JPS63285268A - Ignition timing control device - Google Patents
Ignition timing control deviceInfo
- Publication number
- JPS63285268A JPS63285268A JP11977887A JP11977887A JPS63285268A JP S63285268 A JPS63285268 A JP S63285268A JP 11977887 A JP11977887 A JP 11977887A JP 11977887 A JP11977887 A JP 11977887A JP S63285268 A JPS63285268 A JP S63285268A
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- Prior art keywords
- sgc
- ignition
- level
- distributing
- output
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- Electrical Control Of Ignition Timing (AREA)
Abstract
Description
【発明の詳細な説明】
〔産業上の利用分野〕
この発明は機関の低圧配電システムの点火時期制御装置
に関するものである。DETAILED DESCRIPTION OF THE INVENTION [Field of Industrial Application] The present invention relates to an ignition timing control device for a low voltage power distribution system of an engine.
機関の点火時期制御装置においては、ロータを介して各
気筒に高圧配電を行う高圧配電システムと、各気筒毎に
点火コイルを設け、この各点火コイルに低圧配電を行う
低圧配電システムカ曵ある。Ignition timing control devices for engines include a high-voltage power distribution system that distributes high-voltage power to each cylinder via a rotor, and a low-voltage power distribution system that provides an ignition coil for each cylinder and distributes low-voltage power to each ignition coil.
この低圧配電システムは、点火エネルギーのアップによ
るエンジン性能の向上、高圧配電をなくすことによるノ
イズ源削減、商品性イメージの向上等の利点がある。This low-voltage power distribution system has the advantages of improving engine performance by increasing ignition energy, reducing noise sources by eliminating high-voltage power distribution, and improving the product image.
第１図は低圧配電システムの点火時期制御装置を示し、
１は４気筒のエンジン、２は各気筒毎に設けられた点火
プラグ、３は吸気管４に設けられたスロットルバルブ、
５は吸気管４の入口に設番すられ、吸気量を検出するカ
ルマン渦式エアフローセンサ（ＡＦＳと略する。）、６
はＡＦＳ５のさらに入口側に設けられたエアクリーナ、
７番よエンジン１の回転を検出するクランク角センサで
、クランク角基準信号（ＳＧＴ）と気筒識別信号（ＳＧ
Ｃ）を発生する。８は＃ｌと＃４の点火プラグ２に高圧
電圧を印加する点火コイル、９は＃２と＃３の点火プラ
グ２に高圧電圧を印加する点火コイル、１０は点火制御
部、１）〜１３はインクフェース、１４．１５は第１．
第２のカウンタ、１６〜１８は第１〜第３のタイマ、１
９はＲＯＭ、ＲＡＭを有するＣＰＵ、２０．２１はアン
ド回路、２２゜２３ ハ）’ ライバ、２４はＡ／Ｄ変
換器である。Figure 1 shows an ignition timing control device for a low voltage power distribution system.
1 is a four-cylinder engine, 2 is a spark plug provided for each cylinder, 3 is a throttle valve provided in the intake pipe 4,
5 is a Karman vortex air flow sensor (abbreviated as AFS), which is installed at the entrance of the intake pipe 4 and detects the amount of intake air;
is an air cleaner installed on the inlet side of AFS5,
No. 7 is a crank angle sensor that detects the rotation of engine 1, and outputs a crank angle reference signal (SGT) and a cylinder identification signal (SG
C) is generated. 8 is an ignition coil that applies high voltage to the ignition plugs 2 #l and #4, 9 is an ignition coil that applies high voltage to the ignition plugs 2 #2 and #3, 10 is an ignition control unit, 1) to 13 is the ink face, 14.15 is the first.
Second counter, 16 to 18 are first to third timers, 1
9 is a CPU having ROM and RAM, 20.21 is an AND circuit, 22.23 c)' driver, and 24 is an A/D converter.
上記構成において、ＳＯＴ、ＳＧＣおよびＡＦＳ５の出
力は点火制御部１ｏに入力され、点火制御部ｌＯからは
ドライバ２２．２３を介して点火コイル８．９に交互に
駆動信号が送られ、＃１．＃４の点火プラグ２と＃２．
＃３の点火プラグ２に交互に飛火され、＃１〜＃４の気
筒が順次点火される（一方の気筒が圧縮行程にあると他
方の気筒は排気行程にあり、二つ同時に点火されること
はない、）。In the above configuration, the outputs of SOT, SGC, and AFS5 are input to the ignition control unit 1o, and drive signals are alternately sent from the ignition control unit 1o to the ignition coil 8.9 via the driver 22.23. #4 spark plug 2 and #2.
The #3 spark plug 2 is alternately ignited, and the #1 to #4 cylinders are ignited in sequence (when one cylinder is in the compression stroke, the other cylinder is in the exhaust stroke, so both cylinders are ignited at the same time). There is no such thing).
しかしながら、上記した従来装置においては、各点火コ
イル８．９への駆動信号の分配はＳＧＣに顧っているた
め、コネクタの接触不良、車体ハーネスの断線、クラン
ク角センサ７の不良等によりＳＧＣに異常が発生すると
駆動信号の正常な分配ができず、走行不能あるいは誤点
火によるエンジン１の破壊等が生じた。However, in the conventional device described above, the distribution of the drive signal to each ignition coil 8.9 depends on the SGC, and therefore, due to poor contact of the connector, disconnection of the vehicle harness, defective crank angle sensor 7, etc. When an abnormality occurs, the drive signal cannot be distributed normally, resulting in an inability to run or damage to the engine 1 due to erroneous ignition.
第２図（Ａ）はＳＧＣの正常時の各部の動作波形を示し
、（ａｌはｓ ａ ｃ ：、 ｔｂ＋はＳＧＴを示す、
（Ｃ）は第３のタイマＩ８の出力、（ｄｌはＣＰＵＩ
９のボートＰ６の出力を示し、この出力はＳＧＴの立上
り時のＳＧＣがＨであればＨでしてあればＬである。Figure 2 (A) shows the operating waveforms of each part during normal SGC, (al is s a c :, tb+ is SGT,
(C) is the output of the third timer I8, (dl is the CPU
This output is H if SGC is H at the rising edge of SGT, and L if SGC is H at the rising edge of SGT.
（ｅ）はボートＰ７の出力を示し、Ｐ６がＨのときはＬ
ＳＬのときはＨである。アンド回路２１にはタイマ１８
とＰ６の出力が入力されるので、ドライバ２３を介して
＃１／＃４駆動信号はｆｆ１図に示すようになり、同様
にしてドライバ２２から出力される＃２／＃３駆動信号
は（ｇｌ図に示すようになり、タイマ１８の出力を交互
に出力するようになってその間点火コイル８．９は通電
され、しゃ断時に点火プラグ２に火花を発生させ、各気
筒の点火を順次行う。(e) shows the output of boat P7, and when P6 is H, it is L
When it is SL, it is H. The AND circuit 21 has a timer 18
Since the output of P6 and P6 are input, the #1/#4 drive signal via the driver 23 becomes as shown in figure ff1, and the #2/#3 drive signal output from the driver 22 similarly becomes (gl As shown in the figure, the output of the timer 18 is alternately outputted, and during this time the ignition coil 8.9 is energized, causing the ignition plug 2 to generate a spark when cut off, and igniting each cylinder in sequence.
第２図（Ｂ）はＳＧＣが途絶えたときの各部の動作波形
を示し、ＳＧＣは（ａｌに示すように点線部分が欠落し
、（ｂｌに示すＳＧＴは正常時と同じである。FIG. 2(B) shows the operation waveforms of each part when the SGC is interrupted, and the SGC is missing the dotted line portion (as shown in al), and the SGT shown in (bl) is the same as in normal times.
タイマ１日の出力も（Ｃ１のように正常である。Ｐ６゜
Ｐ７の出力は（ｄ）、 （ｅ）に示すようになり、各駆
動信号も（ｆｔ、（ｇｌに示すようになる。従って、（
幻の駆動信号のうち斜線で示すものは誤分配となり、走
行不能あるいは誤点火によるエンジン破壊が生じた。The output for the first day of the timer is also normal (like C1). The outputs of P6 and P7 are as shown in (d) and (e), and each drive signal is as shown in (ft, (gl). Therefore, ,(
Among the phantom drive signals, those indicated by diagonal lines were misdistributed, resulting in either the vehicle being unable to run or the engine being destroyed due to erroneous ignition.
゛ この発明は上記のように問題点を解決するために成
されたものであり、気筒識別信号（ＳＧＣ）が途絶えた
ときでも点火コイルへの駆動信号の分配を正常に行うこ
とができ、正常な走行を可能とする点火時期制御装置を
得ることを目的とする。゛ This invention was made to solve the above-mentioned problems, and even when the cylinder identification signal (SGC) is interrupted, the drive signal can be normally distributed to the ignition coil, The object of the present invention is to obtain an ignition timing control device that enables smooth driving.
Ｃ問題点を解決するための手段〕
この発明に係る点火時期制御装置は、気筒識別信号に基
づいて駆動信号を各点火コイルに分配する分配手段に気
筒識別信号が途絶えた際に分配順序を維持する分配順序
維持手段を設けたものである。Means for Solving Problem C] The ignition timing control device according to the present invention maintains the distribution order when the cylinder identification signal is interrupted in the distribution means that distributes the drive signal to each ignition coil based on the cylinder identification signal. The distribution order maintaining means is provided to maintain the distribution order.
この発明における分配手段は、気筒識別信号が途絶えた
際にも点火コイルへの駆動信号の分配順序を維持する。The distribution means in this invention maintains the distribution order of drive signals to the ignition coils even when the cylinder identification signal is interrupted.
従って、エンジンは正常に回転を続行する。Therefore, the engine continues to rotate normally.
以下、この発明の実施例を図面とともに説明する。構成
は第１図と同じである。Embodiments of the present invention will be described below with reference to the drawings. The configuration is the same as in FIG.
第５図（Ａ）は点火制御部１０の動作を示すメインルー
チンを示し、ステップ１０１では初期化し、ステップ１
０２ではパンテリ電圧ｖ１をＡ／Ｄ変換器２４によりＡ
／Ｄ変換し、ＣＰＵ１９に入力する。ステップ１０３で
は１吸気期間での吸気量ＡＮをクランク角基準信号（Ｓ
ＧＴ）の周期Ｔ ＳＧＴとＡＦＳ５の出力周期ＴＡＦ８
とから演算する。ステップ゛１０４ではＴ、脣からエ
ンジン回転数Ｎ１を演算する。ステップ１０５ではＣＰ
Ｕ１９のＲＯＭに記憶された第６図（Ａ）に示すマツプ
から点火時期データθ、を演算し、ステップ１０６では
やはりＲＯＭに記憶された第６図（Ｂ）に示すマツプか
ら通電時間データＴｌ１ＨｔＬを演算し、ステップ１０
２へ戻る。FIG. 5(A) shows a main routine showing the operation of the ignition control section 10, in which initialization is performed in step 101, and step 1
In 02, the panteri voltage v1 is converted to A by the A/D converter 24.
/D conversion and input to the CPU 19. In step 103, the intake air amount AN in one intake period is determined by the crank angle reference signal (S
GT) period T SGT and AFS5 output period TAF8
Calculate from. In step 104, the engine rotational speed N1 is calculated from T. In step 105, CP
Ignition timing data θ is calculated from the map shown in FIG. 6(A) stored in the ROM of U19, and in step 106, energization time data Tl1HtL is calculated from the map shown in FIG. 6(B) also stored in the ROM. Calculate, step 10
Return to 2.
第５図（Ｂ） はＡＦＳ５の出力の割込処理を示し、ス
テップ２０１では第１のカウンタ１４でカウントしたＡ
ＦＳ５の出力パルス周期ＴＡＦＳを読込み、ステップ２
０２ではカウンタ１４をリセットする。FIG. 5(B) shows the interrupt processing of the output of the AFS5, and in step 201, the AFS counted by the first counter 14 is
Read the output pulse period TAFS of FS5, step 2
At 02, the counter 14 is reset.
第５図（Ｃ）はＳＧＴの立上り時の割込処理を示し、ス
テップ３０１ではＳＧＴ周期Ｔｓｒ＋ｔを第２のカウン
タ１５によりカウントして読み込み、ステップ３０２で
カウンタ１５をリセットし、ステＴＡ ＴａｗｔＬを
演算する。第４図において、（ａｌはＳＧＴの波形、（
ｂ）は第２のタイマ１７の波形、（ｃｌは第３のタイマ
１８の波形を示し、タイマ１８はタイマ１７の立下りに
より立上り、通電が開始される。ＴＡはＳＧＴの立上り
から通電終了までの時間、ＴｏはＳＧＴの立上りから通
電開始までの時間である。ステップ３０４ではタイマ１
７にＴｏをセットし、ステップ３０５ではタイマ１８に
ＴＤ、１ｔＬをセットする。ステップ３０６ではタイマ
１７をトリガする。ステップ３０７ではＳＧＣレベルを
読み込み、ステップ３０８ではＳＧＣレベルがＬから■
（に反転したか否かを判定し、反転した場合にはステッ
プ３０９で分配用カウンタを０にリセットし、反転しな
い場合にはステップ３１０で分配用カウンタを＋１する
。ステップ３１）では分配用カウンタが２か否かを判定
し、２の場合にはステップ３１２で分配用カウンタを０
にリセットし、２でない即ち１の場合にはステップ３１
３へ進む。ステップ３１３では分配用カウンタが０か１
かを判定し、Ｏの場合にはステップ３１４でＰ６に■（
を０ＵＴＬ、■の場合にはステップ３１５でＰ６にはＬ
をＯＵＴする。ステップ３１６では分配用カウンタが１
か否かを判定し、１の場合にはステップ３１７でＰ７に
ＨをＯＵＴし、Ｏの場合にはステップ３１ＢでＰ７にＬ
をＯＵＴする。FIG. 5(C) shows the interrupt processing at the rising edge of SGT. In step 301, the SGT period Tsr+t is counted and read by the second counter 15, and in step 302, the counter 15 is reset, and step TA TawtL is calculated. do. In FIG. 4, (al is the SGT waveform, (
b) shows the waveform of the second timer 17, (cl shows the waveform of the third timer 18, the timer 18 rises at the fall of the timer 17, and energization is started. TA is the waveform from the rise of SGT to the end of energization. , and To is the time from the rise of SGT to the start of energization.In step 304, timer 1
To is set to 7, and in step 305, TD and 1tL are set to the timer 18. In step 306, the timer 17 is triggered. In step 307, the SGC level is read, and in step 308, the SGC level changes from L to ■.
(It is determined whether or not it has been reversed. If it is reversed, the distribution counter is reset to 0 in step 309. If it is not reversed, the distribution counter is incremented by 1 in step 310. In step 31), the distribution counter is reset to 0 in step 309. is 2 or not, and if it is 2, the distribution counter is set to 0 in step 312.
and if it is not 2, that is, 1, step 31
Proceed to step 3. In step 313, the distribution counter is 0 or 1.
If it is O, in step 314, P6 is set to ■(
is 0UTL, and in the case of ■, P6 is L in step 315.
OUT. In step 316, the distribution counter is set to 1.
If it is 1, output H to P7 in step 317, and if it is O, output L to P7 in step 31B.
OUT.
ＳＧＣが正常な場合の各部の動作波形は第２図（Ａ）
と同じである。ＳＧＣが途絶えた場合の各部の波形を
第３図に示す。この場合、（ａｌに示すようにＳＧＣが
途絶えても、（ｄｌ、 （ｅｌに示すようにＰ６゜、Ｐ
７の出力が正常時と変らず、点火コイル駆動信号も正
常に分配され、正常な点火が行われる。第５図（Ｃ１の
フローチャートにおいて、正常な場合にはステップ３０
８の出力はＹＥＳ、Ｎｏを繰り返し、分配用カウンタは
０．ｌを繰り返す、異常な場合にはステップ３０８の出
力はＮＯを２回以上続けることになるが、この場合でも
分配用カウンタは０．１を繰り返し、正常時と何ら変わ
らない。The operating waveforms of each part when the SGC is normal are shown in Figure 2 (A).
is the same as FIG. 3 shows waveforms of various parts when SGC is interrupted. In this case, even if SGC is interrupted as shown in (al), (dl, (as shown in el), P6°, P
7 remains unchanged from normal, the ignition coil drive signal is distributed normally, and normal ignition is performed. FIG. 5 (In the flowchart of C1, if normal, step 30
The output of 8 repeats YES and NO, and the distribution counter becomes 0. If there is an abnormality, the output of step 308 will continue to be NO twice or more, but even in this case, the distribution counter will repeat 0.1, no different from the normal state.
尚、上記実施例では、駆動信号発生手段を構成するタイ
マ１８を１個設け、その出力を分配させたが、点火コイ
ルの数と同じ数だけタイマを設け、この各タイマを起動
させるトリガ信号を分配させるようにしても良い、この
場合、閉路率１００％以上の駆動信号が達成できる。In the above embodiment, one timer 18 constituting the drive signal generating means is provided, and its output is distributed. However, the same number of timers as the number of ignition coils are provided, and a trigger signal for starting each timer is provided. It may be distributed. In this case, a drive signal with a circuit closure rate of 100% or more can be achieved.
以上のようにこの発明によれば、エンジン走行中に万一
コネクタの接触不良等により気筒識別信号が途絶えても
点火コイルへの駆動信号の分配機能が正常に行われるた
め、走行機能に影響はなく、エンジンの誤点火による破
壊も生じず、点火機能の信願性を高めることができる。As described above, according to the present invention, even if the cylinder identification signal is interrupted due to poor contact of the connector while the engine is running, the function of distributing the drive signal to the ignition coil is performed normally, so the running function is not affected. Therefore, there is no damage caused by erroneous ignition of the engine, and the reliability of the ignition function can be improved.
第１図は従来及びこの発明による点火時期制御装置の構
成図、第２図（Ａ）、 （Ｂ）は夫々従来装置の気筒識
別信号の正常時と異常時の動作波形図、第３図はこの発
明装置の気筒識別信号異常時の動作波形図、第４図はこ
の発明装置の一部拡大動作波形図、第５図（＾）〜（Ｃ
）はこの発明装置の動作を示すフローチャート、第６図
（Ａ）、 （Ｂ）はこの発明による点火時期制御部に記
憶された特性マツプである。
１・・・エンジン、２・・・点火プラグ、５・・・エア
フローセンサ、７・・・クランク角センサ、８．９・・
・点火コイル、１０・・・点火制御部、１６〜１８・・
・タイマ、１９・・・ＣＰＵ、２０．２１・・・アンド
回路。Fig. 1 is a block diagram of a conventional ignition timing control device and the present invention, Fig. 2 (A) and (B) are operation waveform diagrams of the cylinder identification signal of the conventional device in normal and abnormal conditions, respectively, and Fig. 3 is a An operational waveform diagram of this invention device when the cylinder identification signal is abnormal, FIG. 4 is a partially enlarged operation waveform diagram of this invention device, and FIGS.
) is a flowchart showing the operation of the device of this invention, and FIGS. 6(A) and 6(B) are characteristic maps stored in the ignition timing control section of this invention. 1... Engine, 2... Spark plug, 5... Air flow sensor, 7... Crank angle sensor, 8.9...
・Ignition coil, 10...Ignition control section, 16-18...
・Timer, 19...CPU, 20.21...AND circuit.
Claims (1)
ンの回転数を検出する回転数検出手段、気筒識別信号を
発生する気筒識別信号発生手段、負荷検出手段及び回転
数検出手段の出力からエンジンに最適な点火時期を演算
する演算手段、気筒毎に設けられた各点火コイルに対し
て上記点火時期に対応した駆動信号を発生する駆動信号
発生手段、この駆動信号を気筒識別信号に基き各点火コ
イルに順序良く分配する分配手段を備えた点火時期制御
装置において、上記分配手段は気筒識別信号が途絶えた
場合にも分配順序を維持する分配順序維持手段を有する
ことを特徴とする点火時期制御装置。(1) From the outputs of the load detection means for detecting the load on the engine, the rotation speed detection means for detecting the engine rotation speed, the cylinder identification signal generation means for generating the cylinder identification signal, the load detection means, and the rotation speed detection means, calculation means for calculating the optimum ignition timing; drive signal generation means for generating a drive signal corresponding to the ignition timing for each ignition coil provided for each cylinder; and drive signal generation means for each ignition coil based on the cylinder identification signal. An ignition timing control device comprising a distributing means for distributing fuel to the cylinders in an orderly manner, wherein the distributing means has a distributing order maintaining means for maintaining the distributing order even when a cylinder identification signal is interrupted.
Priority Applications (4)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP11977887A JPS63285268A (en) | 1987-05-14 | 1987-05-14 | Ignition timing control device |
| KR1019880005199A KR910010035B1 (en) | 1987-05-14 | 1988-05-04 | Ignition timing control device |
| US07/192,529 US4895127A (en) | 1987-05-14 | 1988-05-11 | Ignition timing control system |
| DE3816251A DE3816251A1 (en) | 1987-05-14 | 1988-05-11 | DEVICE FOR MONITORING THE IGNITION TIME |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP11977887A JPS63285268A (en) | 1987-05-14 | 1987-05-14 | Ignition timing control device |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| JPS63285268A true JPS63285268A (en) | 1988-11-22 |
Family
ID=14769986
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP11977887A Pending JPS63285268A (en) | 1987-05-14 | 1987-05-14 | Ignition timing control device |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPS63285268A (en) |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPH02233878A (en) * | 1989-03-08 | 1990-09-17 | Mitsubishi Electric Corp | Ignition timing controller for internal combustion engine |
Citations (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS5929736A (en) * | 1982-08-13 | 1984-02-17 | Honda Motor Co Ltd | Controlling method of multicylinder internal-combustion engine |
-
1987
- 1987-05-14 JP JP11977887A patent/JPS63285268A/en active Pending
Patent Citations (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS5929736A (en) * | 1982-08-13 | 1984-02-17 | Honda Motor Co Ltd | Controlling method of multicylinder internal-combustion engine |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPH02233878A (en) * | 1989-03-08 | 1990-09-17 | Mitsubishi Electric Corp | Ignition timing controller for internal combustion engine |
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