JPS6253710B2 - - Google Patents
Info
- Publication number
- JPS6253710B2 JPS6253710B2 JP55028387A JP2838780A JPS6253710B2 JP S6253710 B2 JPS6253710 B2 JP S6253710B2 JP 55028387 A JP55028387 A JP 55028387A JP 2838780 A JP2838780 A JP 2838780A JP S6253710 B2 JPS6253710 B2 JP S6253710B2
- Authority
- JP
- Japan
- Prior art keywords
- combustion
- ignition timing
- circuit
- crank angle
- timing
- 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.)
- Expired
Links
- 238000002485 combustion reaction Methods 0.000 claims description 72
- 238000005070 sampling Methods 0.000 claims description 6
- 238000012935 Averaging Methods 0.000 claims description 5
- 238000010586 diagram Methods 0.000 description 13
- 239000000446 fuel Substances 0.000 description 12
- 239000000203 mixture Substances 0.000 description 11
- 238000000034 method Methods 0.000 description 5
- 239000000498 cooling water Substances 0.000 description 2
- 230000003111 delayed effect Effects 0.000 description 2
- 238000001514 detection method Methods 0.000 description 2
- 230000007274 generation of a signal involved in cell-cell signaling Effects 0.000 description 2
- 230000009286 beneficial effect Effects 0.000 description 1
- 238000006243 chemical reaction Methods 0.000 description 1
- 230000007423 decrease Effects 0.000 description 1
- 238000010790 dilution Methods 0.000 description 1
- 239000012895 dilution Substances 0.000 description 1
- 230000000694 effects Effects 0.000 description 1
- 230000007613 environmental effect Effects 0.000 description 1
- 238000002474 experimental method Methods 0.000 description 1
- 230000007774 longterm Effects 0.000 description 1
- 230000000704 physical effect Effects 0.000 description 1
- 230000000979 retarding effect Effects 0.000 description 1
- 239000004065 semiconductor Substances 0.000 description 1
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
- F02P5/05—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 mechanical means
- F02P5/14—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 mechanical means dependent on specific conditions other than engine speed or engine fluid pressure, e.g. temperature
Landscapes
- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Electrical Control Of Ignition Timing (AREA)
- Combined Controls Of Internal Combustion Engines (AREA)
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関する
ものである。DETAILED DESCRIPTION OF THE INVENTION The present invention relates to an ignition timing control device for an internal combustion engine.
内燃機関は周知のようにスパークプラグの火花
放電後発火反応が開始され、ある時間が経過して
火炎が燃焼室内に広まつて、燃焼が完了するため
この燃焼経過時間を見込んで機関が最大限に出力
を発揮できるように点火時期を決める必要があ
る。 As is well known, in an internal combustion engine, the ignition reaction starts after the spark discharge from the spark plug, and after a certain period of time, the flame spreads into the combustion chamber and combustion is completed. It is necessary to determine the ignition timing so that the output can be achieved.
この点火時期制御装置として従来から広く採用
されているものに、第１図に示す機械的な自動進
角装置がある。 A mechanical automatic advance device shown in FIG. 1 has been widely used as this ignition timing control device.
これは、機関１と同期して作動する配電器２
と、配電器２を介して所定のスパークプラグ３に
スパーク電流（点火二次電流）を供給する点火コ
イル４と、点火コイル４の一次電流を遮断して高
圧の点火二次電圧を誘起させる断続器５と、断続
器５のポイント開時期（点火時期）を遅進させる
点火時期制御入力装置としての遠心進角装置６お
よび負圧進角装置を備えるものであり、両進角装
置６，７の機械的な作用に基づいて運転条件に合
致した点火時期設定をなすものである。 This is a power distributor 2 that operates in synchronization with engine 1.
, an ignition coil 4 that supplies a spark current (secondary ignition current) to a predetermined spark plug 3 via a power distributor 2, and an intermittent switch that cuts off the primary current of the ignition coil 4 and induces a high-voltage secondary ignition voltage. 5, a centrifugal advance device 6 as an ignition timing control input device for retarding the point opening timing (ignition timing) of the interrupter 5, and a negative pressure advance device. The ignition timing is set to match the operating conditions based on the mechanical action of the engine.
すなわち遠心進角装置６にあつては、回転速度
の上昇に応じて増大する遠心力を利用して、回転
数上昇に従つて点火時期を進め、燃焼時期の遅れ
を防ぎ、他方、負圧進角装置では吸気マニホール
ド負圧の上昇（負荷の低下）に伴い点火時期を進
めて、燃焼の芳しくない低負荷時の燃焼改善を計
つてやるのである。 In other words, the centrifugal advance device 6 utilizes centrifugal force that increases as the rotation speed increases to advance the ignition timing as the rotation speed increases, thereby preventing a delay in the combustion timing. In this system, the ignition timing is advanced as the intake manifold negative pressure increases (load decreases) to improve combustion at low loads when combustion is poor.
つまり、この自動進角装置は、機関の性状や予
め想定された運転条件に対応して両進角装置の特
性が決められ、その範囲内で最適と考えられる点
火時期を設定するのである。 In other words, in this automatic advance angle device, the characteristics of both advance angle devices are determined in accordance with the characteristics of the engine and the operating conditions assumed in advance, and the ignition timing that is considered to be optimal within that range is set.
しかしながらこの従来装置にあつては、その性
質上一律の点火時期設定がなされる為、予想され
た運転条件の範囲内であつても、近似的に点火制
御がなされるにすぎず、あらゆる機関運転条件に
応じて常に最適の点火時期を設定することができ
ない。 However, in the case of this conventional device, since the ignition timing is set uniformly by its nature, ignition control is only approximated even within the range of expected operating conditions, and it is not suitable for all engine operations. It is not possible to always set the optimum ignition timing depending on the conditions.
そこで近年、マイクロコンピユータを始めとす
る半導体技術の進歩と相挨つて、メモリや演算を
行うプロセサを用いたマイクロコンピユータによ
る点火時期制御システムが開発された。 Therefore, in recent years, along with advances in semiconductor technology including microcomputers, an ignition timing control system using a microcomputer that uses memory and a processor that performs calculations has been developed.
第２図はかかるマイクロコンピユータ利用の点
火時期制御装置の一例を示すものである。点火時
期制御の方式は、第３図に示す機関回転数と吸気
マニホールド負圧ないしは吸入空気量等の吸気負
荷とからなる基本進角パラメータから機関要求進
角の点火時期テーブル８を設定しておき、機関の
運転状態を示す吸気マニホールド負圧センサー、
クランク角度センサー、冷却水温センサー、回転
速度センサー等のセンサーからの入力信号により
点火時期可変装置９において上記テーブル８の設
定値から補間計算を行つて出力値を演算し、点火
タイミング信号を次段の点火電圧発生装置１０に
出力して、点火時期を決定してやるものである。
この方式はいわゆるテーブル・ルークアツプ方式
と呼ばれるもので制御の方法としては開ループ制
御に属するものである。 FIG. 2 shows an example of an ignition timing control device using such a microcomputer. In the ignition timing control method, an ignition timing table 8 of the engine required advance angle is set based on the basic advance angle parameters consisting of the engine speed and the intake load such as the intake manifold negative pressure or intake air amount as shown in Fig. 3. , an intake manifold negative pressure sensor that indicates the engine operating status;
Based on input signals from sensors such as a crank angle sensor, a cooling water temperature sensor, and a rotational speed sensor, the ignition timing variable device 9 performs interpolation calculations from the set values in the table 8 above to calculate an output value, and the ignition timing signal is used as the ignition timing signal for the next stage. The signal is output to the ignition voltage generator 10 to determine the ignition timing.
This method is called a table lookup method, and as a control method, it belongs to open loop control.
しかし、このような点火時期制御装置において
も、吸気温度・湿度・大気圧等の機関運転環境の
影響や、燃料の物性変化あるいは混合比の変動に
基づく燃焼速度の変化による影響、さらには排出
ガス対策としてEGR（排気還流）を行つた時の
EGR量に基づく燃焼変動等、非常に複雑で多岐
に渡る機点火時期制御要因に対して満足のゆく最
適点火時期を設定することには非常な困難があつ
た。 However, even in such an ignition timing control device, there are effects from the engine operating environment such as intake air temperature, humidity, and atmospheric pressure, and changes in the combustion rate due to changes in the physical properties of the fuel or mixture ratio, and even exhaust gas. When performing EGR (exhaust gas recirculation) as a countermeasure
It was extremely difficult to set a satisfactory optimal ignition timing for the extremely complex and wide variety of engine ignition timing control factors, such as combustion fluctuations based on EGR amount.
本発明は上述のような実状に鑑みなされたもの
で、機関の燃焼室内の圧力を検出する筒内圧セン
サーを用いて、常に機関の燃焼状態を適確に監視
し、機関運転状態に常にマツチした最適の点火時
期を設定するフイードバツク制御を行うことによ
り、エンジン特性を最大限に発揮できるような内
燃機関の点火時期制御装置を提供することを目的
とする。 The present invention was developed in view of the above-mentioned circumstances, and uses a cylinder pressure sensor that detects the pressure inside the combustion chamber of the engine to accurately monitor the combustion state of the engine and to constantly match the engine operating state. An object of the present invention is to provide an ignition timing control device for an internal combustion engine that can maximize engine characteristics by performing feedback control to set the optimum ignition timing.
以下、本発明を図面に基づいて説明する。第４
図は、この発明の一実施例を示す図である。 Hereinafter, the present invention will be explained based on the drawings. Fourth
The figure shows an embodiment of the present invention.
まず構成を説明すると、１１は機関シリンダヘ
ツド１Ａに形成した開口部に設けられ燃焼室内圧
力を検出する筒内圧センサー、１２は機関のクラ
ンク角度を検出するクランク角センサー、１３は
該クランク角センサー出力を入力し、所定のクラ
ンク角度で筒内圧センサー１１の検出信号をサン
プルするサンプリング用トリガ発生回路、１４は
トリガ発生回路１３により所定のクランク角度に
おいて前記センサ１１および１２の検出信号を入
力して燃焼状態を示すパラメータすなわち燃焼質
量割合「NBT」（mass burnt）を直接あるいは
NBTに関連した値を各サイクルごとに演算する
燃焼時期演算回路である。１５は吸気マニホール
ド負圧信号、回転速度信号、冷却水温信号等の運
転条件を示す信号をとり込んで、所定のクランク
角度における機関の要求MBT値を設定する目標
MBT設定回路であつて、この目標MBT設定回路
１５は第３図に示した吸気マニホールド負圧、回
転速度等に対応して予めテーブルとして目標とす
るMBT値を設定しておく固定式の目標MBT値設
定回路であつてもよい。尚、この場合第３図中の
Ｚ軸はMBT値となる。 First, to explain the configuration, 11 is an in-cylinder pressure sensor that is installed in an opening formed in the engine cylinder head 1A and detects the pressure in the combustion chamber, 12 is a crank angle sensor that detects the crank angle of the engine, and 13 is the output of the crank angle sensor. A sampling trigger generation circuit 14 inputs the detection signals of the sensors 11 and 12 at a predetermined crank angle to a trigger generation circuit 13 to sample the detection signal of the cylinder pressure sensor 11 at a predetermined crank angle, and starts combustion. The parameter indicating the state, that is, the burnt mass ratio “NBT”
This is a combustion timing calculation circuit that calculates values related to NBT for each cycle. 15 is a target for setting the required MBT value of the engine at a predetermined crank angle by taking in signals indicating operating conditions such as an intake manifold negative pressure signal, rotation speed signal, and cooling water temperature signal.
This target MBT setting circuit 15 is an MBT setting circuit, and this target MBT setting circuit 15 is a fixed type target MBT in which target MBT values are set in advance as a table in accordance with the intake manifold negative pressure, rotation speed, etc. shown in FIG. It may also be a value setting circuit. In this case, the Z axis in FIG. 3 is the MBT value.
１６は比較回路で、前記した燃焼時期演算回路
１４による機関のサイクル中での実際の所定クラ
ンク角度におけるMBT値計算結果と、目標MBT
値設定回路１５からの目標MBT値とを入力し
て、これら両入力値のずれを計算する。１８は点
火時期可変回路で比較回路１６の出力信号と機関
運転条件から基準点火時期信号発生回路１７の出
力とを入力し、前記ずれがなくなるように、点火
電圧発生装置１９と配電器２を介して各気筒の点
火時期を制御する。 Reference numeral 16 denotes a comparison circuit that compares the MBT value calculation result at the actual predetermined crank angle during the engine cycle with the target MBT by the combustion timing calculation circuit 14 described above.
The target MBT value from the value setting circuit 15 is input, and the deviation between these two input values is calculated. Reference numeral 18 denotes an ignition timing variable circuit which inputs the output signal of the comparison circuit 16 and the output of the reference ignition timing signal generation circuit 17 based on the engine operating conditions, and outputs the ignition timing through the ignition voltage generator 19 and the power distributor 2 so as to eliminate the deviation. to control the ignition timing of each cylinder.
前記燃焼時期演算回路１４の構成を第５図によ
りさらに詳述する。 The configuration of the combustion timing calculation circuit 14 will be explained in more detail with reference to FIG.
燃焼時期演算回路１４は付与のサイクル中で所
定クランク角位置での筒内圧をメモリーしておく
筒内圧記憶回路１４′とメモリーされた筒内圧か
ら燃焼質量割合を演算するMBT演算回路１４″と
に区分される。前記筒内圧記憶回路１４′は３箇
所のクランク角度における筒内圧をメモリーする
為の番地１４′ａ，１４′ｂおよび１４′ｃを有し
た構成となつている。これら３箇所のクランク角
度は第６図イの燃焼室内圧力−クランク角度の関
係を示すＰ−θインジケータ線図において、燃焼
中のA1点（θ＝10゜ATDC）、燃焼後のB1点（θ
＝80゜ATDC）、燃焼前のC1点（θ＝30゜
BTDC）を指している。第６図イは代表的な筒内
圧力波形を示しており、波形ａは混合気点火を行
わない場合のいわゆるクランキング圧力波形、ｂ
は点火時期が燃費最良となる時期（本例では63゜
BTDC）にあつた場合の圧力波形、ｃは他条件は
同一で点火時期を燃費最良点火時期より７゜遅ら
せて、56゜BTDCで点火したときの圧力波形、さ
らに波形ｄはクランク位置がTDC位置にある
時、瞬時にして混合気全量が完全燃焼した場合の
圧力波形を表す。ここで、上述A1点の最良の好
ましい位置はピークの手前、B1点（80゜ATDC）
は前記圧力波形ｂ，ｃおよびｄが爆発後実質的に
一点に収束するクランク位置に対応し、C1（30
゜BTDC）は圧力波形ｂ，ｃが混合気点火より燃
焼による圧力上昇がみとめられクランク波形ａか
ら分岐するクランク角位置に対応している。本例
では２点B1およびC1点は後述するようにMBT計
算値がより精度よく求まるようにとつてあるがこ
れはクランキング圧力波形において、圧縮行程中
１点（C1）、燃焼後の膨張行程中１点（B1）であ
ればよい。第６図ロはイのインジケータ線図に対
応する燃焼質量割合（MBT）を計算したもの
で、各波形の添字はイ図の圧力波形に対応して付
されている。ここにMBT（ｍassｂurnｔ）とは
燃焼室に吸い込まれた混合気が均質に燃焼してい
く過程において単位混合気重量の発生熱量と該単
位混合気が完全燃焼するまでの有効発熱量との比
を表すパラメーターであり、付与のクランク角度
までに有効発熱量のうち何％が発生したかを示す
ものである。したがつて例えばイ図の波形ｄに対
応する波形d′はTDCで混合気全量が完全燃焼す
ると仮定したため、TDCまではMBTは零で
ATDC範囲では100％となり、図に示すようなス
テツプ状の波形となるのである。 The combustion timing calculation circuit 14 includes a cylinder pressure storage circuit 14' that stores the cylinder pressure at a predetermined crank angle position during a given cycle, and an MBT calculation circuit 14'' that calculates the combustion mass ratio from the stored cylinder pressure. The cylinder pressure memory circuit 14' has addresses 14'a, 14'b, and 14'c for storing the cylinder pressure at three crank angles. The crank angle is determined by the P-θ indicator diagram showing the relationship between combustion chamber pressure and crank angle in Figure 6A.
= 80° ATDC), C 1 point before combustion (θ = 30°
BTDC). Figure 6A shows typical cylinder pressure waveforms, waveform a is the so-called cranking pressure waveform when air-fuel mixture is not ignited, waveform b is
is the time when the ignition timing is the best for fuel efficiency (in this example, 63°
BTDC), c is the pressure waveform when the other conditions are the same, the ignition timing is delayed by 7° from the best fuel efficiency ignition timing, and ignition is performed at 56°BTDC, and waveform d is the pressure waveform when the crank position is at TDC. This represents the pressure waveform when the entire mixture is completely combusted instantly. Here, the best and preferable position for point A above is before the peak, point B (80° ATDC)
C 1 (30
゜BTDC) corresponds to the crank angle position where the pressure waveforms b and c diverge from the crank waveform a at which a pressure increase due to combustion is observed after air-fuel mixture ignition. In this example, the two points B 1 and C 1 are set so that the MBT calculation value can be determined more accurately as described later. It is sufficient if it is one point (B 1 ) during the expansion stroke. Figure 6 (b) shows the calculation of the burnt mass fraction (MBT) corresponding to the indicator diagram in (a), and the subscripts of each waveform are assigned corresponding to the pressure waveforms in figure (a). Here, MBT ( mass burnt ) is the amount of heat generated per unit weight of the mixture in the process of homogeneous combustion of the mixture sucked into the combustion chamber and the effective calorific value until the unit mixture is completely combusted. It is a parameter that expresses the ratio of the crank angle and indicates what percentage of the effective calorific value has been generated up to the given crank angle. Therefore, for example, waveform d′ corresponding to waveform d in Figure A assumes that the entire mixture is completely combusted at TDC, so MBT is zero until TDC.
In the ATDC range, it becomes 100%, resulting in a step-like waveform as shown in the figure.
次に、本実施例の作用を説明するに、燃焼時期
演算回路１４はサンプリング用トリガ発生回路１
３の命令信号により上記３カ所のクランク角度
（A1、B1、C1）で筒内圧PA、PB、PCを該回路１
４内の番地１４′ａ，１４′ｂ，１４′ｃに各々記
憶する。これらのA1、B1およびC1点のクランク
角度位置での筒内圧力PA、PB、Pcから、クラン
ク角度位置A1点のMBTが以下に示す式で求めら
れる。 Next, to explain the operation of this embodiment, the combustion timing calculation circuit 14 is connected to the sampling trigger generation circuit 1.
3, the cylinder pressures PA, PB, and PC are changed to circuit 1 at the above three crank angles (A 1 , B 1 , C 1 ).
4 at addresses 14'a, 14'b, and 14'c, respectively. From these in-cylinder pressures PA, PB, and Pc at crank angle positions A 1 , B 1 , and C 1 , MBT at crank angle position A 1 is determined by the formula shown below.
MBT（A1）＝ＰＡ−Ｋ１Ｐｃ／（Ｋ１／Ｋ２）ＰＢ−
Ｋ１Ｐｃ(1)
但し、K1＝ＰＤ／Ｐｃ、K2＝ＰＥ／Ｐｃ（Pc、PD、PE
は各々
クランク角度位置A1点、B1点、C1点でのクラン
キング圧力値）
尚上式(1)は機関燃焼サイクルがガソリン機関の
基本サイクルであるottoサイクルを基準とした理
論式で、実際のサイクルでは略近似式としての性
格を有する。したがつて上式(1)はottoサイクルを
成立する為の種々の仮定を含んでいるが、実際上
この式によりMBTが簡略計算され、その計算値
は正確に求められたMBT値とよく近似してお
り、広く用いられている。第７図は種々の点火時
期に対して圧力インジケータから式(1)を用いて計
算された上死点後10゜degでのMBT値であり、点
火時期とMBT値とは一義的に対応している。図
中Ｈは最良燃費を与える点火時期で第６図イの圧
力波形ｂに対応し、H′は圧力波形ｃに対応す
る。 MBT( A1 )=PA- K1Pc /( K1 / K2 )PB-
K 1 Pc(1) However, K 1 = PD/Pc, K 2 = PE/Pc (Pc, PD, PE
are the cranking pressure values at crank angular positions A 1 point, B 1 point, and C 1 point respectively) The above equation (1) is a theoretical equation based on the otto cycle, which is the basic cycle of a gasoline engine, as the engine combustion cycle. , has the character of an approximately approximate expression in an actual cycle. Therefore, the above formula (1) includes various assumptions to establish the otto cycle, but in reality, MBT is simply calculated using this formula, and the calculated value is a good approximation to the accurately determined MBT value. and is widely used. Figure 7 shows the MBT values at 10 degrees after top dead center calculated from the pressure indicator using formula (1) for various ignition timings, and the ignition timing and MBT value uniquely correspond. ing. In the figure, H indicates the ignition timing that provides the best fuel efficiency, and corresponds to the pressure waveform b in FIG. 6A, and H' corresponds to the pressure waveform c.
燃焼時期演算回路１４は式(1)の演算を行つた
後、次段の比較装置１６に出力する。該比較装置
１６では燃焼時期演算回路１４の出力値と運点条
件より定められた目標MBT設定回路１５との出
力値を比較し、機関のクランク位置A1点におい
てMBT値が目標MBT値よりも大きい場合（第７
図H″点）は燃焼時期が早すぎると判断し、点火
時期を遅延するよう点火時期可変回路１８に命令
信号を発し、点火時期可変回路１８では、この命
令信号と基準点火時期発生回路１７の出力とか
ら、点火電圧発生装置１９と配電器２を介し各気
筒の点火時期を所定時間おくらせる。また前記
A1点におけるMBT値が目標MBT値よりも小さい
場合もこのずれがなくなるべく点火時期を所定時
間早めるのである。 After the combustion timing calculation circuit 14 performs the calculation of equation (1), it outputs the result to the comparison device 16 at the next stage. The comparison device 16 compares the output value of the combustion timing calculation circuit 14 with the output value of the target MBT setting circuit 15 determined based on the operating conditions, and determines whether the MBT value is lower than the target MBT value at one crank position A of the engine. If it is large (7th
Point H'' in the figure) determines that the combustion timing is too early and issues a command signal to the variable ignition timing circuit 18 to delay the ignition timing. Based on the output, the ignition timing of each cylinder is delayed by a predetermined time via the ignition voltage generator 19 and the power distributor 2.
A Even if the MBT value at one point is smaller than the target MBT value, the ignition timing is advanced by a predetermined amount of time to eliminate this deviation.
以上の実施例では燃焼サイクルがottoサイクル
を仮定したので燃焼過程におけるサンプリング圧
力は一点のみで該１点（例ではA1点）のMBT値
を計算しているが、A1点以外にさらに１ケ以上
の燃焼圧力を補正としてとつてさらに厳みつな
A1点でのMBT値演算を行い、実際のMBT値によ
りよく近似した値を得て、適確な制御を行うこと
が望ましい。 In the above example, it is assumed that the combustion cycle is an otto cycle, so the sampling pressure during the combustion process is only one point, and the MBT value at that one point ( in the example, one point A) is calculated. Even more severe combustion pressure
A It is desirable to calculate the MBT value at one point, obtain a value that more closely approximates the actual MBT value, and perform accurate control.
尚、実施例では各サイクルごとに点火時期制御
を行う構成をなしているが、第４図に点線で示す
ように比較装置１６と燃焼時期演算回路１４の中
間に信号平均化装置２０を介在させ、燃焼時期演
算回路の出力値を数サイクルにわたつて平均処理
し、次段の比較装置に導出してもよい。この場合
には、機関運転中の燃焼サイクルの変動を吸収で
きる。この平均化するサイクル数は実験に依れば
16cycleまでのサイクル数が望ましいことがわか
つている。 In the embodiment, the ignition timing is controlled for each cycle, but as shown by the dotted line in FIG. The output value of the combustion timing calculation circuit may be averaged over several cycles and then output to the next-stage comparison device. In this case, fluctuations in the combustion cycle during engine operation can be absorbed. The number of cycles for this averaging is determined by experiment.
Cycle numbers up to 16 cycles have been found to be desirable.
又、以上の実施例では、燃焼サイクル中ある１
時期（所定クランク角度）でのMBTを演算し点
火時期を制御する装置の構成をなしているが、こ
の他、燃焼過程において例えば、等間隔の複数時
期（クランク角度）でのMBTを演算してよりき
め細かな制御することも可能である。即ち第８図
は本発明の異なる実施例を示す図である。同図に
は燃焼時期演算回路１４ａ，１４ｂ，１４ｃ，１
４ｄ……１４ｎが複数個並列に設けられており、
各々の回路は１つの燃焼サイクル中で所定間隔を
おいたクランク角度位置でのMBT値を計算し、
これらの計算値は所定MBT値を与えるクランク
角演算回路２１に入力され、該回路２１により前
記所定MBT値（例えば50％）を与えるクランク
角度を補間計算して決定し、比較回路１６に出力
する。このクランク角度決定に際して、MBT演
算回路の個数が多い程、適確に所定MBT値を与
えるクランク角度が決定できることはいうまでも
ない。１５′は機関運転条件信号により上記所定
MBT値に対し燃費が最良となるクランク角度を
テーブルとして記憶しておき比較回路１６に出力
する目標クランク角度設定回路で、比較回路１６
はこれら二つの出力値を比較し、そのずれ量を次
段の点火時期可変回路１８に送る。該回路１８は
所定MBT値を与えるクランク角度が目標クラン
ク角度よりおくれた場合は、点火時期を進め、進
んだ場合は点火時期をおくらせるよう点火系１
９，２および３を制御するのである。この例の場
合も比較回路１６とクランク角度演算回路２１と
の中間に平均化装置を挿入してもよいことは勿論
である。 In addition, in the above embodiment, a certain 1 during the combustion cycle
The device consists of a device that calculates the MBT at a specific crank angle (a given crank angle) and controls the ignition timing. More fine-grained control is also possible. That is, FIG. 8 is a diagram showing a different embodiment of the present invention. In the figure, combustion timing calculation circuits 14a, 14b, 14c, 1
A plurality of 4d...14n are provided in parallel,
Each circuit calculates MBT values at crank angle positions at predetermined intervals during one combustion cycle,
These calculated values are input to a crank angle calculation circuit 21 that provides a predetermined MBT value, and the circuit 21 interpolates and determines the crank angle that provides the predetermined MBT value (for example, 50%), and outputs it to the comparison circuit 16. . In determining the crank angle, it goes without saying that the greater the number of MBT calculation circuits, the more accurately the crank angle that provides a predetermined MBT value can be determined. 15' is determined by the engine operating condition signal as specified above.
This is a target crank angle setting circuit that stores the crank angle that gives the best fuel efficiency for the MBT value as a table and outputs it to the comparison circuit 16.
compares these two output values and sends the amount of deviation to the next stage variable ignition timing circuit 18. The circuit 18 controls the ignition system 1 to advance the ignition timing when the crank angle that provides the predetermined MBT value lags behind the target crank angle;
9, 2 and 3. Of course, in this example as well, an averaging device may be inserted between the comparator circuit 16 and the crank angle calculation circuit 21.
以上詳述したように本発明に依れば、機関燃焼
室内に吸入された混合気の燃焼前、燃焼中および
燃焼後のそれぞれの所定クランク角における燃焼
状態を直接検知して、MBT値を演算し、該MBT
値に基づいて機関の点火時期をフイードバツク制
御するよう構成した為、機関をとりまく環境条件
や長期間使用後の機関状態の変化の影響も受けな
い点火時期制御装置ができるばかりでなく、混合
比、EGR量、燃料成分の変化にも十分対応でき
燃費、排ガスの清浄な機関を得ることができ実益
大である。 As detailed above, according to the present invention, the MBT value is calculated by directly detecting the combustion state of the air-fuel mixture taken into the engine combustion chamber at predetermined crank angles before combustion, during combustion, and after combustion. and the MBT
Since the engine's ignition timing is configured to feedback control based on the value, it is possible to create an ignition timing control device that is not affected by the environmental conditions surrounding the engine or changes in the engine state after long-term use. This is highly beneficial as it can fully respond to changes in EGR amount and fuel composition, resulting in an engine with clean fuel consumption and exhaust gas.
なお平均化装置を付加した実施例にあつては、
燃焼状態が各サイクルで変動する場合有効であ
り、特にガソリン機関の低燃費化と排出ガスの清
浄化のために最近試みられている混合気の希薄化
に判う、燃焼のサイクル変動に対処するには最適
である。 In addition, in the case of an embodiment in which an averaging device is added,
It is effective when the combustion state fluctuates in each cycle, and it deals with cycle fluctuations in combustion, especially as seen in the dilution of the air-fuel mixture that has recently been attempted to improve fuel efficiency and purify exhaust gas in gasoline engines. It is perfect for.
第１，２図は従来装置の各異なる例を示す系統
図、第３図は機関の要求進角特性図、第４図は本
発明装置の第１実施例を示す系統図、第５図は同
燃焼時期演算回路の詳細説明図、第６図イは機関
の燃焼室圧力−クランク角度特性図、第６図ロは
同燃焼質量割合−クランク角度特性図、第７図は
同燃焼質量割合−点火時期特性図、第８図は本発
明の第２実施例を示す系統図である。
１……機関本体、２……配電器、３……スパー
クプラグ、１１……筒内圧センサ、１２……クラ
ンク角センサ、１３……圧力サンプリングトリガ
発生回路、１４……燃焼時期演算回路、１５……
目標燃焼時期設定回路、１６……比較回路、１７
……基準点火時期信号発生回路、１８……点火時
期可変装置、１９……点火電圧発生装置、２０…
…平均化装置、２１……クランク角演算回路。
Figures 1 and 2 are system diagrams showing different examples of conventional devices, Figure 3 is a required advance angle characteristic diagram of the engine, Figure 4 is a system diagram showing the first embodiment of the device of the present invention, and Figure 5 is a system diagram showing different examples of conventional devices. A detailed explanatory diagram of the combustion timing calculation circuit, Fig. 6A is a combustion chamber pressure-crank angle characteristic diagram of the engine, Fig. 6B is a combustion mass ratio-crank angle characteristic diagram, and Fig. 7 is a combustion mass ratio-crank angle characteristic diagram. The ignition timing characteristic diagram, FIG. 8, is a system diagram showing a second embodiment of the present invention. DESCRIPTION OF SYMBOLS 1...Engine body, 2...Distributor, 3...Spark plug, 11...Cylinder pressure sensor, 12...Crank angle sensor, 13...Pressure sampling trigger generation circuit, 14...Combustion timing calculation circuit, 15 ……
Target combustion timing setting circuit, 16... Comparison circuit, 17
...Reference ignition timing signal generation circuit, 18...Ignition timing variable device, 19...Ignition voltage generation device, 20...
...Averaging device, 21...Crank angle calculation circuit.
Claims (1)
と、クランク角度を検出するクランク角センサ
と、燃焼前、燃焼中及び燃焼後の夫々の所定クラ
ンク角における筒内圧センサ出力値をサンプリン
グする圧力サンプリングトリガ発生回路と、トリ
ガ発生時に前記筒内圧センサとクランク角センサ
との出力値を入力して、これら両センサの出力値
にもとづいて燃焼行程中の所定クランク角での機
関吸入混合気の燃焼質量割合あるいはこれと関連
した値を演算する燃焼時期演算回路と、運転条件
により目標燃焼時期を定める目標燃焼時期設定回
路と、前記燃焼時期演算回路と目標燃焼時期設定
回路との出力値を比較して両出力値のずれを計算
する比較回路と、該比較回路により前記ずれ量が
なくなるように点火時期を遅進角する点火時期可
変装置とを備えて点火時期をフイードバツク制御
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。 ２ 燃焼時期演算回路は１個のみ設けられ、燃焼
行程中のクランク角度における燃焼質量割合を演
算出力するようにしてなる特許請求の範囲第１項
記載の内燃機関の点火時期制御装置。 ３ 燃焼時期演算回路は複数個並列に設けられ、
各演算回路の出力信号が所定燃焼割合を与えるク
ランク角信号として次段の比較回路に入力される
ようにしてなる特許請求の範囲第１項記載の内燃
機関の点火時期制御装置。 ４ 比較回路は燃焼時期演算回路との間に平均化
装置を併有し、燃焼時期演算回路出力値を数サイ
クルにわたつて平均化し、その平均値を入力する
ようにしてなる特許請求の範囲第１項〜第３項の
いずれかに記載の内燃機関の点火時期制御装置。[Claims] 1. A cylinder pressure sensor that detects the pressure in the engine combustion chamber, a crank angle sensor that detects the crank angle, and a cylinder pressure sensor that detects the output values of the cylinder pressure sensor at predetermined crank angles before combustion, during combustion, and after combustion. The pressure sampling trigger generation circuit for sampling and the output values of the in-cylinder pressure sensor and crank angle sensor are input when the trigger occurs, and engine intake mixing is performed at a predetermined crank angle during the combustion stroke based on the output values of these two sensors. a combustion timing calculation circuit that calculates the combustion mass proportion of gas or a value related thereto; a target combustion timing setting circuit that determines the target combustion timing according to operating conditions; and output values of the combustion timing calculation circuit and the target combustion timing setting circuit. The ignition timing is feedback-controlled by comprising a comparison circuit that calculates the deviation between the two output values by comparing the two output values, and an ignition timing variable device that retards and advances the ignition timing so that the deviation amount is eliminated by the comparison circuit. An ignition timing control device for an internal combustion engine, characterized in that: 2. The ignition timing control device for an internal combustion engine according to claim 1, wherein only one combustion timing calculation circuit is provided, and is configured to calculate and output a combustion mass ratio at a crank angle during a combustion stroke. 3 Multiple combustion timing calculation circuits are provided in parallel,
2. The ignition timing control device for an internal combustion engine according to claim 1, wherein the output signal of each arithmetic circuit is inputted to the next-stage comparison circuit as a crank angle signal giving a predetermined combustion ratio. 4. The comparison circuit also has an averaging device between it and the combustion timing calculation circuit, averages the output values of the combustion timing calculation circuit over several cycles, and inputs the average value. An ignition timing control device for an internal combustion engine according to any one of items 1 to 3.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP2838780A JPS56124673A (en) | 1980-03-06 | 1980-03-06 | Ignition timing controlling device for internal combustion engine |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP2838780A JPS56124673A (en) | 1980-03-06 | 1980-03-06 | Ignition timing controlling device for internal combustion engine |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPS56124673A JPS56124673A (en) | 1981-09-30 |
| JPS6253710B2 true JPS6253710B2 (en) | 1987-11-11 |
Family
ID=12247241
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP2838780A Granted JPS56124673A (en) | 1980-03-06 | 1980-03-06 | Ignition timing controlling device for internal combustion engine |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPS56124673A (en) |
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP2007297992A (en) * | 2006-05-01 | 2007-11-15 | Toyota Motor Corp | Control device for internal combustion engine |
| WO2010082332A1 (en) * | 2009-01-15 | 2010-07-22 | トヨタ自動車株式会社 | Internal combustion engine control device |
Families Citing this family (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE3212669A1 (en) * | 1982-04-05 | 1983-10-06 | Bosch Gmbh Robert | Device for controlling an internal combustion engine |
| JPH0343418Y2 (en) * | 1985-11-06 | 1991-09-11 | ||
| JP4380604B2 (en) * | 2005-07-29 | 2009-12-09 | トヨタ自動車株式会社 | Control device for internal combustion engine |
| JP5126112B2 (en) * | 2009-02-24 | 2013-01-23 | 株式会社デンソー | Calorific value calculation device, internal combustion engine control device and injector abnormality detection device |
| GB2475062B (en) | 2009-11-03 | 2012-07-04 | Gm Global Tech Operations Inc | Method for determining an index of the fuel combustion in an engine cylinder |
Citations (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS5519990A (en) * | 1978-07-26 | 1980-02-13 | Inst Francais Du Petrole | Method and device for automatically controlling ignition timing of engine |
-
1980
- 1980-03-06 JP JP2838780A patent/JPS56124673A/en active Granted
Patent Citations (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS5519990A (en) * | 1978-07-26 | 1980-02-13 | Inst Francais Du Petrole | Method and device for automatically controlling ignition timing of engine |
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP2007297992A (en) * | 2006-05-01 | 2007-11-15 | Toyota Motor Corp | Control device for internal combustion engine |
| WO2010082332A1 (en) * | 2009-01-15 | 2010-07-22 | トヨタ自動車株式会社 | Internal combustion engine control device |
Also Published As
| Publication number | Publication date |
|---|---|
| JPS56124673A (en) | 1981-09-30 |
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