JPS61210272A - Ignition timing controller for internal-combustion engine - Google Patents

Abstract

PURPOSE:To make an accurate judgment attainable all the time, by jointly using a judging method by means of a deviation between an angle (time) at a signal peak at that time and the setting angle (time) in addition to another judging method by means of the voltage level detected by a knock sensor at the time of judging a kocking occurrence. CONSTITUTION:An output signal out of a kock sensor 2 is inputted into a mean value circuit 10 via amplifiers 5 and BPF 6 and a half-wave rectifier circuit 7, making it a threshold level signal. A detection signal at this half-wave rectifier circuit 7 also is inputted into each of AND circuits 15 and 16 via an integrator 9 and a peak point detector 9. On the other hand, a gate signal ranging from a top dead point signal to be obtainable according to output of a crank angle sensor 3 to the setting angle is found out of a first F/F13 while another gate signal ranging from the top dead point signal to a timing signal is found out of a second F/F14, respectively. And, according to each output of these AND circuits 15 and 16, both third and fourth F/F17 and 18 are controlled whereby a deviation value of a kock signal to the setting synchronous signal is found, and it is utilized for ignition timing control.

Description

【発明の詳細な説明】 〔発明の利用分野〕 本発明は内燃機関の点火時期の制御に係り特に効率的な
運転状態に好適な点火制御に関する。DETAILED DESCRIPTION OF THE INVENTION [Field of Application of the Invention] The present invention relates to the control of ignition timing of an internal combustion engine, and particularly to ignition control suitable for efficient operating conditions.

〔発明の背景〕[Background of the invention]

エンジンの効率を上げるためには、ノック寸前になるよ
う点火時期をＩｔｌ′ＩＪ御する必要かめる。今回は１
ケのノックセンナで気筒別にノック状態を検、卸して、
次の点火時期にフィードバックしてノックを防止してい
る。例えば気筒別のノック信号がスレショルドを越えた
ときのパルス数が設定値以上になったときはノックとみ
なし、設定１直のパルス数にナルマでスレショルドレベ
ル（以下ＢＧＬ二パック・グ之ンド・レベル）を段階的
上に上げる同時に点火時期もこｎに同期して遅角（リタ
ード）させるようにしている。ここでノッキングの判定
にはあくまでも点火時期装置とエンジンとのマツチング
によってバックグラントノベルを決めているものでろる
。例えば特開昭５５−１３９９７２号公報に示さ八てい
る。しかし従来はエンジンのバラツキや経時変化による
上記制御は困４でめった。つまり、例えばノックセンサ
からの信号ではノッキングはしていないと判定しても実
際のエンジンはノッキングになっている場合がある等の
誤判定をする欠点がめった。In order to increase the efficiency of the engine, it is necessary to control the ignition timing so that it is on the verge of knocking. This time it is 1
KE's knock senna detects the knock status of each cylinder,
Feedback is provided to the next ignition timing to prevent knocking. For example, when the knock signal for each cylinder exceeds the threshold and the number of pulses exceeds the set value, it is considered a knock, and the number of pulses for the first shift is set to the threshold level (hereinafter referred to as BGL Nipack Gundo Level). ) is raised in stages, and at the same time, the ignition timing is also retarded in synchronization with n. Here, the determination of knocking is based solely on the background novel based on the matching between the ignition timing device and the engine. For example, it is shown in Japanese Patent Application Laid-Open No. 55-139972. However, in the past, the above-mentioned control due to engine variations and changes over time has been difficult and difficult. That is, for example, even if it is determined that there is no knocking based on the signal from the knock sensor, there are cases where the actual engine is actually knocking, resulting in an erroneous determination.

〔発明の目的〕[Purpose of the invention]

本＠明の目的はエンジンのバラツキ及び経時変化に影響
されることなく、最適な点火時期制御を提供することに
るる。The purpose of this invention is to provide optimal ignition timing control without being affected by engine variations or changes over time.

〔発明の概要〕 本発明は、ノックセンサで検出させた電圧レベルによる
判定法の外に、その時の信号のピーク時を検知しこれが
予め設定した角度（時間）に対して角度（時間）の比較
全行い、七の偏差値が上記判定の要因としたものである
。[Summary of the Invention] In addition to the determination method based on the voltage level detected by a knock sensor, the present invention detects the peak time of the signal at that time and compares the angle (time) with a preset angle (time). For all tests, the deviation value of 7 was taken as a factor in the above judgment.

〔発明の実施例〕[Embodiments of the invention]

以下、本発明の一実施例を第１図、第２図、第３図によ
シ説明する。An embodiment of the present invention will be described below with reference to FIGS. 1, 2, and 3.

内燃機関１の振動をノックセンサ２で電気信号に変換す
る。この信号は微少のため増幅器５で信号処理が容易に
できるレベルまで増幅し、これを予め求められた機関の
ノックに関する！ｊｇｌｌの周波数４域ｅもったバンド
パスフィルター６でノック信号（第３図−Ｄ）ｔ−検出
する。そしてこの信号がノッキングの強ｆ、ｔ−示す信
号として利用されるが、一方、この信号は半波整流回路
７で信号を検反し、これでノックであるか否かの判定を
行うために平均値回路ｌＯを介して一つのＢ（３Ｌ信号
となる。またこの検波信号はエンジンｌの藺内における
最高圧力時点のタイミ／グパルスｌＸ２図−Ｆ（２勺を
求めるためにパルス状（第２図−〇、　Ｄ’）の信号を
積分器うで積分し第２図のＥ、　　（Ｅ’）になる信号
に変え、さらにこの信号をピーク時点検出器９で上記し
たタイミングパルスを得る。Vibrations of an internal combustion engine 1 are converted into electrical signals by a knock sensor 2. Since this signal is very small, it is amplified by the amplifier 5 to a level that can be easily processed, and this signal is related to the predetermined engine knock! A knock signal (FIG. 3-D) is detected by a bandpass filter 6 having four frequency ranges e. This signal is used as a signal indicating the strength of knocking (f, t), but on the other hand, this signal is detected by a half-wave rectifier circuit 7, and is averaged in order to determine whether or not it is knocking. It becomes one B (3L signal) through the value circuit lO.This detection signal is also converted into a pulsed signal (Fig. -〇, D') is integrated by an integrator to convert it into a signal E, (E') in Fig. 2, and this signal is further used by the peak point detector 9 to obtain the above-mentioned timing pulse.

次に従来成子式燃料噴射装置ｔ等で用いられているクラ
ンク角七ンサ３からはエンジン１のり２ンク角に同期し
た電気信号を検出し、これによシ各気節毎の上死点（Ｔ
ｏｅ）の信号（第２図−Ｂ）とエンジンｌが燃焼する理
想の圧力特性（第２因−人実線）になったときの最大圧
力時点を予め設定する角度（ＴＩ）ｆｔ設定角度検出！
　（１２）で同期パルス（＄２図−〇）ｆ：求める。そ
してこの同期パルスと前記したピーク時点検出器９から
の実燃涜圧力のタイミングパルスとの時間差（角就差）
をとるために、つまジ芙燃焼圧力の最高値の時点が−上
記の予め設定した同期パルスに対して上死点側）にある
か、同期パルス（５ｇ２図−Ｃ）後にあるかを読みとる
。飼えば上記タイミングパルス第２図−Ｆが上記側にあ
るときは実験によシ明かにノッキングになる可能性が大
きく、反対にタイミングパルス（第２図−Ｆ’　）が同
期パルス（第２図−〇）後にある場合はノッキングはし
ていないことが云えるので点火時期を進角方向に制御す
るようにする。このように時間差（角度差）を確実に検
知するために一旦上記した上死点信号（第２図−Ｂ）か
ら設定角度（゛ｒ＃又ｒｉ第２図−〇）までのゲート信
号（第２図−〇）ｔ−得るために第１の７リツプ・７ａ
タッグ路（以下１ｉ’／Ｆ）１３を用い、また同じく上
死点信号（第２図−Ｂ）より上記のタイミング信号（第
２図−Ｆまたは？’　）までのゲート信号（４２図−Ｈ
）を得るために第２のＰＩＦ　（１４）で用いて求める
。そしてノック信号（第２−１ｉ’・またｄＦ′）が設
定の同期信号に対、しての偏差値（第２図−に、に’　
）を求め′る比め１にＡＮＩ）回路１５と第３のＩｉ’
／Ｆ、及びＡＮＤ回路１６と第４のＰＩＦの構成で得る
。Next, the crank angle sensor 3 used in the conventional Seiko fuel injection system t detects an electric signal synchronized with the engine 1 angle and the top dead center (TDC) of each air node. T
oe) signal (Fig. 2-B) and the angle (TI) ft setting angle detection that presets the maximum pressure point when the ideal pressure characteristic (2nd factor - solid line) for engine l combustion is achieved!
In (12), find the synchronizing pulse ($2 diagram-○) f:. Then, the time difference (angle difference) between this synchronization pulse and the timing pulse of the actual combustion pressure from the peak time detector 9 described above.
In order to obtain the maximum value, read whether the point of maximum combustion pressure is on the top dead center side with respect to the above-mentioned preset synchronization pulse or after the synchronization pulse (Fig. 5g2-C). Experiments have shown that when the above timing pulse (Fig. 2-F') is on the above side, there is a large possibility of knocking; If it is after −〇), it can be said that there is no knocking, so the ignition timing should be controlled in the advance direction. In order to reliably detect the time difference (angular difference) in this way, the gate signal (gate signal Figure 2-〇) t-First 7 lip to get 7a
Using the tag path (hereinafter referred to as 1i'/F) 13, the gate signal (Fig. 42-H) from the top dead center signal (Fig. 2-B) to the above timing signal (Fig. 2-F or ?')
) is used in the second PIF (14). Then, the knock signal (Fig. 2-1i' and dF') is the deviation value (Fig.
) Compare 1 with ANI) circuit 15 and the third Ii'
/F, an AND circuit 16, and a fourth PIF.

セして得られた信号はパルス幅であるから、これらをア
ナログの電圧レベルに変換するためＡＮＤ回路２０，２
１とクロックパルスで偏差パルスをデジタル該第２−Ｌ
　（Ｌ’　）に変換し、これをカウンタ２２又は２３で
デジタル数をカウントしさらにこれをＤ／Ａ変換器２４
又は２４でデジタル量をアナログ量（第２図−Ｍ、１ｌ
ｉ（勺のＶｗ、Ｖｐに変換きせる。りまり上記したタイ
ミング信号（第２図−〇、　Ｌ）’　　Ｊが設定する同
期信号（第２図−〇）に対して角度差（時間差）に比例
して上記のアナログ量が変わることが求められるから、
これで得られた電圧信号第２図−ＭのＶ　ｓ　ｅ　Ｍ　
’のＶｐと前記した平均値回路１０の出力信号との加減
算器２６で／Ｉｌｌ＄ｔ、算して第３図−ル）なるＢＧ
Ｌの電圧信号が得られ、これをもって上記のノック信号
５ｇ３図−〇と比較器２７で比較すると、その出力はノ
ックキングに対応したパルス数が次のマイクロコンピュ
ータ２８に入力、これによってマイクロコンピュータ２
８は点火時期信号を気筒判別回路２９で判別された気筒
に応じて点火装置３０とディスト・リビュータ４を介し
て点火制御させるものである。Since the signals obtained by this process have pulse widths, AND circuits 20 and 2 are used to convert these signals into analog voltage levels.
1 and the deviation pulse with the clock pulse digitally corresponds to the second-L
(L'), the counter 22 or 23 counts the digital number, and the D/A converter 24
or 24 to convert the digital quantity to the analog quantity (Fig. 2-M, 1l
i (transformed into Vw, Vp).The above timing signals (Figure 2-〇, L)' are proportional to the angle difference (time difference) with respect to the synchronization signal (Figure 2-〇) set by J. Since the above analog quantity is required to change,
The voltage signal obtained in this way is V s e M in Figure 2-M.
The adder/subtractor 26 calculates Vp of ' and the output signal of the average value circuit 10 as /Ill$t, resulting in BG
A voltage signal of L is obtained, and when it is compared with the above-mentioned knocking signal 5g3 in the comparator 27, the number of pulses corresponding to the knocking is input to the next microcomputer 28, and thereby the microcomputer 2
Reference numeral 8 controls the ignition timing signal via the ignition device 30 and the distributor 4 in accordance with the cylinder discriminated by the cylinder discriminating circuit 29.

尚第４図は比ｄ器２７の出力パルスの数による点火時期
補正である。Incidentally, FIG. 4 shows the ignition timing correction based on the number of output pulses of the ratio d converter 27.

〔発明の効果〕〔Effect of the invention〕

１、　唯一のノックセンサでノック強度と溝内の最大圧
力時点が検知出来たことで、より確実なノッキング＠足
ができた。1. By being able to detect knock intensity and the point of maximum pressure in the groove with the only knock sensor, more reliable knocking @feet was achieved.

λ　上記によりエンジンのバラツキや経時変化に対して
も影４がなく最適な点火時期制御ができた。λ As a result of the above, the optimum ignition timing control was achieved without any negative impact 4 even with respect to engine variations and changes over time.

３、　尚内圧力を償却する圧力センサーが不用なのでエ
ンジンの部系化、ローコスト化が計れた。3. Since there is no need for a pressure sensor to amortize the internal pressure, the engine can be made into a separate system and costs can be reduced.

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

第１図は本発明に果４した回路のプロラグダイヤグラム
、第２図は本発明に実施した回路のｌＩｈＩｈイタイム
チャート３図は本発明に実５虐したノツ１りの判定ノベ
ルの補正特性図、第４図は不発明の点火時期の補正特性
図である。 ｌ・・・エンジン、２・・・ノックセンサ、３・・・ク
ランク角七ンサ、４・・・ディストリビュータ、５・・
・増巾器、６・・・バンドパスフィルター、７・・・−
Ｐ波姫流回路、８・・・積分器、９・・・ピーク時点検
出４．１０・・・平均１直回路、１１・・・クランク角
検出回路、１２・・・設定角度検出回路、１３・・・第
１のフリップ・７０ツブ回路（以下ＰＩＦ　）、１４・
・・第２のＦ／Ｆ’％１５・・・第１のＡＮＤ回路、１
６・・・５ｇ２のＡＮＤ回路、１７・・・第３のＦ／Ｆ
、１８・・・第４のＦ　／　Ｆ　ｓ　１９・・・クロッ
クパルス、２０・・・第３のＡＮＤ回路、２１・・・第
４のＡＮＤ回路、２２・・・第１のカウンタ、２３・・
・ｇ２のカウンタ、２４・・・第１のＤ／Ａコンバータ
、２５・・・第２のＤ／Ａコンバータ、２６・・・加減
算器、２７・・・比較器、２ｄ・・・マイクロコンピュ
ータ−１２９・・・’ＡｒｔＪ判別回路、３ｏ・・・点
火装置。 ヌ 悟Ｊ囚 （山）　　　　　　　　　　　　（Ｊ）詐４ω ゞ　　　０すｏ　ｏ　ｕｒ市１褌けｚ＋ｂ−に−Σ　　
を【ｃ１ｃ１＝　　りFigure 1 is a program diagram of the circuit implemented in accordance with the present invention, Figure 2 is a time chart of the circuit implemented in accordance with the present invention, Figure 3 is the correction characteristic of the judgment novel of the one thing that was actually exploited in the present invention. 4 are ignition timing correction characteristics diagrams according to the invention. l...engine, 2...knock sensor, 3...crank angle sensor, 4...distributor, 5...
・Amplifier, 6...Band pass filter, 7...-
P wave princess flow circuit, 8... Integrator, 9... Peak point detection 4.10... Average 1 series circuit, 11... Crank angle detection circuit, 12... Setting angle detection circuit, 13 ...First flip 70 tube circuit (hereinafter referred to as PIF), 14.
...Second F/F'%15...First AND circuit, 1
6...5g2 AND circuit, 17...3rd F/F
, 18... Fourth F/F s 19... Clock pulse, 20... Third AND circuit, 21... Fourth AND circuit, 22... First counter, 23...・
- g2 counter, 24... first D/A converter, 25... second D/A converter, 26... adder/subtractor, 27... comparator, 2d... microcomputer. 129...'ArtJ discrimination circuit, 3o...Ignition device. Nugo J prisoner (mountain) (J) fraud 4ω ゞ 0suo o ur city 1 loincloth z+b-ni-Σ
[c1c1= ri

Claims (1)

【特許請求の範囲】[Claims] １、内燃機関の振動を電気信号に変換する第１の手段と
予め求められた機関のノツクに関する振動の周波数に相
当する電気信号を上記第１の手段の出力信号から取り出
して出力する第２の手段と上記第２の手段の出力信号の
うち機関のノツクに関する電気信号でない信号電圧のレ
ベルを保持する第３の手段と、上記機関のクランク角を
電気信号に変換する第４の手段と該第４の信号から上死
点の位置に相当する信号の第５の手段及び同じ上死点後
において理想の最大圧力時の角度を設定したときの同期
信号となる第６の手段と上記第２の手段の出力信号から
ノツクに関する振動の最高値の時点の同期信号を得る第
７の手段と該第７の信号が上記第６の手段の信号に対し
て時前にあるかまたは時後にあるか判定及びそれぞれ時
間差を判別し、そして時間差に比例した電圧信号を得る
第７の手段と上記の第３の手段の信号と上記第７の手段
の電圧信号との加減算を行う第８の手段と該第８の手段
で得た電圧信号レベルと上記の第２の手段の出力信号と
を比較し、１点火周期間で前記比較器の出力パルス数が
ノツクの強度により変わるように構成し、かつ前記比較
器の出力パルス数に応じて点火時期を制御させることを
特徴とした内燃機関の点火時期制御装置。1. A first means for converting the vibrations of the internal combustion engine into an electric signal; and a second means for extracting and outputting an electric signal corresponding to a predetermined vibration frequency related to engine knock from the output signal of the first means. and third means for maintaining the level of a signal voltage that is not an electrical signal related to the engine knock among the output signals of the second means, fourth means for converting the crank angle of the engine into an electrical signal, and the third means for converting the crank angle of the engine into an electrical signal. A fifth means of a signal corresponding to the position of top dead center from the signal of No. 4, a sixth means of a signal corresponding to the position of the ideal maximum pressure after the same top dead center, and a sixth means which becomes a synchronization signal when the angle at the ideal maximum pressure is set, and the second means of the above. Seventh means for obtaining a synchronization signal at the time of the highest vibration value regarding the knock from the output signal of the means, and determining whether the seventh signal is before or after the signal of the sixth means. and a seventh means for determining a time difference and obtaining a voltage signal proportional to the time difference; an eighth means for adding and subtracting the signal of the third means and the voltage signal of the seventh means; The voltage signal level obtained by the means of 8 is compared with the output signal of the second means, and the number of output pulses of the comparator changes in one ignition cycle period depending on the intensity of the knock; An ignition timing control device for an internal combustion engine, characterized in that the ignition timing is controlled according to the number of output pulses of an internal combustion engine.