JPS6385260A - Ignition timing controller for internal combustion engine - Google Patents
Ignition timing controller for internal combustion engineInfo
- Publication number
- JPS6385260A JPS6385260A JP22649186A JP22649186A JPS6385260A JP S6385260 A JPS6385260 A JP S6385260A JP 22649186 A JP22649186 A JP 22649186A JP 22649186 A JP22649186 A JP 22649186A JP S6385260 A JPS6385260 A JP S6385260A
- Authority
- JP
- Japan
- Prior art keywords
- ignition timing
- time
- injection
- ignition
- engine
- 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.)
- Granted
Links
- 238000002485 combustion reaction Methods 0.000 title claims abstract description 7
- 238000001514 detection method Methods 0.000 claims description 7
- 238000002347 injection Methods 0.000 abstract description 35
- 239000007924 injection Substances 0.000 abstract description 35
- 239000000446 fuel Substances 0.000 abstract description 17
- 230000001133 acceleration Effects 0.000 abstract description 16
- 230000001052 transient effect Effects 0.000 abstract description 10
- 238000010586 diagram Methods 0.000 description 7
- 230000000875 corresponding effect Effects 0.000 description 4
- 230000000694 effects Effects 0.000 description 3
- 230000007274 generation of a signal involved in cell-cell signaling Effects 0.000 description 2
- 230000001276 controlling effect Effects 0.000 description 1
- 230000002596 correlated effect Effects 0.000 description 1
- 230000003247 decreasing effect Effects 0.000 description 1
- 238000005516 engineering process Methods 0.000 description 1
- 239000003302 ferromagnetic material Substances 0.000 description 1
- 239000002828 fuel tank Substances 0.000 description 1
- 238000007562 laser obscuration time method Methods 0.000 description 1
- 238000000034 method Methods 0.000 description 1
- 238000010248 power generation Methods 0.000 description 1
- 239000004065 semiconductor Substances 0.000 description 1
- 230000001360 synchronised effect Effects 0.000 description 1
Landscapes
- Electrical Control Of Ignition Timing (AREA)
Abstract
Description
【発明の詳細な説明】
〔産業上の利用分野〕
本発明は過渡的な空燃比のずれによるノッキングの発生
を防止するための内燃機関用点火時期制御装置に関する
。DETAILED DESCRIPTION OF THE INVENTION [Field of Industrial Application] The present invention relates to an ignition timing control device for an internal combustion engine for preventing the occurrence of knocking due to a transient deviation in air-fuel ratio.
従来、過渡的な空燃比のずれによるノンキングの発生を
防止するため、内燃機関の急加速を検出すると、所定の
時間または所定の点火回数の間、速やかに点火時期を遅
角させるものが考えられている（例えば、特開昭５７−
９９２６９号公報）。Conventionally, in order to prevent the occurrence of non-king due to a transient deviation in the air-fuel ratio, it has been considered that when sudden acceleration of the internal combustion engine is detected, the ignition timing is immediately retarded for a predetermined period of time or for a predetermined number of ignitions. (For example, JP-A-57-
99269).
ところが、上述した従来のものでは、単に、加速時を検
出すると点火時期を所定量だけ遅角させるのみのもので
あるので、過渡時の空燃比のずれが適確に判断できず、
また加速度合に関係なく遅角量が一定であるので急加速
時には問題ないが、緩加速時においては、余分に遅角す
ることになるため、運転性が悪化するという問題がある
。However, in the above-mentioned conventional system, the ignition timing is simply retarded by a predetermined amount when acceleration is detected, so it is not possible to accurately determine the deviation in the air-fuel ratio during a transient period.
Further, since the amount of retardation is constant regardless of the degree of acceleration, there is no problem during sudden acceleration, but during slow acceleration, the angle is retarded excessively, resulting in a problem that drivability deteriorates.
そこで、本発明は、過渡時の空燃比のずれに対応して点
火時期を良好に制御して運転性を向上するようにしたも
のである。Therefore, the present invention improves drivability by appropriately controlling the ignition timing in response to the air-fuel ratio deviation during transient periods.
Ｃ問題点を解決するための手段〕
そのため本発明は第１図に示す如く、機関速度を検出す
る機関速度検出手段と、機関負荷状態を検出する機関負
荷状態検出手段と、これら各検出手段中よりの検出結果
に応じて点火時期を決定する点火時期決定手段と、過渡
時の燃料補正量に対応して点火時期の遅角量を決定する
遅角量決定手段とを備える内燃機関用点火時期制御装置
を提供するものである。Means for Solving Problem C] Therefore, as shown in FIG. Ignition timing for an internal combustion engine, comprising an ignition timing determining means for determining the ignition timing in accordance with a detection result of A control device is provided.
これにより、機関速度検出手段と機関負荷状態検出手段
とよりの検出結果に応じて点火時期決定手段により点火
時期を決定すると共に、過渡時の燃料補正量に対応して
遅角量決定手段により点火時期の遅角量を決定する。As a result, the ignition timing is determined by the ignition timing determining means in accordance with the detection results of the engine speed detecting means and the engine load condition detecting means, and the ignition timing is determined by the retard amount determining means in response to the fuel correction amount at the time of transition. Determine the amount of timing retardation.
以下本発明を図に示す実施例について説明する。 The present invention will be described below with reference to embodiments shown in the drawings.
第２図はシステム構成の接続関係図であり、ｌは吸気量
を制御するスロットル弁１ａの回転軸に取り付けたポテ
ンショメータにてなるスロットル開度センサであり、エ
ンジン制御用コントローラ４にスロットル開度を電圧信
号として接続供給するものである。２はディストリビュ
ータ８に内蔵された回転角センサで、例えば強磁性体か
らなる回転体の所定の角度位置毎に凸起を設けると共に
、その円周上の所定位置に永久磁石と発電コイルを配置
し、ディストリビュータ軸が回転することによって発生
する電圧信号がエンジン制御用コントローラ４にクラン
ク角度位置信号として接続供給してあり、エンジン９に
組付は時初期調整を施す。FIG. 2 is a connection relationship diagram of the system configuration, where l is a throttle opening sensor consisting of a potentiometer attached to the rotating shaft of the throttle valve 1a that controls the intake air amount, and the throttle opening sensor is sent to the engine controller 4. It is connected and supplied as a voltage signal. Reference numeral 2 denotes a rotation angle sensor built into the distributor 8, in which a protrusion is provided at each predetermined angular position of a rotating body made of, for example, a ferromagnetic material, and a permanent magnet and a power generation coil are arranged at predetermined positions on the circumference. A voltage signal generated by the rotation of the distributor shaft is connected and supplied to the engine controller 4 as a crank angle position signal, and initial adjustment is performed when the engine 9 is assembled.
３は半導体歪ゲージと増幅器とを組み合わせた圧力セン
サで、歪ゲージの片面を真空室に保ち、他面に受圧室を
設けた構造とし、受圧室とエンジンのスロットル弁下流
の吸気管とがゴム管等で連通しである。3 is a pressure sensor that combines a semiconductor strain gauge and an amplifier, and has a structure in which one side of the strain gauge is maintained in a vacuum chamber and a pressure receiving chamber is provided on the other side, and the pressure receiving chamber and the intake pipe downstream of the engine throttle valve are connected with rubber. It is connected through pipes, etc.
４はタイマー、コンベアレジスタ、アキュームレータと
ＲＯＭＳＲＡＭ、コントローラ等をワンチップ化したマ
イクロコンピュータと入出カバソファ、定電圧電源、ノ
イズフィルタ等を含んで構成したエンジン制御用のコン
トローラであり、エンジン回転速度と機関負荷状態をな
す吸気管負圧とで定まる運転条件毎にあらかじめ選定し
た定常的な点火時期及び燃料噴射時間が記憶してあり、
所定の運転条件に対応した点火時期と噴射時間の制御量
を演算して出力するものである。4 is an engine control controller composed of a microcomputer in which a timer, conveyor register, accumulator, ROMSRAM, controller, etc. are integrated into one chip, an input/output cover sofa, a constant voltage power supply, a noise filter, etc., and it controls the engine speed and engine load. Steady ignition timing and fuel injection time selected in advance for each operating condition determined by the intake pipe negative pressure that forms the state are memorized,
It calculates and outputs control amounts for ignition timing and injection time corresponding to predetermined operating conditions.
７はイグニションコイルでエンジン制御用コントローラ
４に点火信号線６で接続してあり、コントローラ４から
出力された点火信号に従って１次コイルへ流れる電流と
遮断時期に基づいて２次コイルに高電圧を発生する。該
高電圧はレジステイブコードによってディストリビュー
タ８の中心電極に接続しである。An ignition coil 7 is connected to the engine controller 4 through an ignition signal line 6, and generates a high voltage in the secondary coil based on the current flowing to the primary coil and the cutoff timing according to the ignition signal output from the controller 4. do. The high voltage is connected to the center electrode of the distributor 8 by a resistive cord.
１０はインジェクタで図示しない燃料タンクからポンプ
にて圧送され、一定圧に調節された燃料が洞性の配管で
接続してあり、コントローラ４に噴射信号線５で接続し
てあり、コントローラ４から出力された噴射信号に従っ
てインジェクタ１０のコイルが通電されている間燃料を
吸気管内に噴射する。Reference numeral 10 denotes an injector, in which fuel is pumped from a fuel tank (not shown) and adjusted to a constant pressure, and is connected to the controller 4 through an injection signal line 5. The fuel is injected into the intake pipe while the coil of the injector 10 is energized in accordance with the generated injection signal.
上記構成において、コントローラ４のマイクロコンピュ
ータは回転角センサ２からの入力信号の周期からその直
前の平均回転速度を検出すると共に、圧力センサ３の電
圧の大きさから吸気管圧力を推定し、プログラムされた
手順に従って次回の点火信号発生時期と噴射時間とを求
め、所定の角度信号発生時期をトリガとしてコンベアレ
ジスタに時刻設定を行なう。そして、タイマによるカウ
ント値がコンベアレジスタの時刻設定値と一敗した時点
で出力ポートを反転する事により、点火信号若しくは噴
射信号のレベルを制御している。In the above configuration, the microcomputer of the controller 4 detects the previous average rotation speed from the period of the input signal from the rotation angle sensor 2, estimates the intake pipe pressure from the magnitude of the voltage of the pressure sensor 3, and uses the programmed The next ignition signal generation timing and injection time are determined according to the procedure described above, and the time is set in the conveyor register using the predetermined angle signal generation timing as a trigger. Then, the level of the ignition signal or injection signal is controlled by inverting the output port when the count value by the timer matches the time setting value of the conveyor register.
また、スロットルセンサ１の電圧信号を一定時間周期毎
にコントローラ４のマイクロコンピュータで取り込み、
スロットル開度の絶対値と前回からの変化量とを演算し
、所定値以上の開度となった時は運転者が出力を要求し
ていることがわかるので、出力空燃比に相当する噴射時
間を増加補正する。In addition, the voltage signal of the throttle sensor 1 is taken in by the microcomputer of the controller 4 at regular time intervals,
The absolute value of the throttle opening and the amount of change from the previous time are calculated, and when the opening exceeds a predetermined value, it is known that the driver is requesting output, so the injection time corresponding to the output air-fuel ratio is calculated. Increase correction.
さらに、絶対値が所定値以下の範囲でも、変化量が大き
い場合は加速が行われたものとして一定時間の非同期噴
射を実行する。一定時間周期毎のスロットル開度の変化
が継続して発生している場合はその都度、非同期噴射を
実行するが、正規の噴射タイミングと重なった場合には
噴射時間を合計して噴射路わり時刻を延長する。この時
、非同期噴射実行回数を計数しておく。そして、この非
同期噴射実行回数に応じて加速時の点火時期の遅角量を
補正する。Furthermore, even if the absolute value is within a range of a predetermined value or less, if the amount of change is large, it is assumed that acceleration has occurred and asynchronous injection is performed for a certain period of time. If the throttle opening continues to change at regular time intervals, asynchronous injection will be performed each time, but if it overlaps with the regular injection timing, the injection time will be summed up and the injection path change time will be determined. extend. At this time, the number of executions of asynchronous injection is counted. Then, the amount of retardation of the ignition timing during acceleration is corrected in accordance with the number of executions of the asynchronous injection.
第３図はコンピュータのフローチャートで、（ａ）は全
体の構成を示し、（ｂ）はタイマー割込毎に起動される
スロットル開度の判別と非同期噴射の実行ルーチンであ
る。（Ｃ）は回転角センサ信号の入力毎に起動される外
部割込処理ルーチンで、クランク角度位置を判別すると
共に角度位置に同期して実行する演算を割り付けである
。又点火信号と噴射信号の出力処理を実行する。（ｄｌ
は（ａｌにおける点火時期演算ルーチンをより詳細に示
すものである。FIG. 3 is a flowchart of the computer, in which (a) shows the overall configuration, and (b) shows a routine for determining throttle opening and executing asynchronous injection, which is started every timer interrupt. (C) is an external interrupt processing routine that is started every time a rotation angle sensor signal is input, in which the crank angular position is determined and calculations to be executed in synchronization with the angular position are assigned. It also executes output processing of ignition signals and injection signals. (dl
(al) shows the ignition timing calculation routine in more detail.
第４図は非同期噴射時間に対応する点火時期遅角量の一
例を図示したものである。−例として１回当りの非同期
、噴射時間を１ｍｓとしておくと、回転速度が低い時に
加速が発生した場合には点火周期が長い為、その間のス
ロットル開度の変化に対応した非同期噴射の実行回数が
多（なり、例えば４回とすると、点火時期遅角量が４℃
Ａと大きくなる。回転速度が高い時に加速が発生した場
合にはスロットル開度を読む回数が減るので、非同期の
実行回数が減り遅角量も減る。加速時のノッキングの発
生は過渡的な空燃比の変化により定常全負荷時の要求点
火時期では過進角となる為であり低速度程発生し易い。FIG. 4 illustrates an example of the ignition timing retard amount corresponding to the asynchronous injection time. -As an example, if we set the asynchronous injection time to 1 ms per injection, the ignition cycle will be long if acceleration occurs when the rotation speed is low, so the number of times asynchronous injection will be executed will correspond to the change in throttle opening during that time. For example, if it is 4 times, the ignition timing retard amount is 4 degrees Celsius.
A becomes larger. When acceleration occurs when the rotation speed is high, the number of times the throttle opening is read is reduced, so the number of asynchronous executions is reduced and the amount of retardation is also reduced. Knocking occurs during acceleration because the required ignition timing under steady full load becomes overadvanced due to transient changes in the air-fuel ratio, and is more likely to occur at lower speeds.
従って、スロットル開度変化の少ない緩加速では空燃比
の変化も緩やかであり定常の要求点火時期とほぼ一致し
ているので、ノックの発生はなく遅角する必要がない。Therefore, during slow acceleration with little change in throttle opening, the air-fuel ratio changes slowly and almost matches the steady required ignition timing, so knocking does not occur and there is no need to retard the ignition timing.
即ち空燃比が過渡的に追従出来ない領域に対して実行さ
れる非同期噴射を遅角量と対応させることにより、ノッ
クの発生を防ぐ事が出来る。That is, by associating the asynchronous injection executed in a region where the air-fuel ratio cannot be followed transiently with the amount of retardation, it is possible to prevent the occurrence of knock.
第５図は第２図図示装置における各部波形図を示すもの
で、（ａ）はスロットルセンサ１の出力電圧に対応して
得られるアイドル信号のオン、オフ波形を示すもので、
アイドルがオンからオフに変化したときが加速時を示す
ものである。山）は噴射信号を示すもので、イの部分が
加速時の非同期噴射を示すものである。（Ｃ）は点火時
期を示すもので、加速時に、破線口で示す基本進角値と
こ対し、八で示す遅角量にて、二で示す遅角Ｈ域の間、
遅角している状態を示すものである。FIG. 5 shows a waveform diagram of each part of the device shown in FIG.
The time when the idle state changes from on to off indicates the time of acceleration. The crest) indicates the injection signal, and the part A indicates asynchronous injection during acceleration. (C) shows the ignition timing, and during acceleration, as opposed to the basic advance value shown by the broken line, at the retard amount shown by 8, during the retard H range shown by 2,
This indicates a state in which the angle is retarded.
なお、加速の検出方法としては、吸気管圧力の変化量が
所定値以上になるのを検出したり、スロットル開度の角
度毎の入力周期が所定値以下になるのを検出するように
しても良い。Note that acceleration can be detected by detecting when the amount of change in intake pipe pressure exceeds a predetermined value, or by detecting when the input cycle for each angle of throttle opening becomes less than a predetermined value. good.
また、非同期噴射量の計数は、一定時間の噴射回数であ
る場合には噴射回数と遅角量を対応させても良く、非同
期要求を計数してまとめて噴射する場合には噴射時間と
遅角量を対応させると良い。In addition, when counting the asynchronous injection amount, if it is the number of injections in a certain period of time, the number of injections may correspond to the retard amount, or if the asynchronous requests are counted and injected all at once, the injection time and the retard amount may be correlated. It is best to match the quantities.
さらに、非同期噴射回数は点火周期毎に計数するか、同
期噴射周期毎に計数するか、回転角センサによる所定角
度間隔毎に計数するかのいずれでも良い。Further, the number of asynchronous injections may be counted every ignition cycle, every synchronous injection cycle, or every predetermined angular interval by a rotation angle sensor.
また、点火時期遅角量は非同期噴射時間に対して、直線
比例、曲線比例、又はテーブル構成として与え、その実
行はその都度更新するか、最初に実行した値から一定の
勾配で減少する方法としても良い。In addition, the ignition timing retard amount is given as a linear proportional, curve proportional, or table configuration to the asynchronous injection time, and the execution is updated each time, or it is decreased at a constant slope from the initially executed value. Also good.
以上述べたように本発明においては、過渡時の燃料補正
量に応じて点火時期の遅角量が決定されるから、過渡時
の燃料補正量に応じて良好に点火時期を遅角することが
でき、これによって、過渡時の空燃比のずれに対応して
点火時期を良好に制御して運転性を向上することができ
るという優れた効果がある。As described above, in the present invention, since the amount of retardation of the ignition timing is determined according to the amount of fuel correction during a transient period, it is possible to retard the ignition timing favorably according to the amount of fuel correction during a transient period. As a result, the ignition timing can be appropriately controlled in response to the deviation in the air-fuel ratio during a transient period, and the drivability can be improved, which is an excellent effect.
第１図は本発明の特許請求の範囲対応図、第２図は本発
明装置の一実施例を示す部分断面構成図、第３図（ａ）
、 （ｂ）第３図（Ｃ）、 （ｄ）は第２図図示装置
におけるマイクロコンピータのフローチャト、第４図は
第２図図示装置における非同期噴射時間−遅角量特性図
、第５図は第２図図示装置における各部波形図である。
１・・・スロットルセンサ、２・・・回転センサ、３・
・・圧力センサ、４・・・エンジン制御用コントローラ
、７・・・イグニッションコイル、８・・・ディストリ
ビュータ、９・・・内燃機関、１ｏ・・・インジェクタ
。FIG. 1 is a diagram corresponding to the scope of claims of the present invention, FIG. 2 is a partial cross-sectional configuration diagram showing an embodiment of the device of the present invention, and FIG. 3(a)
, (b) Figures 3 (C) and (d) are flowcharts of the microcomputer in the apparatus shown in Figure 2, Figure 4 is a diagram of the asynchronous injection time-retard amount characteristic diagram in the apparatus shown in Figure 2, and Figure 5 is a flowchart of the microcomputer in the apparatus shown in Figure 2. FIG. 2 is a waveform diagram of each part in the illustrated device. 1... Throttle sensor, 2... Rotation sensor, 3...
... Pressure sensor, 4... Controller for engine control, 7... Ignition coil, 8... Distributor, 9... Internal combustion engine, 1o... Injector.
Claims (1)
を検出する機関負荷状態検出手段と、これら各検出手段
よりの検出結果に応じて点火時期を決定する点火時期決
定手段と、過渡時の燃料補正量に対応して点火時期の遅
角量を決定する遅角量決定手段とを備える内燃機関用点
火時期制御装置。An engine speed detection means for detecting the engine speed, an engine load state detection means for detecting the engine load state, an ignition timing determination means for determining the ignition timing according to the detection results from each of these detection means, and an engine speed detection means for detecting the engine load state. An ignition timing control device for an internal combustion engine, comprising: a retard amount determining means that determines an ignition timing retard amount in accordance with a correction amount.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP61226491A JPH0765557B2 (en) | 1986-09-25 | 1986-09-25 | Control device for internal combustion engine |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP61226491A JPH0765557B2 (en) | 1986-09-25 | 1986-09-25 | Control device for internal combustion engine |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPS6385260A true JPS6385260A (en) | 1988-04-15 |
| JPH0765557B2 JPH0765557B2 (en) | 1995-07-19 |
Family
ID=16845933
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP61226491A Expired - Lifetime JPH0765557B2 (en) | 1986-09-25 | 1986-09-25 | Control device for internal combustion engine |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPH0765557B2 (en) |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPH0460173A (en) * | 1990-06-29 | 1992-02-26 | Fujitsu Ten Ltd | Electronic ignition device |
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| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS5755896A (en) * | 1980-09-13 | 1982-04-03 | Tominaga Oil Pump | Liquid feeder |
| JPS61201865A (en) * | 1985-03-05 | 1986-09-06 | Mazda Motor Corp | Control equipment of engine |
| JPS61171851U (en) * | 1985-04-15 | 1986-10-25 | ||
| JPS61173751U (en) * | 1985-04-18 | 1986-10-29 |
-
1986
- 1986-09-25 JP JP61226491A patent/JPH0765557B2/en not_active Expired - Lifetime
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| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS5755896A (en) * | 1980-09-13 | 1982-04-03 | Tominaga Oil Pump | Liquid feeder |
| JPS61201865A (en) * | 1985-03-05 | 1986-09-06 | Mazda Motor Corp | Control equipment of engine |
| JPS61171851U (en) * | 1985-04-15 | 1986-10-25 | ||
| JPS61173751U (en) * | 1985-04-18 | 1986-10-29 |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPH0460173A (en) * | 1990-06-29 | 1992-02-26 | Fujitsu Ten Ltd | Electronic ignition device |
Also Published As
| Publication number | Publication date |
|---|---|
| JPH0765557B2 (en) | 1995-07-19 |
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