance with the output of a throttle sensor 20 whether it is in a high load range wherein the choke valve 18 is opened more than a predetermined opening degree or 40 deg., for example. When it is in the high load range wherein the revolution number of the engine is higher than 5,000rpm and the opening degree of the main suction air choking valve 18 is more than 40 deg., a digital electronic control circuit 44 outputs a signal to open the sub suction air valve to a vacuum control valve 28. According to this operation, atmosphere is introduced into the diaphragm chamber 27e of the opening and closing valve 27 for the sub suction air choke valve by the control valve 28 and the sub suction air choke calve 24 is fully opened by the effects of a tension spring 27b and a compression spring 27f. Simultaneously, the ignition timing is also advanced by a predetermined value or 5 deg.CA, for example.

Description

【発明の詳細な説明】 本発明は、内燃機関の点火時゛期制御装置に係り、特に
、自動車用内燃機関に用いるに好適な、主吸気通路と、
機関の高負荷域で開かれる副吸気絞り弁が配設された副
吸気通路とを備えた内燃機関の点火時期制御装置の改良
に関する。DETAILED DESCRIPTION OF THE INVENTION The present invention relates to an ignition timing control device for an internal combustion engine, and particularly to a main intake passage suitable for use in an internal combustion engine for an automobile.
The present invention relates to an improvement in an ignition timing control device for an internal combustion engine that is equipped with a sub-intake passage in which a sub-intake throttle valve that opens in a high engine load range is disposed.

一般に１内燃機関においては、その出力軸トルクが吸気
通路の口径、形状等の影響を大きく受けることが知られ
ている。この吸気通路として、従来は、単一の吸気通路
が用いられていたため、該吸気通路の口径、形状等をエ
ンジン低回転域に合わせて最適化すると、エンジン高回
転域での性能が低下し、一方、吸気通路の口径、形状等
をエンジン高回転域に合わせて最適化すると、エンジン
低回転域で十分な性能が得られな（なるという欠点を有
していた。このような欠点を解消するべく、遅生、エン
ジン低回転域に合わせて最適化された主吸気通路の他に
、エンジン高回転域で開かれる副吸気絞り弁が配設され
た副吸気通路を配設し、エンジン低回転域では、該エン
ジン低回転域に合わせて最適化された主吸気通路のみを
介してエンジン燃焼室に空気を送り込むことにより、高
い性能を得、一方、エンジン高回転域では、前記吸気絞
り弁を開くことによって、主吸気通路と副吸気通路の両
者を介してエンジンの燃焼室に空気を送り込むことによ
り、エンジン高回転域においても、高い性能を得て、高
回転時の性能を損なうことなく低回転時の性能を向上は
せるようにした、いわゆる副吸気通路付内燃機関が提案
されている。このようなＩＩＩＩＷｋ気通路付内燃機関
によれば、エンジンの低回転域と高回転域で共に葛い性
能が得られるものであるが、従来は、副吸気絞り弁が開
かれるエンジンの高回転域においても、副吸気絞り弁が
閉じられているエンジンの低回転域と同様の点火進角を
行なうようにしていたため、エンジン高回転域で十分な
点火進角を行なうことができず、エンジン性能を十分に
活かしきっているとはいえなかった。It is generally known that the output shaft torque of an internal combustion engine is greatly influenced by the diameter, shape, etc. of the intake passage. Conventionally, a single intake passage has been used as this intake passage, so if the diameter, shape, etc. of the intake passage are optimized for the low engine speed range, the performance in the high engine speed range will deteriorate. On the other hand, if the diameter, shape, etc. of the intake passage were optimized for the high engine speed range, sufficient performance could not be obtained in the low engine speed range. In addition to the main intake passage, which is optimized for low engine speeds and low engine speeds, we have also installed an auxiliary intake passage equipped with a sub-intake throttle valve that opens in high engine speeds. In the low engine speed range, high performance is achieved by sending air into the engine combustion chamber only through the main intake passage optimized for the engine's low speed range.On the other hand, in the high engine speed range, the intake throttle valve is By opening the opening, air is sent into the combustion chamber of the engine through both the main intake passage and the auxiliary intake passage, achieving high performance even in the high engine speed range. A so-called internal combustion engine with an auxiliary intake passage has been proposed, which improves the performance during rotation. According to such an internal combustion engine with an auxiliary intake passage, the internal combustion engine with an auxiliary intake passage can reduce friction in both the low and high rotation ranges of the engine. However, conventionally, even in the high engine speed range when the sub-intake throttle valve is open, the ignition advance is performed in the same way as in the low-speed range of the engine when the sub-intake throttle valve is closed. As a result, the ignition angle could not be advanced sufficiently in the high engine speed range, and the engine performance could not be fully utilized.

本発明は、前記従来の欠点を解消するぺ（なされ友もの
で、副吸気絞り弁が開かれた時にも、最適な点火進角を
行うことができる内燃機関の点火時期制御装Ｗｔを提供
することを目的とする。The present invention is a companion to the above-mentioned conventional drawbacks, and provides an ignition timing control device Wt for an internal combustion engine that can perform optimal ignition advance even when the auxiliary intake throttle valve is opened. The purpose is to

本発明は、主吸気通路と、機関の高回転域で開かれる副
吸気絞り弁が配設された。副吸気通路とを備えた内燃機
関の点火時期制御装置において、前記副吸気絞り弁の開
閉状態に合わせて、点火時期上制御するようＫＬ、て、
前記目的を達成し友ものである。In the present invention, a main intake passage and a sub-intake throttle valve that is opened in the high engine speed range are provided. In the ignition timing control device for an internal combustion engine having a sub-intake passage, the KL is configured to control the ignition timing according to the opening/closing state of the sub-intake throttle valve;
It is a friend who has achieved the above purpose.

又、前記副吸気絞り弁の作動状態に応じて、パルプステ
ィック等の作動不良時には、点火時期を遅角憫とするよ
うにして、副吸気絞り弁作動不良時の過進角を防止し、
これに伴うノッキング及びエンジントラブル等を防止す
るようにしたものである。Also, depending on the operating state of the sub-intake throttle valve, the ignition timing is retarded when a pulp stick or the like malfunctions, thereby preventing over-advancing when the sub-intake throttle valve malfunctions,
This is to prevent knocking, engine trouble, etc. associated with this.

以下図面を参照して、本発明の実施例を詳細に説明す、
る。Embodiments of the present invention will be described in detail below with reference to the drawings.
Ru.

本実施例は、第１図及び第２図に示す如く、エンジンｌ
Ｏの吸気通路１２に配設された、エンジンの吸入空気量
を検出するエアフローメータ１４と、蚊エアフローメー
タ１４内に配設された、エンジンの吸入空気温を検出す
る吸気■センサ１６と、吸気通路１２に配設され九主吸
気絞り弁１８の開度（全閉状態及び４０度以上の・出力
開腹状！１１）を検出する主スロツトルポジションセン
サ２０と、エンジン低回転域に最適化された口径、形状
を有する主吸気通路２２と、エンジン高回転域で開かれ
る副吸気絞り弁２４が配設これた副吸気通路２６と、前
記ｌｌｌ吸気絞り弁２４を開閉するための副吸気絞り弁
開、閉弁２７と、該副吸気絞り弁開閉弁２７を制御する
ための負圧制御弁２８と、エンジン１０の吸気マニホル
ド２９内に燃料を噴射するためのインジェクタ３０と、
燃焼室３２内に導入された混合気に着火するための点火
栓３４と、点火１次信号を発生するためのイグナイタ３
６と、該イグナイタ３６で発生された点火１次信号を高
圧の点火２次信号に変換する点火コイル３８と、エンジ
ンの回転と共に回転するディストリビュータ軸４０ｍの
回転に応じて、前記点火コイル３８から与えられる高圧
の点火２次信号を、機関の各気筒に分配して、対応する
点火栓３４に与えるための、前記ディストリビュータ軸
４０＆の回動状態を検出して機関回転角に応動し良電気
信号を出力するクランク角センサ４２が内蔵され次ディ
ストリビュータ４０と、前記エアフローメータ１４出力
の吸入空気量、前記吸気温センサ１６出力の吸入空気温
、前記主スロツトルポジションセンナ２０出力の主吸気
絞り弁１８の開度、前記クランク角センサ４２出力の機
関回転角等に応じて、吸入空気−により補正した吸入空
気量と機関回転数により決定し九基本の燃料噴射量を、
他の運転条件に応じて補正して、燃料噴射信号を前記イ
ンジェクタ３０に出力すると共に、同じく吸入空気温に
より補正した吸入空気量と機関回転数により基本進角量
を決定し、更に、補正を加えて点火進角量を決定して、
点火指令信号を前記イグナイタ３６に出力し、又、エン
ジン回転数が、例えばＳＯＯＯｒｐｍ以上の高回転域に
あり、しかも、主吸気絞り弁１８が４０°以上開かれた
出力開度状態にある時は、前記負圧制御弁２８及び副吸
気絞り弁開閉ｆＰ２７を介して前記副吸気絞り弁２４を
開放するデジタル電子制御回路・４４とを備えた内燃機
関において、前記副吸気絞り弁２４の全閉時及び全開時
にそれぞれ全閉信号及び全開信号を出力すルｌｌスロッ
トルポジションセンサ４６を設けると共に、前記デジタ
ル電子制御回路４４内で、前記副吸気絞り弁２４の開閉
指令信号に合わせて、副吸気絞り弁２４が開かれる高回
転域には、点火時期を、例えば５°Ｃムだけ進角側に制
御すると共に、前記副スロツトルポジションセンサ４６
の出力に応じて、副吸気絞り弁２４の開閉指令信号にも
拘らず副吸気絞り弁２４が所定の作動状態とならない時
には、前記進角を停止し、点火進角を遅角側とするよう
にしたものである。図において、４８は点火スイッチ、
４９はバッテリである。In this embodiment, as shown in FIGS. 1 and 2, the engine l
an air flow meter 14 disposed in the intake passage 12 of the engine that detects the intake air amount of the engine; an intake sensor 16 disposed within the mosquito air flow meter 14 that detects the engine intake air temperature; A main throttle position sensor 20 is disposed in the passage 12 and detects the opening degree of the nine main intake throttle valves 18 (fully closed state, 40 degrees or more, output open state! 11), and a The main intake passage 22 has a diameter and shape, the auxiliary intake passage 26 has a auxiliary intake throttle valve 24 that opens in a high engine speed range, and the auxiliary intake throttle valve opens and closes the llll intake throttle valve 24. an opening/closing valve 27, a negative pressure control valve 28 for controlling the auxiliary intake throttle valve opening/closing valve 27, and an injector 30 for injecting fuel into the intake manifold 29 of the engine 10;
An ignition plug 34 for igniting the air-fuel mixture introduced into the combustion chamber 32, and an igniter 3 for generating a primary ignition signal.
6, an ignition coil 38 that converts the primary ignition signal generated by the igniter 36 into a high-voltage secondary ignition signal, and an ignition coil 38 that converts the primary ignition signal generated by the igniter 36 into a high-voltage secondary ignition signal; In order to distribute the high-pressure secondary ignition signal to each cylinder of the engine and give it to the corresponding spark plug 34, the rotation state of the distributor shaft 40 & is detected and a good electrical signal is generated in response to the engine rotation angle. It has a built-in crank angle sensor 42 that outputs outputs from the distributor 40, the intake air amount from the air flow meter 14 output, the intake air temperature from the intake temperature sensor 16 output, and the main intake throttle valve 18 from the main throttle position sensor 20 output. Depending on the opening degree, the engine rotation angle output from the crank angle sensor 42, etc., the nine basic fuel injection amounts are determined by the intake air amount corrected by the intake air and the engine rotation speed.
A fuel injection signal is output to the injector 30 after being corrected according to other operating conditions, and a basic advance amount is determined based on the intake air amount and engine speed, which are also corrected based on the intake air temperature. In addition, determine the amount of ignition advance,
When an ignition command signal is output to the igniter 36, and the engine speed is in a high rotation range of, for example, SOOOrpm or more, and the main intake throttle valve 18 is in an output opening state of 40 degrees or more, , an internal combustion engine equipped with a digital electronic control circuit 44 that opens the auxiliary intake throttle valve 24 via the negative pressure control valve 28 and the auxiliary intake throttle valve opening/closing fP27, when the auxiliary intake throttle valve 24 is fully closed. A throttle position sensor 46 is provided which outputs a fully closed signal and a fully open signal when the auxiliary intake throttle valve 24 is opened and fully open, respectively. 24 is open, the ignition timing is controlled to be advanced by 5° C., for example, and the auxiliary throttle position sensor 46 is
According to the output of This is what I did. In the figure, 48 is an ignition switch;
49 is a battery.

前記副吸気絞り弁開閉弁２７は、前出第１図に詳細に示
した如く、副吸気絞り弁２４の軸に固着された、副吸気
絞り弁２４と連動して回動するリンク２７参と、該リン
ク２７ｍを常時副吸気絞り弁２４の全開方向に付勢する
引張ばね２７ｂと、前記リンク２７ｍの先端に一端が枢
着され九ロッド２７ｅと、該ロッド２７ｅの他端に固着
されたターイヤフラム２７ｄと、吸気管負圧が導入され
た時に前記夕”イヤフラム２７ｄを図の上方に引上げる
ためのダイヤフラム室２７・と、該ダイヤフラム室２７
廖に大気が導入された時に、前記ダイヤプラム２７４を
図の下方に付勢する次めの圧縮ばね２？ｆとから構成さ
れている。従って、ダイヤフラム室２７・に負圧が導入
された場合には、引張ばね２７ｂ及び圧縮ばね２７ｆの
作用に抗して、リンク２７ｍが図の反時計方向に回動し
、副吸気絞りｆＰ２４が副吸気通路２６を全閉した状態
とされ、一方、ダイヤフラム室２７・に大気が導入され
た場合は、引張ばね２７ｂ及び圧縮ばね２７ｆの作用に
より、リンク２７１が図の時計方向に回動されて、副吸
気絞り弁２４が副吸気通路２６を全開した状態とする。The auxiliary intake throttle valve opening/closing valve 27 includes a link 27 that is fixed to the shaft of the auxiliary intake throttle valve 24 and rotates in conjunction with the auxiliary intake throttle valve 24, as shown in detail in FIG. 1 above. , a tension spring 27b that always urges the link 27m in the direction of fully opening the auxiliary intake throttle valve 24, a nine rod 27e whose one end is pivotally connected to the tip of the link 27m, and a tire diaphragm fixed to the other end of the rod 27e. 27d, a diaphragm chamber 27 for pulling the diaphragm 27d upward in the drawing when negative pressure is introduced into the intake pipe, and the diaphragm chamber 27.
The next compression spring 2 which urges the diaphragm 274 downward in the figure when atmospheric air is introduced into the chamber? It is composed of f. Therefore, when negative pressure is introduced into the diaphragm chamber 27, the link 27m rotates counterclockwise in the figure against the action of the tension spring 27b and the compression spring 27f, and the sub-intake throttle fP24 When the intake passage 26 is fully closed and the atmosphere is introduced into the diaphragm chamber 27, the link 271 is rotated clockwise in the figure by the action of the tension spring 27b and the compression spring 27f. The sub-intake throttle valve 24 fully opens the sub-intake passage 26.

前記デジタル電子制御回路４４は、第２図に詳細に示す
如く、バッファ５０．５２を介して入力されるエアフロ
ーメータ１４及び吸気温センサ１６出力のアナログ信号
をデジタル信号に変換するためのアナログ−デジタル変
換器６２と、核アナログーデジタル変換器６２の出力、
及び、バッファ５４．５６．５８．６０を介して入力さ
れる、主スロットルポジシマンセンサ２０、クランク角
センサ４２、副スロツトルポジションセンサ４６、点火
スイッチ４８出力のデジタル信号を入力に適したタイミ
ングで入力するための入力ポートロ４と、リードオンリ
ーメモリ６６と、不揮発性メモリ６８ｍを有するランダ
ムアクセスメモリ６８と、フラグ用メモリ７０と、中央
演算処理回路７２と、水晶発振器７４ｍを有するクロッ
ク回路７４と、前記中央演算処理回路７２における演算
結果に応じて、駆動回路７８，８０を介して、前記イン
ジェクタ３０及びイグナイタ３６にそれぞれ燃料噴射信
号及び点火指令信号を出力すると共Ｋ、前記負圧制御弁
２８に副吸気絞り弁開閉信号を出力する出力ポードア６
とから構成されている。As shown in detail in FIG. 2, the digital electronic control circuit 44 is an analog-to-digital circuit for converting the analog signals of the air flow meter 14 and intake air temperature sensor 16 outputs input via buffers 50 and 52 into digital signals. converter 62 and the output of the nuclear analog-to-digital converter 62;
And the digital signals of the outputs of the main throttle position sensor 20, crank angle sensor 42, sub throttle position sensor 46, and ignition switch 48, which are input via the buffers 54, 56, 58, 60, are input at a timing suitable for input. An input port 4 for inputting data, a read-only memory 66, a random access memory 68 having a nonvolatile memory 68m, a flag memory 70, a central processing circuit 72, and a clock circuit 74 having a crystal oscillator 74m. According to the calculation result in the central processing circuit 72, a fuel injection signal and an ignition command signal are output to the injector 30 and the igniter 36, respectively, via the drive circuits 78, 80, and the negative pressure control valve 28 is output. Output port door 6 that outputs the auxiliary intake throttle valve opening/closing signal
It is composed of.

以下第３図に示す、デジタル電子制御回路の副吸気絞り
弁開閉ルーチン及び点火進角制御ルーチンを参照して動
作を説明する。The operation will be described below with reference to the auxiliary intake throttle valve opening/closing routine and the ignition advance control routine of the digital electronic control circuit shown in FIG.

マス、クランク角センサ４２の出力から求められるエン
ジン回転数に応じて、該エンジン回転数が設定値、例え
ば５０００ｒｐｍ以上であるかどうかを判定する。エン
ジン回転数が５００Ｏｒｐｍ以上である場合には、次に
、主スロットルポジション竜ンサ２０出力に応じて、主
吸気絞り弁１８が所定開度、例えば４０度以、ヒ開かれ
た高負荷域にあるかどうかを判別する。エンジン回転数
が５０００ｒｐｔｍ以上であり、且つ、主吸気絞り弁１
８の開度が４０度以上である高負荷域である場合には、
デジタル電子制御回路４４は、負圧制御弁２８に副吸気
絞り弁開信号を出力する。すると、負圧制御弁２８によ
り副吸気絞り弁開閉弁２７のダイヤフラム室２７・に大
気が導入され、副吸気絞り弁２４は、引張ばね２７ｂ及
び圧縮ばね２７ｆの作用により全開状１！Ｉをなる。従
って、このような高負荷域においては、主吸気通路２２
だけでな（、副吸気通路２６からもエンジン１０の燃焼
室３２に空気を送り込むことが可能となり、高負荷域の
性能が向上する。この時において、従来は、副吸気絞り
弁２４が全開状態である時にも、第４図の実線ムに示す
如く、副吸気絞り弁２４が開かれていない時と同様の点
火進角を行っていた。従って、副吸気絞り弁２４全開時
のノック域は、第４図に破ＩＩＤで示す如く硼吸気絞り
弁２４全閉時のノック域（破線Ｃ）より高（、点火時期
を進ませて、出力軸トルク及び燃費を向上させる余地が
あるにも拘らず、従来は、このような要求進角を満足す
ることはできなかった。これに対して、本発明において
は、第４図に一点鎖線Ｂで示す如く、エンジンの負荷状
態に合わせて、副吸気絞り弁２４が開かれる領域では、
同時に、点火時期も所定値、例えば５°ＣＡｆｆけ進め
るようにしているので、その出力特性も第５図に示す如
く、改善されるものである。第５図において、実線Ｅは
副吸気絞り弁２４が全閉状態である時の出力トルク特性
、一点鎖ＩＩＦは、副吸気絞り弁２４全開時の、該全開
状態に合わせた点火進角特性を与えた場合の出力軸トル
ク特性である。第５図から明らかなように、従来の場合
は、エンジン高回転域で、出力軸トルク特性が点火時期
の遅れにより破ＩＩＧで示す如くであったのに対し、本
発明による場合は、エンジン低回転域では実線Ｅ上、エ
ンジン高回転域では一点鎖４ＩＦ上の特性となり、出力
特性が向上されている。Depending on the engine speed determined from the output of the mass and crank angle sensor 42, it is determined whether the engine speed is equal to or higher than a set value, for example, 5000 rpm. When the engine speed is 500 rpm or more, the main intake throttle valve 18 is opened to a predetermined degree, for example, 40 degrees or more, in a high load range, according to the output of the main throttle position sensor 20. Determine whether or not. The engine speed is 5000 rpm or more, and the main intake throttle valve 1
If the opening degree of No. 8 is in a high load range of 40 degrees or more,
The digital electronic control circuit 44 outputs a sub-intake throttle valve opening signal to the negative pressure control valve 28. Then, atmospheric air is introduced into the diaphragm chamber 27 of the auxiliary intake throttle valve 27 by the negative pressure control valve 28, and the auxiliary intake throttle valve 24 is fully opened by the action of the tension spring 27b and the compression spring 27f. Become I. Therefore, in such a high load range, the main intake passage 22
Not only that, but it also becomes possible to feed air into the combustion chamber 32 of the engine 10 from the sub-intake passage 26, improving performance in the high load range.At this time, conventionally, the sub-intake throttle valve 24 is fully open. Even when the auxiliary intake throttle valve 24 is fully open, the ignition advance is performed in the same way as when the auxiliary intake throttle valve 24 is not open, as shown by the solid line in FIG. , as shown by broken IID in Fig. 4, is higher than the knock range (broken line C) when the intake throttle valve 24 is fully closed (although there is room to advance the ignition timing and improve the output shaft torque and fuel efficiency). Conventionally, it was not possible to satisfy such a required advance angle.On the other hand, in the present invention, as shown by the dashed line B in FIG. In the region where the intake throttle valve 24 is opened,
At the same time, since the ignition timing is advanced by a predetermined value, for example 5° CAff, the output characteristics are also improved as shown in FIG. In FIG. 5, the solid line E indicates the output torque characteristic when the auxiliary intake throttle valve 24 is fully closed, and the single-dot chain IIF indicates the ignition advance characteristic when the auxiliary intake throttle valve 24 is fully open. This is the output shaft torque characteristic when given. As is clear from FIG. 5, in the conventional case, the output shaft torque characteristic was as shown by failure IIG in the engine high speed range due to the delay in ignition timing, whereas in the case of the present invention, the engine low speed In the rotation range, the characteristics are on the solid line E, and in the high engine rotation range, the characteristics are on the chain 4IF, improving the output characteristics.

なお、点火時期を進角側とするに際して、副吸気絞り弁
２．４の開指令と同時に、即ち、負圧制御弁２８への信
号出力と同時に点火時期を所定値だけ進角させることも
考えられるが、万一、バルブスティック等により副吸気
絞り弁２４が全開成いは全閉しない時には、特に、副吸
気絞り弁２４が実際には開かれていないのに点火時期の
みを先行して進角させてしまうと、第４図から明らかな
如く、副吸気絞り弁２４全閉時のノック域に入ってしま
い、ノッキングが生じて、甚だしい場合にはエンジント
ラブルを生じる可能性がある。従って、本実施例におい
ては、負圧制御弁２８に対して通電し九後、所定時間、
例えば０．５秒待ち、該０．５秒内に前記剛ス・四ツト
ルポジションセンサ４６出力から、副吸気絞り弁２４が
指令通りに動作して全開したことが確認された場合にの
み、点火進角ｔ？５°Ｃムだけ進めるようにしている。In addition, when advancing the ignition timing, it is also possible to advance the ignition timing by a predetermined value simultaneously with the command to open the auxiliary intake throttle valve 2.4, that is, simultaneously with the signal output to the negative pressure control valve 28. However, in the unlikely event that the sub-intake throttle valve 24 does not fully open or close due to valve stick, etc., the ignition timing may be advanced even though the sub-intake throttle valve 24 is not actually opened. If it is angled, as is clear from FIG. 4, it will enter the knock range when the auxiliary intake throttle valve 24 is fully closed, causing knocking and, in extreme cases, engine trouble. Therefore, in this embodiment, after energizing the negative pressure control valve 28, for a predetermined period of time,
For example, wait for 0.5 seconds, and only if it is confirmed from the output of the rigid four-way position sensor 46 within that 0.5 seconds that the auxiliary intake throttle valve 24 has operated as instructed and is fully open, the ignition will start. Advance angle t? I try to advance by 5°C.

一方、負圧制御弁２８に指令を与えたにも拘らず、０．
５秒内に副吸気絞り弁２４が全開状態とならない時は、
副吸気絞り弁２４の故障と判断して、点火時期を進める
ことな（、安全サイドの遅角側としている。On the other hand, despite the command being given to the negative pressure control valve 28, 0.
If the sub-intake throttle valve 24 does not become fully open within 5 seconds,
If it is determined that the auxiliary intake throttle valve 24 is malfunctioning, the ignition timing should not be advanced (it is set to the retarded side on the safe side).

又、この時に、デジタル電子制御回路４４内の不揮発性
メモ１３６８　ｍに故障信号を記憶【２ておくようにし
ている。従って、特に安全性が高く、又、故障修理も容
易である。Also, at this time, a failure signal is stored in the nonvolatile memory 1368m in the digital electronic control circuit 44. Therefore, safety is particularly high, and trouble repair is also easy.

なお前記実施例においては、副吸気絞り弁が全開状態或
いは全閉状態のいずれか一方をとるようにされ、これに
応じて、点火時期をオンオフ的に所定角度だけ進角する
ようにしていたが、本発明の適用範囲はこれに限定され
ず、副吸気絞り弁を段階的或いは連続的に開閉するよう
にし、これに応じて、点火時期も段階的或いは連続的に
変化させるようにすることも勿論可能である。In the above embodiment, the auxiliary intake throttle valve was set to either a fully open state or a fully closed state, and the ignition timing was accordingly advanced by a predetermined angle in an on/off manner. However, the scope of application of the present invention is not limited to this, and the auxiliary intake throttle valve may be opened and closed in stages or continuously, and the ignition timing may also be changed in stages or continuously accordingly. Of course it is possible.

又、前記実施例においては、機関の高回転域で点火時期
が進角側とされていたが、機関の要求特性によっては、
機関の高回転域で遅角が要求されることもあるので、こ
のような場合には、機関の高回転域で点火時期を遅角側
とすることも可能である。In addition, in the above embodiment, the ignition timing was advanced in the high rotation range of the engine, but depending on the required characteristics of the engine,
Since retardation may be required in the high speed range of the engine, in such a case, it is also possible to retard the ignition timing in the high speed range of the engine.

以上説明した通り、本発明によれば、副吸気絞り弁の開
閉状態に合わせて最適な点火進角を得ることができ、従
って、エンジン性能を向上することができるという優れ
た効果を有する。As explained above, according to the present invention, it is possible to obtain an optimal ignition advance angle in accordance with the opening/closing state of the sub-intake throttle valve, and therefore, it has the excellent effect of improving engine performance.

【図面の簡単な説明】[Brief explanation of drawings]

第１１！ｌは、本発明に係る内燃機関の点火時期制御装
置の実施例の全体構成を示す、一部ブロック線図を含む
断面図、第２図は、前記実施例において用いられている
デジタル電子制御回路の構成例を示すブロック線図、第
３図は、同じく前記実施例における副吸気絞り弁開閉ル
ーチン及び点火進角制御ルーチンを示す流れ図、第４図
は、エンジン回転数と点火進角の関係を示す線図、第５
図は、エンジン回転数と出力軸トルクの関係を示すＭ図
である。 １０・・・エンジン、１２・・・吸気通路、１８・・・
主吸気絞り弁、２０・・・主スロツトルポジションセン
サ、ｚ２・・・主吸気通路、２４・・・副吸気絞り弁、
２６・・・副吸気通路、２７・・・副吸気絞り弁開閉弁
、２Ｂ・・・負圧制御弁、３６・・・イグナイタ、３８
・・・点火コイル、４０・・・テイストリピュータ、４
２・・・クランク角センサ、４４・・・デジタル電子制
御回路、４６・・・副スロツトルポジションセンサ、４
８・・・点火スイッチ。 代理人　　高　矢　　　論 （ほか１名） 第３　図 ｊにＶ エンジン回転Ｒ（ｒｐｔｎ） 弗　５　図 エンジ４叶軌数ｒｐｍ11th! 1 is a sectional view, including a partial block diagram, showing the overall configuration of an embodiment of an ignition timing control device for an internal combustion engine according to the present invention, and FIG. 2 is a digital electronic control circuit used in the embodiment. FIG. 3 is a flowchart showing the sub-intake throttle valve opening/closing routine and the ignition advance control routine in the above-mentioned embodiment, and FIG. 4 shows the relationship between the engine speed and the ignition advance angle. Line diagram shown, 5th
The figure is an M diagram showing the relationship between engine speed and output shaft torque. 10...Engine, 12...Intake passage, 18...
Main intake throttle valve, 20... Main throttle position sensor, z2... Main intake passage, 24... Sub-intake throttle valve,
26... Sub-intake passage, 27... Sub-intake throttle valve on/off valve, 2B... Negative pressure control valve, 36... Igniter, 38
...Ignition coil, 40...Taste repeater, 4
2... Crank angle sensor, 44... Digital electronic control circuit, 46... Sub-throttle position sensor, 4
8...Ignition switch. Agent Takaya Ron (and 1 other person) Fig. 3 J shows V Engine rotation R (rptn) 弗 5 Fig. Engine 4 engine speed rpm

Claims (2)

【特許請求の範囲】[Claims] （１）　　主吸気通路と、機関の高回転域で開かれる副
吸気絞り弁が配設された副吸気通路とを備えた内燃機関
の点火時期制御装ｆｌにおいて、前記副吸気絞り弁の開
閉状態に合わせて、点火時期を制御するようにしたこと
を特徴とする内燃機関の点火時期制御装置。(1) In an ignition timing control system fl for an internal combustion engine that includes a main intake passage and a auxiliary intake passage in which a auxiliary intake throttle valve that is opened in a high rotational range of the engine is disposed, the open/closed state of the auxiliary intake throttle valve. An ignition timing control device for an internal combustion engine, characterized in that the ignition timing is controlled according to the timing. （２）前記副吸気絞り弁の作動状態に応じて、その作動
不良時には、点火時期を遅角側とするようにした特許請
求の範囲第１項に記載の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 ignition timing is retarded when the auxiliary intake throttle valve is malfunctioning, depending on the operating state of the sub-intake throttle valve.
JP56147346A 1981-09-18 1981-09-18 Ignition timing control device for internal-combustion engine Pending JPS5848776A (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
JP56147346A JPS5848776A (en) 1981-09-18 1981-09-18 Ignition timing control device for internal-combustion engine

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
JP56147346A JPS5848776A (en) 1981-09-18 1981-09-18 Ignition timing control device for internal-combustion engine

Publications (1)

Publication Number Publication Date
JPS5848776A true JPS5848776A (en) 1983-03-22

Family

ID=15428099

Family Applications (1)

Application Number Title Priority Date Filing Date
JP56147346A Pending JPS5848776A (en) 1981-09-18 1981-09-18 Ignition timing control device for internal-combustion engine

Country Status (1)

Country Link
JP (1) JPS5848776A (en)

Cited By (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS614819A (en) * 1984-06-19 1986-01-10 Yamaha Motor Co Ltd Controller for 2-cycle internal-combustion engine
JPS6269623U (en) * 1985-10-22 1987-05-01
JPS62196421A (en) * 1985-08-02 1987-08-29 ドイツチエ・シユタ−ル・ゲゼルシヤフト・ミツト・ベシユレンクテル・ハフツング Roller bearing device for linear motion
JPH03164512A (en) * 1990-10-26 1991-07-16 Yamaha Motor Co Ltd Two-cycle engine
US10054081B2 (en) 2014-10-17 2018-08-21 Kohler Co. Automatic starting system
US10794313B2 (en) 2013-08-15 2020-10-06 Kohler Co. Integrated ignition and electronic auto-choke module for an internal combustion engine

Cited By (9)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS614819A (en) * 1984-06-19 1986-01-10 Yamaha Motor Co Ltd Controller for 2-cycle internal-combustion engine
JPH0584374B2 (en) * 1984-06-19 1993-12-01 Yamaha Motor Co Ltd
JPS62196421A (en) * 1985-08-02 1987-08-29 ドイツチエ・シユタ−ル・ゲゼルシヤフト・ミツト・ベシユレンクテル・ハフツング Roller bearing device for linear motion
JPH0366531B2 (en) * 1985-08-02 1991-10-17 Doitsuche Shutaaru Gmbh
JPS6269623U (en) * 1985-10-22 1987-05-01
JPH043127Y2 (en) * 1985-10-22 1992-01-31
JPH03164512A (en) * 1990-10-26 1991-07-16 Yamaha Motor Co Ltd Two-cycle engine
US10794313B2 (en) 2013-08-15 2020-10-06 Kohler Co. Integrated ignition and electronic auto-choke module for an internal combustion engine
US10054081B2 (en) 2014-10-17 2018-08-21 Kohler Co. Automatic starting system

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