JPS6168533A - Detection of max. combustion pressure generation timing for internal combustion engine - Google Patents
Detection of max. combustion pressure generation timing for internal combustion engineInfo
- Publication number
- JPS6168533A JPS6168533A JP59191094A JP19109484A JPS6168533A JP S6168533 A JPS6168533 A JP S6168533A JP 59191094 A JP59191094 A JP 59191094A JP 19109484 A JP19109484 A JP 19109484A JP S6168533 A JPS6168533 A JP S6168533A
- Authority
- JP
- Japan
- Prior art keywords
- combustion pressure
- max
- crank
- crank angle
- angle
- 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
-
- G—PHYSICS
- G01—MEASURING; TESTING
- G01M—TESTING STATIC OR DYNAMIC BALANCE OF MACHINES OR STRUCTURES; TESTING OF STRUCTURES OR APPARATUS, NOT OTHERWISE PROVIDED FOR
- G01M15/00—Testing of engines
- G01M15/04—Testing internal-combustion engines
- G01M15/08—Testing internal-combustion engines by monitoring pressure in cylinders
-
- 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
- F02P5/1455—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 by using a second control of the closed loop type
-
- 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)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Physics & Mathematics (AREA)
- General Physics & Mathematics (AREA)
- Measuring Fluid Pressure (AREA)
- Testing Of Engines (AREA)
- Ignition Installations For Internal Combustion Engines (AREA)
Abstract
Description
【発明の詳細な説明】
〔産業上の利用分野〕
本発明は、内燃機関の点火時期フィードバック制御など
に必要な、最高燃焼圧力発生時期の検出方法に関する。DETAILED DESCRIPTION OF THE INVENTION [Field of Industrial Application] The present invention relates to a method for detecting the maximum combustion pressure generation timing, which is necessary for ignition timing feedback control of an internal combustion engine.
一般に、内燃機関にあっては、燃焼圧力が最大になる時
期を、クランク軸が上死点から一定の角度α回転したと
き、即ちα’Ａ ’、ｒ’ Ｄ Ｃに合わせると、機関
出力が最大に々るということが知られている。Generally, in an internal combustion engine, if the combustion pressure reaches its maximum when the crankshaft rotates a certain angle α from top dead center, that is, α'A', r'D C, the engine output will increase. It is known to reach the maximum.
そのαの値は内燃機関の型式等によって定する特性値で
あり、通常１５°近傍であるとされている。The value of α is a characteristic value determined depending on the type of internal combustion engine, etc., and is usually around 15°.
そこで、内燃機関のシリンダ内圧力の最大値Ｐｍａｘを
検出するとともに、そのときのクランク角θｐｍａｘ
を検出し、このθｐｍａｘ を十−記αＫ 一致さ
せるべく点火時期を補正するフィードバック制御が行々
われでいる。そのＰｍａｘとθｐｍａｘを検出する方法
として、従来、一定の回転変位角△θごとにパルス信号
を出力するクランク角センサをクランク軸に関連させて
設け、そのパルス信号に同期させてシリンダ内の燃焼圧
力Ｐを検出し、検出された燃焼圧力の最大値をＰｍａｘ
とするとともに、そのときのクランク角θをθｐｍａｘ
とするようにしていた。Therefore, the maximum value Pmax of the cylinder pressure of the internal combustion engine is detected, and the crank angle θpmax at that time is
Feedback control is being carried out to detect θpmax and correct the ignition timing in order to make it coincide with αK. Conventionally, as a method for detecting Pmax and θpmax, a crank angle sensor that outputs a pulse signal at every fixed rotational displacement angle Δθ is provided in relation to the crankshaft, and the combustion pressure in the cylinder is adjusted in synchronization with the pulse signal. Detect P and set the maximum value of the detected combustion pressure as Pmax
and the crank angle θ at that time is θpmax
I was trying to do that.
この上う々従来の最高燃焼圧力検出方法にあって、その
検出精度を高めようとすると、燃焼圧力Ｐの検出間隔を
密に、即ち、前記へ〇を小さくして（例えば０５〜１．
０°ＣＡ ）分解能を高くし設ければ々ら々い。しかし
、マイクロコンピュータの如き演算装置によりそれらの
検出値を演算処理する場合には、分解能を高くするとＣ
ＰＵ負荷が増大するという問題がある。また、八〇を小
さくするとクランク角センサが大形に々るなど、構造面
に限界かあり、△θは３〜５°ＣＡに抑えられていた。Moreover, in the conventional maximum combustion pressure detection method, if the detection accuracy is to be improved, the detection interval of the combustion pressure P should be made closer, that is, the above value should be made small (for example, 05 to 1.
0°CA) If you increase the resolution and provide it, there will be many possibilities. However, when the detected values are processed by an arithmetic device such as a microcomputer, the higher the resolution, the higher the C.
There is a problem that the PU load increases. In addition, if 80 is made smaller, the crank angle sensor becomes larger, and there are limits to the structure, and Δθ was suppressed to 3 to 5 degrees CA.
本発明の目的は、燃焼圧力の検出間隔を密にすることな
く、最高燃焼圧力の発生時期を高精度で検出することが
できる内燃機関の最高燃焼圧力発生時期検出方法を提供
することにある。An object of the present invention is to provide a maximum combustion pressure generation timing detection method for an internal combustion engine that can detect the maximum combustion pressure generation timing with high accuracy without increasing the combustion pressure detection interval.
本発明け、Ｆ記目的を達成するため、内燃機関の燃焼圧
力を所定のクランク角ピッチごとに検出し、一定周期に
おける燃焼圧力検出値の最大値とその前後のクラ／り角
ピッチにおける検出値に基づいて、当該周期におけるク
ランク角に対する燃焼圧力の変化を関数近似し、この近
似関数の極大値に対応するクランク角を最高燃焼圧力発
生時期とすることにある。In order to achieve the object F, the present invention detects the combustion pressure of an internal combustion engine at every predetermined crank angle pitch, and detects the maximum combustion pressure detection value in a certain period and the detection value at the crank angle pitch before and after the maximum value of the combustion pressure detection value in a certain period. Based on this, the change in combustion pressure with respect to the crank angle in the relevant period is approximated by a function, and the crank angle corresponding to the maximum value of this approximation function is set as the maximum combustion pressure generation time.
つまり、本発明は、内燃機関の燃焼圧力の変化は連続す
る曲線となり、かつ最高値近傍の変化曲線は、その最高
値のクランク角を中心に、略前後対称であるということ
に着目してかされたものであり、上記構成を有する本発
明によれば、最高値近傍の３点の燃焼圧力検出値に基づ
いて燃焼圧力の変化曲線を関数近似し、この近似関数の
極大値を燃焼圧力の最高値の近似鎮としていることから
、燃焼圧力の検出間隔を密にすることなく、最高燃焼圧
力の発生時期を高精度で検出することかできるのである
。In other words, the present invention focuses on the fact that the combustion pressure of an internal combustion engine changes as a continuous curve, and that the change curve near the maximum value is approximately symmetrical around the crank angle of the maximum value. According to the present invention having the above configuration, a combustion pressure change curve is approximated as a function based on combustion pressure detection values at three points near the maximum value, and the maximum value of this approximation function is determined as a combustion pressure change curve. Since the maximum value is approximated, it is possible to detect the timing of the maximum combustion pressure with high accuracy without making the combustion pressure detection intervals too close.
以下、本発明を実施例に基づいて説明する。 Hereinafter, the present invention will be explained based on examples.
第１図に本発明を適用してなる一実施例装置の全体概要
構成図を示す。FIG. 1 shows an overall schematic configuration diagram of an embodiment of an apparatus to which the present invention is applied.
第１図に示すように、内燃機関のシリンダ１の燃焼室２
の頂部に燃焼圧力センサ３と点火プラグ４が設けられて
いる。ピストン５に連結されている図示していないクラ
ンク軸に係合させてデストリビュークロが設けられてお
り、このデストリピユータ６に関連させてクランク角セ
ンサ７が設けられている。As shown in FIG. 1, a combustion chamber 2 of a cylinder 1 of an internal combustion engine
A combustion pressure sensor 3 and a spark plug 4 are provided on the top of the engine. A distributor is provided to engage with a crankshaft (not shown) connected to the piston 5, and a crank angle sensor 7 is provided in association with the distributor 6.
なお、第１図図中、符号８はエアフィルタ、符号９けエ
アフローメータ、符号１ｏはスロットル弁、符号１１は
燃料噴射ノズル、符号１２は吸気弁、符号１３け排気弁
、符号１４け排気処理用の触媒コンバータである。In Fig. 1, 8 is an air filter, 9 is an air flow meter, 1o is a throttle valve, 11 is a fuel injection nozzle, 12 is an intake valve, 13 is an exhaust valve, and 14 is an exhaust process. This is a catalytic converter for.
クランク角センサ７はクランク軸か７２００回転する度
にパルス信号ＢＰを出力するクランク基準位置センサと
、一定りランク角ピッチへ〇（例えば、５°ＣＡ）ごと
にパルス信号ＣＰを出力するクランク角センサとを含ん
で形成されている。即ち、パルス信号ＢＰは内燃機関の
２回転を表わす基準信号であり、パルス信号ＣＰは燃焼
圧力Ｐの検出用などのクロックパルス信号となるもので
ある。The crank angle sensor 7 includes a crank reference position sensor that outputs a pulse signal BP every time the crankshaft rotates 7200 degrees, and a crank angle sensor that outputs a pulse signal CP at every fixed rank angle pitch (for example, 5° CA). It is formed by including. That is, the pulse signal BP is a reference signal representing two revolutions of the internal combustion engine, and the pulse signal CP is a clock pulse signal for detecting combustion pressure P, etc.
どれらのパルス信号ＢＰ、ＣＰは、マイクロコンピュー
タなどから形成される最高燃焼圧カ検出装［２０のクラ
ンク角検出部２１１Ｃ入カされ、ことにおいて波形整形
されるとともに、基準位置からのクランク角θを表わす
クランク角θ４（ｊ−１，２，３，・・・・・・・・口
を、前記パルス信号ＣＰに同期させて燃焼圧力検出部２
２に出力するようになっている。Which of the pulse signals BP and CP is inputted to the crank angle detection unit 211C of the maximum combustion pressure detection device [20] formed from a microcomputer, etc., where the waveform is shaped and the crank angle θ from the reference position is The crank angle θ4 (j-1, 2, 3, . . . ) representing the
It is designed to output to 2.
燃焼圧力検出部２２は入力されるクランク角θｉに同期
かつ対応させて燃焼圧力Ｐｉ（ｉ−１，２゜・・・・・
・・・・）を前記燃焼圧力センサ３から取り込み、記憶
するメモリを含んで形成されている。The combustion pressure detection unit 22 detects the combustion pressure Pi (i-1, 2°...) in synchronization and correspondence with the input crank angle θi.
...) from the combustion pressure sensor 3 and stores it therein.
最高燃焼圧力発生時期演算部２３け、パルス信号ＢＰに
基づいて駆動されるようになっており、燃焼圧力検出部
２２から燃焼圧力Ｐｌを取り込んでその最大値Ｐｋを検
索するとともに、その前後の検出値Ｐｋ −１，Ｐｋ＋
ｔ ｔｉｃ基づいて燃焼圧力Ｐの変化を関数近似し、
この近似関数の極大値Ｐｍａｘに対応するクランク角θ
ｐｍａｘ を求めて点火時期制御装置３０に出力するよ
うになっている。The maximum combustion pressure generation timing calculation unit 23 is driven based on the pulse signal BP, and retrieves the combustion pressure Pl from the combustion pressure detection unit 22 to search for the maximum value Pk, and also detects the timing before and after the combustion pressure Pl. Value Pk −1, Pk+
Functional approximation of the change in combustion pressure P based on ttic,
Crank angle θ corresponding to the maximum value Pmax of this approximation function
pmax is determined and output to the ignition timing control device 30.
この関数近似の一実施例を第２図を参照しながら次に説
明する。ｆｊｌｃ２図に示したものは次式（１）に示す
２次関数により近似したものであり、極大値Ｐｍａｘに
対応するクランク角θｐｍａｘ は次式（２）で得ら
れる。々お、式（１，）、 （２）においてａ、ｂ、ｃ
け定数である。An example of this function approximation will now be described with reference to FIG. What is shown in FIG. In formulas (1,) and (2), a, b, c
is a constant.
Ｐ−ａθ２＋ｂθ＋（！ ・（１）
このよう々２次関数近似によれば、高精度で燃焼圧力変
化曲線を近似することができ、θｐｍａｘの値を精度よ
く求めることができる。P-aθ2+bθ+(! ・(1)
According to this quadratic function approximation, the combustion pressure change curve can be approximated with high precision, and the value of θpmax can be determined with high precision.
しかし、２次関数近似によれば定数ａ、 ｂ、 ｃ
を求めるにあたって、３元連立方程式を解く演算処理が
含まれることになる。この演算処理を排除して、ＣＰＵ
負荷を軽減させるととができる他の関数近似法について
、第３図を参照しながら次に説明する。However, according to the quadratic function approximation, the constants a, b, c
In calculating , calculation processing for solving three-dimensional simultaneous equations is included. By eliminating this arithmetic processing, the CPU
Another function approximation method that can reduce the load will now be described with reference to FIG.
第３図に示す関数近似法は、検出された燃焼圧力の最大
ｒｆｉＰｋと、他（Ｄ検出部 Ｐｋ−ｔ 又ハＰｋ＋＋
のいずれか小さい値とを結ぶ直線と、この直線の逆勾配
を有し残りの検出値Ｐｋ−ｚ又けｐｋ−ｔを通る直線と
の交点（極大値）に対応するクランク角をθｐｍａｘ
とするものである。この近似法によって得られるθｐ
ｍａｘ けＰｋ−ｓとＰｋ＋１の大小関係に応じて、次
式（３）、 （４）、 （５）に示すものとなる。The function approximation method shown in FIG.
θpmax is the crank angle corresponding to the intersection (maximum value) of a straight line connecting whichever smaller value of
That is. θp obtained by this approximation method
Depending on the magnitude relationship between Pk-s and Pk+1, the following equations (3), (4), and (5) are obtained.
Ｐｋ−ｓ＜Ｐｋ＋＋ のとき、
ここで、
Ｐｋ−ｔ ＞Ｐｋ−ｚ のとき、
ここで、
Ｐｋ−１＋ Ｐｋ＋ｔ （即ち、ｌ Ｐｋ−１−Ｐｋ
＋、Ｉ≦ε）のとき
θｐｍａｘ昭θｋ ・・・（５）こ
のような対称２直線近似によれば、演算処理時間を短縮
してかつ高精度でθｐｍａｘ の値を求めることができ
る。When Pk-s<Pk++, Here, When Pk-t > Pk-z, Here, Pk-1+ Pk+t (i.e., l Pk-1-Pk
+, I≦ε), θpmax θk (5) According to such symmetric two-line approximation, the value of θpmax can be determined with high accuracy while reducing the calculation processing time.
以−ト説明したように、本発明によれば、燃焼圧力の検
出間隔を密にすることなく、最高燃焼圧力の発生時期を
高い精度で検出することができ、これによって点火時期
フィードバック制御の精度が向上され、内燃機関の効率
が向上されるという効果がある。As explained above, according to the present invention, the timing of occurrence of the maximum combustion pressure can be detected with high accuracy without increasing the combustion pressure detection interval, thereby improving the accuracy of ignition timing feedback control. This has the effect of improving the efficiency of the internal combustion engine.
第１図は本発明の適用された一実施例の概要構成図、第
２図は２次関数近似により最高燃焼圧力発生時期を求め
る方法を説明するための線図、第３図は対称２直線近似
により最高燃焼圧力発生時期を求める方法を説明するた
めの線図である。
２０・・・最高燃焼圧力発生時期検出装置２１・・・ク
ランク角検出部
２２・・・燃焼圧力検出部Fig. 1 is a schematic configuration diagram of an embodiment to which the present invention is applied, Fig. 2 is a diagram illustrating a method for determining the maximum combustion pressure generation timing by quadratic function approximation, and Fig. 3 is a diagram showing two symmetrical lines. FIG. 3 is a diagram for explaining a method of determining the maximum combustion pressure generation timing by approximation. 20... Maximum combustion pressure generation timing detection device 21... Crank angle detection section 22... Combustion pressure detection section
Claims (1)
検出し、一定周期における前記燃焼圧力検出値の最大値
とその前後のクランク角ピツチにおける検出値に基づい
て、当該周期におけるクランク角に対する燃焼圧力の変
化を関数近似し、該近似関数の極大値に対応するクラン
ク角を最高燃焼圧力発生時期とすることを特徴とする内
燃機関の最高燃焼圧力発生時期検出方法。The combustion pressure of the internal combustion engine is detected at every predetermined crank angle pitch, and based on the maximum value of the detected combustion pressure value in a certain period and the detected values at the crank angle pitches before and after that, the combustion pressure for the crank angle in that period is calculated. 1. A method for detecting the timing of maximum combustion pressure in an internal combustion engine, characterized by approximating the change as a function and determining the crank angle corresponding to the maximum value of the approximation function as the timing of maximum combustion pressure.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP59191094A JPS6168533A (en) | 1984-09-12 | 1984-09-12 | Detection of max. combustion pressure generation timing for internal combustion engine |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP59191094A JPS6168533A (en) | 1984-09-12 | 1984-09-12 | Detection of max. combustion pressure generation timing for internal combustion engine |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| JPS6168533A true JPS6168533A (en) | 1986-04-08 |
Family
ID=16268751
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP59191094A Pending JPS6168533A (en) | 1984-09-12 | 1984-09-12 | Detection of max. combustion pressure generation timing for internal combustion engine |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPS6168533A (en) |
Cited By (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS6415934U (en) * | 1987-07-13 | 1989-01-26 | ||
| JPH0791309A (en) * | 1994-08-18 | 1995-04-04 | Nissan Motor Co Ltd | Maximum cylinder inside pressure timing detecting device |
| US7138819B2 (en) | 2002-06-13 | 2006-11-21 | Advantest Corp. | Differential voltage measuring apparatus and semiconductor testing apparatus |
| CN104697800A (en) * | 2013-12-05 | 2015-06-10 | 现代自动车株式会社 | Method and apparatus for detecting combustion phase of engine |
-
1984
- 1984-09-12 JP JP59191094A patent/JPS6168533A/en active Pending
Cited By (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS6415934U (en) * | 1987-07-13 | 1989-01-26 | ||
| JPH0791309A (en) * | 1994-08-18 | 1995-04-04 | Nissan Motor Co Ltd | Maximum cylinder inside pressure timing detecting device |
| US7138819B2 (en) | 2002-06-13 | 2006-11-21 | Advantest Corp. | Differential voltage measuring apparatus and semiconductor testing apparatus |
| CN104697800A (en) * | 2013-12-05 | 2015-06-10 | 现代自动车株式会社 | Method and apparatus for detecting combustion phase of engine |
| JP2015108367A (en) * | 2013-12-05 | 2015-06-11 | 現代自動車株式会社 | Engine combustion phase estimation device and method using combustion phase information and angular acceleration signal of single cylinder |
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| JPH0681943B2 (en) | Ignition timing control device | |
| JPS6331668B2 (en) |