JPS59201976A - Method of controlling ignition timing of engine - Google Patents
Method of controlling ignition timing of engineInfo
- Publication number
- JPS59201976A JPS59201976A JP58075893A JP7589383A JPS59201976A JP S59201976 A JPS59201976 A JP S59201976A JP 58075893 A JP58075893 A JP 58075893A JP 7589383 A JP7589383 A JP 7589383A JP S59201976 A JPS59201976 A JP S59201976A
- Authority
- JP
- Japan
- Prior art keywords
- output
- knock sensor
- ignition timing
- circuit
- peak
- 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
-
- 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
- F02P5/1551—Analogue data processing by determination of elapsed time with reference to a particular point on the motor axle, dependent on specific conditions
-
- 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)
- Testing Of Engines (AREA)
- Electrical Control Of Ignition Timing (AREA)
Abstract
Description
【発明の詳細な説明】
本発明はノックセンサの検出出力に基づいて点火時期を
制御するエンジンの点火時期制御方法に関する。DETAILED DESCRIPTION OF THE INVENTION The present invention relates to an engine ignition timing control method for controlling ignition timing based on the detection output of a knock sensor.
ノックセンサを用いてノックセンサの検出出力のうちバ
ックグランド出力とピーク出力を比較してノック発生の
有無を判定する際、ピーク出方に対して吸気、排気バル
ブの打音等のノイズの混入を北回るためにゲート期間を
設けることは周知である。従来ではこのピーク出力のゲ
ート操作とピ・・−り出力のＡ／Ｄ変換の起動操作をそ
れぞれ別のタイミング回路を設けて独立に行っていた。When using a knock sensor to determine the presence or absence of knock by comparing the background output and peak output of the detection output of the knock sensor, it is necessary to check whether noise such as the tapping sound of the intake and exhaust valves is mixed in with respect to the peak output. It is well known that a gate period is provided for northward travel. Conventionally, the gate operation of the peak output and the start operation of the A/D conversion of the peak output were performed independently by providing separate timing circuits.
また従来においてはノックセンサの検出出刃をピークホ
ールド回路に所定期間、取り込んだ後保持させておき、
その後ある時期にＡ／Ｄ変換を開始するようにしていた
。In addition, in the past, the detected blade of the knock sensor was captured in a peak hold circuit for a predetermined period of time and then held.
After that, A/D conversion was started at a certain time.
本発明の目的はＡ／Ｄ変換起動用の専用のタイミング回
路を用いることなく、制御精度の向上を図ったエンジン
の点火時期制御方法を提供することにある。An object of the present invention is to provide an engine ignition timing control method that improves control accuracy without using a dedicated timing circuit for starting A/D conversion.
本発明の特徴はエンジンの運転状態を検出する、ノック
センサを含む各種センサの検出出方を取り込み且つこれ
らの検出出方をディジタル演算処理し、該処理結果に基
づいて点火時期を制御するものにおいて、ノックセンサ
の検出出力をピストンが上死点に達した時点のほぼ直後
より所定期間、取り込み且つ該所定期間内におけるノッ
クセンサの検出出力のピーク値を保持すると共に、該所
定期間終了時点で該ピーク値のＡ／Ｄ変換を開始するよ
うに構成し、た点にある。A feature of the present invention is that it takes in the detection outputs of various sensors including a knock sensor that detect the operating state of the engine, processes these detection outputs with digital calculations, and controls the ignition timing based on the processing results. , captures the detection output of the knock sensor for a predetermined period almost immediately after the piston reaches the top dead center, holds the peak value of the detection output of the knock sensor within the predetermined period, and at the end of the predetermined period, It is configured to start A/D conversion of the peak value, and is at the point where it is configured to start A/D conversion of the peak value.
以下本発明の実施例を図面に基づいて説明する。Embodiments of the present invention will be described below based on the drawings.
４′４１図にはエンジン制御装置の全体構成が示されて
おり、同図において１はエンジンであり、燃焼に必要な
吸入空気はエアフローメータ２により計測され、スロッ
トルチャンバ３内に設けられたスｒ」ノトル弁６、ザー
ジクンク８および吸気マニホールド１０を介し７てエン
ジン１に取り込まれる。4'41 shows the overall configuration of the engine control device. In the figure, 1 is the engine, the intake air necessary for combustion is measured by an air flow meter 2, and the intake air is measured by an air flow meter 2 provided in a throttle chamber 3. r'' nottle valve 6, Zagekunk 8, and intake manifold 10.
ここでエアフローメータ２は吸入空気流ｈ１″に応じて
変化するメジャリングプレー）２Ａの開度を該メジキリ
ングプレート２人に連動するボテンンヨンメータ２Ｂに
より゛電気信号に変換し、該信号を制御回路３４に出力
する。Here, the air flow meter 2 converts the opening degree of the measuring plate 2A which changes according to the intake air flow h1'' into an electrical signal by means of the button meter 2B linked to the measuring plate 2, and converts the signal into an electric signal. It is output to the control circuit 34.
一方、燃料は図示していない燃料系統より圧送埒れ、制
御回路３４からの制御信号によりインジェクタ１２の開
弁時間が制御され、所定量の燃料が周期的に吸気マニホ
ールド１０内に噴射される。On the other hand, fuel is fed under pressure from a fuel system (not shown), the opening time of the injector 12 is controlled by a control signal from the control circuit 34, and a predetermined amount of fuel is periodically injected into the intake manifold 10.
セして気筒Ｌ４Ａ内に導入された混合気はイダナイタ２
８よりディストリビュータ２６を介して点火プラグ２０
に出力される点火信号により所定のタイミングで点火さ
れ、エンジン１は各行程を経て排気行程で排気カスは排
気マニホールド９を介して排気管１６により外部に排出
される。The mixture introduced into cylinder L4A is Idanita 2.
8 through the distributor 26 to the spark plug 20
The engine 1 is ignited at a predetermined timing by an ignition signal outputted to the engine 1, and the engine 1 goes through each stroke, and in the exhaust stroke exhaust residue is discharged to the outside through the exhaust pipe 16 via the exhaust manifold 9.
次に各種センサ類について説明する。４はスロットルチ
ャンバ３内に流入する吸気空気の温度を検出する吸気温
センサ、１８はエンジンに発生するノッキングを検出す
るノックセンサ、２２は排気カス中の残留酸素濃度を検
出する０２センサ、２４はエンジン冷却水温を検出する
水温センサである。まだ３０．３２はそれぞれディスト
リビュータ２６の７ヤフトに固定された気筒判別センサ
、エンジン回転数センサである。気筒判別センサ：３０
は点火されるべき気筒の判別およびピストン５の上死点
位置を検出するものであり、エンジン回転数センサ３２
はエンジン回転数を検出し、クランクシャフトの所定回
転角（例えば３０°）毎に１個のパルスを出力する。こ
れらの各種センサの検出出力は制御回路３４に取り込ま
れ、各種制御プログラムに基づいて点火時期制御信号、
燃料噴射制御信号がそれぞれ、イグナイタ２８、インジ
ェクタ】２に出力され、点火時期制御および燃料噴 ゛
対制御が行われる。本発明では点火時期制御にのみ関す
るので他の説明は省略する。Next, various sensors will be explained. 4 is an intake air temperature sensor that detects the temperature of intake air flowing into the throttle chamber 3; 18 is a knock sensor that detects knocking occurring in the engine; 22 is a sensor 02 that detects the residual oxygen concentration in the exhaust gas; This is a water temperature sensor that detects engine cooling water temperature. Reference numerals 30 and 32 are a cylinder discrimination sensor and an engine rotation speed sensor respectively fixed to the 7th shaft of the distributor 26. Cylinder discrimination sensor: 30
The engine speed sensor 32 is used to determine which cylinder should be ignited and to detect the top dead center position of the piston 5.
detects the engine rotation speed and outputs one pulse every predetermined rotation angle (for example, 30 degrees) of the crankshaft. The detection outputs of these various sensors are taken into the control circuit 34, and based on various control programs, ignition timing control signals,
Fuel injection control signals are output to the igniter 28 and injector 2, respectively, and ignition timing control and fuel injection pair control are performed. Since the present invention relates only to ignition timing control, other explanations will be omitted.
次に第２図に制御回路３４の構成を示す。同図において
３６は固定データおよび各種プログラムが格納きれるリ
ードオンリメモリ（Ｒ，０へ４ ） 、３８は各紳デー
タの読み出し７および書き込みを行うランダムアクセス
メモリ（Ｒ，ＡＭ）、４０はＲＯＭ：３６に記憶されて
いるプログラムに基づいて各種の演算処理を行うセント
ラルプロセシングユニット（ＣＰ ＬＪ ）である。Next, FIG. 2 shows the configuration of the control circuit 34. In the figure, 36 is a read-only memory (R, 0 to 4) that can store fixed data and various programs, 38 is a random access memory (R, AM) for reading and writing each piece of data, and 40 is a ROM: 36 This is a central processing unit (CP LJ) that performs various arithmetic processing based on programs stored in the central processing unit (CP LJ).
寸だ、４２．４４は入出力ポート、４６．４８は出力ポ
ート、５６はマルチプ１／クサ５４により１（ｖ、り込
まれたアナログ信号をディジタル信号に変関するＡ／Ｉ
）変換器、６４は気筒判別センサ３０、エンジン回転数
センサ３２からのパルス状の信号を整形する波形整形回
路、７０．７２は出力ポート４６．４８から出力される
信号を所定のレベルまで増幅する駆動回路、５２Ａ、５
２１号、５２Ｃはそれぞれ、エアフローメータ２、水温
セン→ノー２４、吸気温センサ４の検出出力を増幅する
バッファアンプである。丑た６２はバッファアンプ６０
の出力を波形整形するコンパレータであり、６５はノッ
クセンサ１８の検出出力１００のうち特定の周波数帯域
の成分のみを通過させピークホールド回路６６、積分回
路６７に出力するバンドハスフィルタ、６８は入出力ポ
ート４４から出力される制御信号によりピークホールド
回路６６と積分回路６７の出力信号を選択的に切り換え
、Ａ、 ／ Ｄ変換器６９に送出するチャンイ、ル切換
回路である。42.44 is an input/output port, 46.48 is an output port, and 56 is an A/I that transforms the analog signal input into a digital signal into a digital signal by the multiplexer 54.
) converter, 64 is a waveform shaping circuit that shapes pulse-like signals from the cylinder discrimination sensor 30 and engine speed sensor 32, and 70.72 amplifies the signal output from the output port 46.48 to a predetermined level. Drive circuit, 52A, 5
Nos. 21 and 52C are buffer amplifiers that amplify the detection outputs of the air flow meter 2, water temperature sensor 24, and intake air temperature sensor 4, respectively. Ushita 62 is buffer amplifier 60
65 is a bandpass filter that passes only components in a specific frequency band among the detection output 100 of the knock sensor 18 and outputs it to the peak hold circuit 66 and the integration circuit 67. 68 is an input/output This is a channel switching circuit that selectively switches the output signals of the peak hold circuit 66 and the integration circuit 67 according to the control signal output from the port 44, and sends the signals to the A/D converter 69.
ここでピークホールド回路６６ｉｊ入出力ボート４４か
ら出力されるゲート信号１０２によりバンドパスフィル
タ６５の出力を所定期間、例えばピストンが上死点に達
した時点のほぼ直後より所定期間、取り込み且つ該期間
内におけるノックセンサの検出出力のピーク値を保持し
、リセット信号１０８の立上り時点でリセットされる。Here, the gate signal 102 output from the peak hold circuit 66ij input/output board 44 captures the output of the band pass filter 65 for a predetermined period, for example, for a predetermined period from almost immediately after the piston reaches the top dead center, and within the period. The peak value of the detection output of the knock sensor is held, and is reset at the rising edge of the reset signal 108.
次に第３図に制御回路３４の主要部の動作状態を回転角
センサ３２の検出信号を基準にして示す。Next, FIG. 3 shows the operating state of the main parts of the control circuit 34 based on the detection signal of the rotation angle sensor 32.
同図において、＜Ａ）は回転角上ンサ３２の検出出力を
示し、これはクランク角３０°毎に１箇のパルスが出力
される。ここで例えばｒ＃４Ｔ］Ｊｃ１とけ４番目の気
筒のビスＩ・ンが上死点に達しだ時点を示すものとする
。また（Ｉ３）はノックセンサ１８の検出出力】００を
、（ｑはゲート信号１０２を、（０はリセット信号１０
８を、（ト）はピークホールド回路６６の出力１０４を
、（１・）は積分回路６７の出力を夫々、示している。In the figure, <A) indicates the detection output of the rotation angle sensor 32, which outputs one pulse for every 30 degrees of crank angle. Here, for example, it is assumed that r#4T]Jc1 indicates the point in time when the screw I/n of the fourth cylinder reaches the top dead center. In addition, (I3) is the detection output of the knock sensor 18]00, (q is the gate signal 102, (0 is the reset signal 10)
8, (G) shows the output 104 of the peak hold circuit 66, and (1.) shows the output of the integrating circuit 67, respectively.
ここでゲート信号１０２の立上り時点における（着分回
路出力１０６の電圧レベルをＶ２・ リセット信号１０
８の立上り時点におけるピークホールド回路出力１０４
の電圧レベルをＶ、とすると、Ｖ、≧Ｋ・Ｖ２ （Ｋは
気筒毎に異なる定数）となった場合にＣＩ） Ｕ ４０
によりノンキングが発生し７だと判定される。Here, the voltage level of the output circuit output 106 at the rising edge of the gate signal 102 is set to V2/reset signal 10.
Peak hold circuit output 104 at the rising edge of 8
If the voltage level of is V, then when V, ≧K・V2 (K is a constant that differs for each cylinder), CI) U 40
Therefore, a non-king occurs and it is determined to be 7.
次に第４図に制御回路３４により実行をれるＡ／ Ｉ）
変換割込ルーチンの内容を示す。このルーチンはクラン
ク角３０°毎に起動されるものである。Next, in FIG. 4, the control circuit 34 executes the A/I)
Indicates the contents of the conversion interrupt routine. This routine is started every 30 degrees of crank angle.
さて同図においてステップ２００で゛割込ルーチンが起
動されると、次のスう一ツブ２０２でピストンがクラン
ク回転角で上死点前６０°に達したか否かが判定される
。ステップ２０２でＮ Ｏ“と判定された場合にはステ
ップ２０８にジャンプし７、割り込みに復帰する。他方
ステップ２０２で“ＹＥＳ″と判定された場合にはステ
ップ２０４に（多行し、ステップ２０４で／７” ト
が閉じられ、次のステップ２０６でＡ／Ｄ変換器６９が
起ｉカされる。In the figure, when the interrupt routine is activated in step 200, it is determined in the next step 202 whether or not the piston has reached a crank rotation angle of 60 degrees before top dead center. If the determination in step 202 is "NO", the process jumps to step 208 and returns to the interrupt process.On the other hand, if the determination in step 202 is "YES", the process returns to step 204 (multiple lines are executed). /7'' is closed, and in the next step 206, the A/D converter 69 is activated.
そしてステップ２０８で稽り込みに復帰する、。Then, in step 208, the process returns to practice.
以−ヒに説明した如く本発明ではノックセンサの検出出
力をピスト／が上死点に達した時点のほぼ直後上り所定
期間、取り込み目、つ該所定１（〕」間内におけるノッ
クセンサの検出出力のピーク値を保持するとともに、該
所定間開終了時点、換言−４−才１はゲートのゲートを
閉じるタイミングで該ビークイｈのＡ、 ／ Ｄ変換を
開始するように構成したので、本発明によればＡ／Ｄ変
換器起動用の専用のタイミング回路が不用となり、１だ
ピークホールド回路の保持電圧の降下が少ないためノッ
クセンサの検出出力の検出、ＩＮ度が向上し、ひいては
点火時期の制御精度の向上が図れる。As explained below, in the present invention, the detection output of the knock sensor is increased almost immediately after the piston reaches the top dead center for a predetermined period of time, the intake point, and the detection of the knock sensor within the predetermined interval. Since the peak value of the output is held and the A/D conversion of the beak h is started at the end of opening for the predetermined period, in other words, at the timing when the gate is closed, the present invention is advantageous. According to the above, a dedicated timing circuit for starting the A/D converter is no longer required, and the drop in the holding voltage of the peak hold circuit is small, which improves the detection output of the knock sensor and the IN degree, which in turn improves the ignition timing. Control accuracy can be improved.
第１図はエンジン制御装置の全体構成を示すブ１’７ノ
ク図、第２図は制御回路３４の具体的構成を示すブロッ
ク図、第３図は制御回路３４の主要部の；（（ｈ作状態
を説明する／こめのタイミングチャート、第４ ＋’：
＜］は制？ｌＩ＋１回路３４により実行される割込ルー
チンの内容を示すフローチャートである。
１・・エンジン、 １８・・・ノックセンサ、；３４
・・・ｆｌｌ、ｌ 副回路ｓ ６５・・・バンドパ
スフィルタ、６！ｉ・・・ピークホールド回路、 ６
７・・積分回路、６８・・・チャンネル切換回路、
６９・・・Ａｌ１）変換器。
第１図FIG. 1 is a block diagram showing the overall configuration of the engine control device, FIG. 2 is a block diagram showing the specific configuration of the control circuit 34, and FIG. 3 is a block diagram showing the main parts of the control circuit 34. Explaining the operating status/Kome timing chart, 4th +':
Is <] restricted? 3 is a flowchart showing the contents of an interrupt routine executed by the lI+1 circuit 34; 1...Engine, 18...Knock sensor, ;34
...fll, l subcircuit s 65...bandpass filter, 6! i...Peak hold circuit, 6
7... Integrating circuit, 68... Channel switching circuit, 69... Al1) converter. Figure 1
Claims (1)
種センサの検出出力を取シ込み且つこれらの検出出力を
ディジタル演算処理し、該処理結果に基づいて点火時期
を制御するものにおいて、ノックセンサの検出出力をピ
ストンが上死点に達した時点のほぼ直後より所定時間、
取シ込み且つ該所定期間内におけるノックセンサの検出
出力のピーク値を保持すると共に、該所定期間終了時点
で該ピーク値のＡ／Ｄ変換を開始することを特徴とする
エンジンの点火時期制御方法。Knock sensor detection in a device that receives the detection outputs of various sensors including a knock sensor that detects the operating state of the engine, processes these detection outputs with digital calculations, and controls the ignition timing based on the processing results. The output is controlled for a predetermined period of time from almost immediately after the piston reaches top dead center.
A method for controlling the ignition timing of an engine, comprising: holding a peak value of a detection output of a knock sensor within the predetermined period; and starting A/D conversion of the peak value at the end of the predetermined period. .
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP58075893A JPS59201976A (en) | 1983-04-28 | 1983-04-28 | Method of controlling ignition timing of engine |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP58075893A JPS59201976A (en) | 1983-04-28 | 1983-04-28 | Method of controlling ignition timing of engine |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| JPS59201976A true JPS59201976A (en) | 1984-11-15 |
Family
ID=13589450
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP58075893A Pending JPS59201976A (en) | 1983-04-28 | 1983-04-28 | Method of controlling ignition timing of engine |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPS59201976A (en) |
Citations (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS5866026A (en) * | 1981-09-17 | 1983-04-20 | ロ−ベルト・ボツシユ・ゲゼルシヤフト・ミツト・ベシユレンクテル・ハフツング | Method and device for detecting knocking of internal combustion engine |
-
1983
- 1983-04-28 JP JP58075893A patent/JPS59201976A/en active Pending
Patent Citations (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS5866026A (en) * | 1981-09-17 | 1983-04-20 | ロ−ベルト・ボツシユ・ゲゼルシヤフト・ミツト・ベシユレンクテル・ハフツング | Method and device for detecting knocking of internal combustion engine |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| US7401591B2 (en) | Control system for internal combustion engine | |
| JPS5620764A (en) | Controller for internal combustion engine | |
| JPS55112861A (en) | Ignition timing control device for internal combustion engine | |
| JPS55148937A (en) | Controller of internal combustion engine | |
| GB1398252A (en) | Internal combustion engines | |
| JPS59103965A (en) | Internal-combustion engine controller | |
| JPH0228702B2 (en) | ||
| US4552111A (en) | Engine knocking detecting means | |
| JPS59201976A (en) | Method of controlling ignition timing of engine | |
| JPS62210229A (en) | Mixed fuel injection method | |
| US5024082A (en) | Engine-start discriminating apparatus for an internal combustion engine | |
| JPS56124673A (en) | Ignition timing controlling device for internal combustion engine | |
| JPS5519933A (en) | Fuel injection system in gasoline engine | |
| JPS55151133A (en) | Air-fuel ratio feedback control system for internal combustion engine | |
| JPS6416959A (en) | Method for discriminating activation of exhaust gas concentration sensor | |
| JPS63295864A (en) | Knocking detecting device for internal combustion engine | |
| JPS6445966A (en) | Knocking control device for internal combustion engine | |
| JPS56104124A (en) | Smoke control device for internal combustion engine | |
| JPS62189333A (en) | Air-fuel ratio control device for alcohol-gasoline mixed fuel | |
| JPS5974372A (en) | Engine ignition timing control method | |
| JPS59201977A (en) | Controlling method of ignition timing of engine | |
| JPS58202374A (en) | Engine ignition timing control device | |
| US6604411B1 (en) | Engine starting method | |
| JPS60132045A (en) | Method and apparatus for optimizing efficiency of internal combustion engine | |
| JPS55148928A (en) | Detecting circuit for negative pressure in intake manifold |