JPS5937269A - Ignition angle control device for engine - Google Patents

Abstract

PURPOSE:To reduce fuel consumption by a method wherein the case of constant- speed running on a general flat road is detected by a vacuum switch connected to a flow amount regulating valve having a check valve unit and an orifice unit to switch and control an ignition timing. CONSTITUTION:The flow amount regulating valve 6 is equipped with the orifice unit 6a and the check valve 6b while the valve 6 is provided with the directional property of impressing the vacuum by the check valve and the attenuating effect of the vacuum by the orifice. The vacuum switch 7 generates ON, OFF signals in cooperating with the vacuum of the vacuum switch 7. The vacuum switch 7 is brought into ON condition when a vehicle is running in a constant speed on the general flat road. The electronic spark angle advancing device 8 is controlled by the signal of the vacuum switch 7 to switch and control the ignition timing. According to this method, the fuel consumption may be reduced.

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention relates to an engine ignition advance control system, and particularly to a simple electronic advance angle control system suitable for use in motorcycles.

Conventionally, as a method for determining the ignition advance angle in general automobile engines, methods belonging to one of the following six groups, or methods closely related thereto, have been put into practical use. The first group is a system that determines the ignition advance angle based on the engine speed (N), and is represented by the arithmetic symbol θ(N). Although it can be said that it is advantageous in that it is inexpensive, especially R
The disadvantage is that the fuel consumption deteriorates when driving at /L (when driving at a constant speed on a general flat road). In addition, the second group depends on the engine rotation speed (N) as in the above, and
Furthermore, it is determined by the load (that is, the negative pressure value (B)), and the calculation formula is 〇(N)+θ(B)6 or θ(NIB
), and although this is superior to the first group in terms of fuel savings, it is expensive because it requires an analog negative pressure sensor. However, since it also requires a mechanical negative pressure advance mechanism, it has the drawback of being disadvantageous in terms of space factor. The sixth group is a method in which various correction values (α) are further added to each of the former two, and the calculation formula 〇(N, B)+α1+α2... Song...
It is expressed as This third method provides extremely superior performance, and is particularly advantageous in terms of fuel savings, but on the other hand, the entire system must be complicated and expensive. This method was difficult to use as an ignition advance control method for simple wheels such as motorcycles.

The present invention was made to overcome the problem of slope in the prior art, and in particular detects R/L driving (when driving at a constant speed on a general flat road) using an inexpensive and simple switch mechanism. In addition, we have developed an engine ignition advance control system suitable for motorcycles that can effectively reduce fuel consumption despite its simple configuration by switching and controlling the ignition advance angle. The purpose is to provide.

Hereinafter, the configuration and operation of an embodiment embodying the present invention will be described using the accompanying drawings, which were created for a better understanding of the technical content of the present invention.

First, FIG. 1 shows an outline of the overall configuration of an embodiment of the ignition advance control device of the present invention, and in the figure, 1 indicates four cylinders #1 to #4, for example. In the motorcycle engine, 2 is an intake manifold connected to each cylinder, and 3 is a throttle valve provided for each cylinder. Although detailed explanations of the structure will be omitted, the throttle valves 3 in each of these cylinders are controlled to open and close in conjunction with the accelerator operation by the driver, which is different from conventional models of this type. It is similar to the device. 4 is a collecting pipe connected to an air cleaner (not shown).

5 is a rubber pipe for introducing the pressure inside one intake manifold 2, and 6 is a known flow control valve, which is equipped with an orifice part 6a and a check pulp part 6b, and is connected to the check valve. This provides directionality for negative pressure application, and also has the effect of attenuating the negative pressure due to the orifice. 1 generates an ON/OFF signal in response to negative pressure,
This negative pressure switch 7 is a well-known negative pressure switch, and the operating pressure required to turn on the negative pressure switch 7 is the R/L of the vehicle.
The detected pressure characteristics and the intake manifold negative pressure characteristics were changed so that the pressure would be the same when driving at a constant speed on a flat road and when decelerating below that level. (The specific method for setting the operating pressure will be explained in detail later.)

Reference numeral 8 denotes an electronic advance angle device controlled by a microcomputer, which includes a cylinder discrimination sensor (hereinafter referred to as "G sensor") using a known magnetic pickup or the like, 9 and an ink angle discrimination sensor (hereinafter referred to as "N sensor"). The ignition advance angle is calculated based on each output signal of 10 and the ON-OFF signal of the negative pressure switch 1. ], which functions to energize the ignition coil 11. Reference numeral 12 is an ignition key switch, and reference numeral 13 is a gear switch.
A device is used that generates an output signal when the fifth gear (that is, the highest gear) is used in a case where the gear has five gear ratios. In short, the above ignition-key switch 1
2 and the gear switch 13, the ignition advance angle calculation method is changed.

Next, the ignition advance angle calculation section in the above embodiment of the present invention will be explained as shown in FIGS. 2 and 3a to 3f. This is shown in FIG. 2, which is a block diagram of the ignition advance control circuit. In addition to calculating the ignition advance angle so that the
The arithmetic unit 8' also has the function of making a WOT/Fail judgment, and blinks a display lamp (not shown) when a Fail judgment is made, and also lights up the lamp when there is no Fail but an R/L advance angle, and when there is no Fail but a WOT Advance angle. One lamp can display 6 types of display (turns off the lamp and displays the operating status when
In other words, the lighting circuit section 8 performs blinking, lighting/extinguishing).
", based on the calculation result of the ignition advance angle obtained by the calculation unit 8', and based on the
The charging/discharging circuit 8'' determines the ignition timing by integrating the outputs from the ignition coil 11, and energizes the ignition coil 11.

Therefore, the method of calculating the ignition advance angle in the calculation section 8' will be summarized as follows.

That is, in the flowchart of FIG. 6a showing the procedure, first, using the table shown in FIG. 6b, which shows the required ignition advance angle [θWOT] setting when the engine is fully open, using the engine speed as a parameter (procedure) ), read the basic ignition advance angle [θ7] (step (b)). Next, all situational judgments regarding whether the conditions for changing the ignition advance angle are satisfied (Gθ=1 or aO==0), for example, if the negative pressure switch 7 fails (Gθ =
0) or not (Gθ=1), and then determines whether the gear is in 5th gear (Gθ=1) or not based on the signal from the gear switch 13.
= 0), and whether constant speed driving (Gθ = 1) or not (Gθ = 0).
), and for all the input signals to the arithmetic unit 8', it is determined whether it is a valid state (Gθ=1) or not (Gθ=0) (Step (C) ).And in any case, if there is a Gθ=0 condition,
Regarding the change completion variable A, which indicates whether the ignition advance angle has been changed to the set value, the change has not been completed (A=1
) and step (d) ), at this time, the lighting circuit section 8''
turns off display 2/ (procedure (b))). Further, the advance angle change amount θ8 is set to 0 (θ8=0). If the condition of Gθ=1 is established, the negative pressure switch 7 signal roNJ
[0FFJ state (step (f)), l'-oFF
When traveling in the J state and at tb acceleration, the advance angle is not changed as in (Gθ=0) (procedure (d)% (Q)). Ma fcl “O
"N" state: R/L, when running or decelerating below, the 3rd C, which is a change of ignition advance angle, is activated.
Using the diagram (step (g)), from now on the target change value θ
Read ε (step (h)). Here, [θ8] is the third b
Required point of misplacement angle when the engine is fully opened as shown in the figure [θWO'r
) and required ignition advance angle during R/L driving [(JB7p
] is tabulated in FIG. 6c above using the engine speed as a parameter.

Next, determine the change completion variable (including determination by IC-8/W, which will be described in detail later). Step (i)L If this is completed (A = 0), set the target change value θ6. If step 0)) is not completed as is, the change lead angle is not completed (
A = 1), a constant dθ as a unit advance angle change value is added (Σdθ) every time the ignition advance angle is calculated (step (k)).
, After that, it is determined whether the target change value θ6 has been reached or not (Step (1)) If it has not reached the target change value θ6 (Δθ8 θK
), change the additional value △θ to outside the lead angle and step 6n)),
In addition, the change completion constant is changed to the initial setting value (△θ8=
0) (procedure ω)). Similarly, when accelerating operation is detected by negative pressure S/W, Δθ8=0 (procedure (p
') ).

Next, the fail determination method by the ignition advance angle control device of the present invention will be explained using the flowchart of FIG. 3d showing the procedure of the 7-fail determination method. N sensor (e.g. 60° CA
Pulse) The pulse interval is read and the engine rotational speed N1 is calculated (r)), and the engine rotational speed N1 is constant. (For example, 150
Only when engine rotational fluctuations are relatively small, such as during steady operation at 0 rpm or higher (Step + 8))
, perform fail judgment as follows. That is,
First, the change in rotational speed (δ=NI N4-1) is calculated (step (t)), and the value is a constant value δ. , for example 100
By determining whether or not it is a sudden acceleration of 10 rpm or more (step (u)), if this is 10 or more or more, the number of times this state continues (I) is added to the step (V). )), its acceleration takes a certain number of steps. (For example, 4 times) If it continues (step (W)), detect and determine whether or not the negative pressure S/W is in the acceleration state in the OFF state (step (X)),
If it is in the OFF state, set the normal constant G to G=i and follow the procedure fy)
), if it is ON, it is determined that there is a failure and the normal constant is set to G = 0 (step (Z)), and the lamp lighting circuit section 8'' is activated to display the lamp blinking (step (()). If this normality determination is other than acceleration, δ≦δ, or if the acceleration state does not persist, this is not performed.Furthermore, as shown in the supplementary flowchart of Fig. 6e, a-B/W “OFF→ONJ p”
(H) @ (B)), the condition that the ignition advance angle is not changed as an initial setting (GO=O), and the procedure (C)), and the above-mentioned change completion constant is also set to the incomplete state A = 0 (procedure). to))
. Then, the lighting circuit unit 8'' is activated to turn off the indicator lamp (step (γ)).

Next, the details of each procedure of the gear position determination method and the constant speed traveling determination method will be explained using the flowchart shown in FIG. 6f. As in case 2 of the fail judgment mentioned above, first read the rotation speed N1 (procedure (E))), then weight the read value to the average value □, and use the formula ("1 = ("i-
x × (n 1 ) 1 N1 ) / n ), for example, with n=60 (procedure (to)).

Next, from the weighting obtained in this way, calculate the difference ΔN1=i□−N1 from the average value N and the above reading of the rotation speed N1. Then, calculate the judgment constant Δ. 'c
(Step (g)), subtract this from the above ΔN1, α=
ΔN1−Δ)) Find α (procedure (force) and determine whether this α is positive or negative (procedure)). Thus, in the case of α>O, if the acceleration above a certain value is recognized, the established constant Gθ
Gtt = o, that is, not established (in the procedure)), and the completion constant is the unfinished A product 1 (in the procedure (in the procedure)).
7)). On the other hand, if α≦0, it is determined whether the gear position is in 5th gear or not (wa)), and if it is other than 5th gear, α
〉Perform the same calculation as 0. If it is in the 5th speed state, the normal constant G based on the fail judgment is set as the established constant Gd, and the procedure ψ),
), if the negative pressure S/W is normal (() = 1), the condition is met. If Gb = L is abnormal (, - () = 0), the condition is not met ad = 0. As a result, even if the first rapid acceleration operation starts from the time of ignition of the cylinder other than the pressure detection cylinder (#4), for example, #2, the acceleration advance angle [θ□. T] can be set.

Next, regarding the details of the set operating pressure of the negative pressure switch 7, Figures 4 (a) to (d) show changes in the negative pressure of the intake manifold, etc.
To explain this using FIG. 4(a), a temporal change in the reference rotation angle (for example, TDC signal) of the G sensor 9 (for example, TDC signal) is shown in FIG.

Negative pressure P of the intake manifold (solid line) and flow control valve 6
Fig. 4(b) shows the temporal change in the detected negative pressure P' (broken line) by the negative pressure switch T after passing through the negative pressure switch T. In the case of R/L at the time, I will pray. Similarly, Fig. 4(b) and Fig. 4(C) show the negative pressure P of the intake manifold and the detected negative pressure at the same time school for medium vehicle speed and high vehicle speed, respectively. The temporal change of the change in P' is shown. The change in P and P' between the check pulp part 6b and the orifice part 6 in the flow control valve 6 is
According to a. As a result, a time delay is added to the change from negative pressure to atmospheric release sb.From these figures (b) to (d), in the case of high-speed rotation, the average value of detected negative pressure P' is It can be seen that the pressure is approaching the maximum negative pressure value P0.

FIG. 5 is for explaining a method of setting the detection level of the negative pressure switch 7, and uses the engine speed as a parameter to determine the negative pressure P of the intake manifold 2 and the subsequent detection level via the flow control valve 6. Negative pressure P detected by negative pressure switch 7
The average values of ' are plotted as d and P', and the relationship between the vehicle speed at R/L and p and p' is shown for the highest value of negative pressure. The pressure Ps/w is shown by a two-dot chain line. As can be seen from this drawing, 100 and Pm have a gradient until the engine rotational speed reaches Nlrpm, whereas 100' generally shows a substantially constant value.

Therefore, the above-mentioned difference in ignition advance angle between R/L and WOT [
Δθ8] in the required rotational speed region, t1! is R/L
The conditions are set so that the rO-IJ of the switch mechanism can be determined.

The above operations are described in Sections 1.2.3a, b, c%d, and e.

f. This will be explained with reference to Figure 5. First, we will explain when the key switch is turned on using Fig. 3a and Fig. 68. At this time, as shown in Fig. 6e, as an initial condition, the condition that it is possible to change the ignition advance angle is not satisfied. (()O=0)
.

■ For change complete constants, if the change is not complete (
A=1).

When these two conditions are substituted into FIG. 3a, the ignition advance setting value θ becomes θ=θ□. In other words, this is the basic ignition advance angle when the engine is fully open. Next, the ignition advance angle under normal driving conditions is summarized as shown in Table 1 below.

The above embodiments have been described with respect to existing gear S/W, but even in those without gear S/W, the change in ignition advance angle increases with each gear change. There is only a difference. Also, for example, in cases where the microcomputer has a small calculation capacity and the confirmation function is insufficient, such as when it is not possible to incorporate acceleration/deceleration driving condition determination (if there is a delay in the response of the pressure switch, it is resolved). Furthermore, if the confirmation function by the gear S/W is eliminated, there will be a restriction that a highly accurate pressure S/W must be used, and of course there is no particular problem.

In addition, similar acceleration judgment calculations in Figures 3a and 3f in the calculation logic do not need to be separated, and the same calculation formula can be used and the judgment constants can be set appropriately. Directly detect the intake manifold negative pressure without using a control valve and activate the negative pressure switch (for example, 1
50+r+mHg), in which case f
The detection rotation speed range for iR/L running is set to negative pressure S/W.
In addition, the ignition advance value at the time of Ps/V detection is changed so that the difference between the average pressure P and the detected pressure Pi during R/L running does not become an overadvance angle in setting the ignition advance angle. [θ Flight] Not only can it be set appropriately in the table, but it also has the advantage of being able to further reduce costs.

Further, in such a device for detecting the average intake manifold pressure, for example, a rubber pipe may be arranged to connect each of the four cylinders to average the negative pressure of each cylinder so as to eliminate variations in the negative pressure. In addition, if chattering occurs in the negative pressure switch at low engine speeds due to the relationship between negative pressure pulsation and negative pressure S/W response, change the engine speed as shown in Figure 6d. Incorporate it into the discrimination condition,
A limit may be set on the detected rotational speed, and an orifice and a volume portion may be separately provided between the flow control valve and the negative pressure switch to reduce pulsation. Goso Katsura Kiss-MI
Furthermore, as the setting of θV1 in this example, a strange ignition advance angle was set in the detection range of R/L running, but even at high speed rotation (N1 rpm or more), pressure switch and By setting the optimum ignition advance angle that corresponds to the detected pressure, it is possible to improve fuel efficiency even when decelerating at high speed. Two control valves (6,6'
) and two negative pressure switches (7, 7
') may be used to switch the ignition advance angle in six stages. This allows the ignition advance angle to be set more precisely.
This has the advantage of improving fuel efficiency during deceleration or avoiding incomplete combustion if the R/L advance angle is maintained during deceleration such as when descending from a vehicle at high speed.

The negative pressure switch 7 has the same performance as described above, and when the intake manifold negative pressure is higher than POynm Hg (low load side), the negative pressure switch enters the l-ON J state, and Poynm
If it is lower than mHg (high load side), it will be in the "OFF" state. In this way, the negative pressure switch 7 is set to P. With IWIHg as the boundary, the state becomes [ON J, [OFF J].

The negative pressure switch 7' controls the intake manifold negative pressure P1wHg (
PI is P. (The negative pressure is also high) The switch turns on [-ON J, J OFF J] as the gold boundary. As a result, the intake manifold negative pressure P is divided into six regions (■ Po
High load (area A), ■Between Po and Pl (area B),
■P engineering can be divided into low load (area C)).

In region A, both negative pressure switches T and 7' are in the OFF J state. At this time, the ignition advance setting value is set to the ignition advance angle (θW) when the engine is fully opened.

In region B, the negative pressure switch 7 is in the OFF state, and the negative pressure switch 7' is in the ON state. At this time, the ignition advance setting value is set to the ignition advance angle (θ7+08) during R/L running.

In region C, both negative pressure switches 7 and 7' are in the "ON" state. At this time, the ignition advance setting value is set as the ignition advance angle during deceleration. As described above, a method of switching the ignition advance angle in six stages is used.

As is clear from the paper description of the embodiments embodying the present invention, the present invention can achieve the object very effectively based on the structure described in the claims, and as a result, , the following remarkable effects are brought about. That is, according to the present invention, as shown in the table below, it is possible to always set an appropriate ignition advance angle under normal driving conditions.

Furthermore, failure determination of the p-s/w, that is, the negative pressure switch I, can be easily performed by using the rotation speed determination based on the output from the already provided N-sensor 10, without the need for a special sensor. can be done.

Also, during high-load operation such as when accelerating or pitching, the acceleration advance angle [θa]. A) There is no possibility of knocking or engine damage due to excessive advance angle.

In addition, in the case of motorcycles, which use frequent acceleration and deceleration, or vehicles that are used for long periods of constant speed driving such as when going out for long distances,
By detecting the difference in usage, it can be determined with an inexpensive pressure switch without using an especially expensive analog negative pressure sensor, and the R/L running can be detected using a low-speed flow control valve that is similarly inexpensive. The advantage is that it is possible to detect a wide range of R/L driving from low speed to high speed driving, and by setting the ignition advance angle for optimal fuel consumption, it is possible to improve fuel economy.

In addition, by providing a change completion constant when setting the R/L advance angle, it is possible to eliminate sudden changes in the point R advance angle when driving at constant speed (FVL), and rather than worsening the driving feeling. , this can be made better.

As mentioned above, only by adding an inexpensive flow control valve 6 and negative pressure switch γ to the existing system,
For determining other conditions, existing gear switches or calculation functions using a microcomputer can be used instead.

As described above, the effects brought about by the present invention are extremely significant, and the present invention is worthy of being able to further enhance the usefulness of this type of device.

[Brief explanation of the drawing]

FIG. 1 is a block diagram showing the overall configuration of an embodiment of an ignition advance control device embodying the present invention, and FIG. 2 is a block diagram showing the overall configuration of an ignition advance control circuit therein, particularly,
It is a block diagram clarifying the connection relationship between each component of the electronic advance angle device 8 shown in the figure, the detection ends of various sensors, and the ignition coil. Figure 3a shows the first
Figure 3b is a flowchart for explaining the procedure for determining the ignition advance angle using the embodiment device shown in Figure 2, and Figure 3b shows the required ignition advance angle when the engine is fully open, using the engine speed as a parameter. θ7゜7] and the required ignition advance angle (-4
] Figure 6C shows the difference in required ignition advance angle in the above two cases, [θ8] = [θy,]
-(θwoT) using the engine rotational speed as a parameter. Fig. 6d and Fig. 3θ are also diagrams for explaining the procedure of the method for making a fail judgment in the same manner as described above. Flow chart, 6th f.
The figure is a flowchart for explaining the procedure of a method for determining the wheel position and determining whether the vehicle is traveling at a constant speed, using the apparatus of the above-described embodiment. Furthermore, FIG. 4(a) shows the output waveform of the G sensor 9 with respect to the elapsed time at low vehicle speed, and FIG.
This is a graph showing temporal changes in the negative pressure of the intake manifold r at low vehicle speeds, medium vehicle speeds, and high vehicle speeds in relation to FIG. 4(a). Further, FIG. 5 is a graph showing the negative pressure of the intake manifold using the engine speed as a parameter, and this graph is for explaining the detection level setting method in the above-mentioned embodiment device. FIG. 6 is a block diagram showing the overall configuration when switching the ignition advance angle in six stages. In particular, in Figures 1 and 2, 1... a motorcycle engine consisting of four cylinders, 2... an intake manifold, 3...
- Throttle valve, 4... Collecting pipe, 5... Rubber pipe, 6... Flow rate adjustment valve, 6a+sb... Orifice part and check pulp part as above, 7... Negative pressure switch,
8... Arithmetic unit 8', lighting circuit unit 8'', charging/discharging circuit 8''
A microcomputer-controlled electronic advance angle device consisting of 9... cylinder discrimination sensor, 10... crank angle discrimination sensor, 11
...To the ignition carp 12...Ignition switch, 13...Gear switch. Fig. 1 Fig. 2 Fig. 3q Fig. 3b Fig. 30 Fig. 3b Fig. 3e

Claims (1)

[Scope of Claims] (1) A flow control valve that is connected to the intake manifold of an engine in a motorcycle or the like and has a check pulp section and an orifice section, and a flow control valve that is connected to the flow control valve and switches an output pressure valve at a predetermined pressure value. Calculate the required ignition advance angle when the engine is fully open and the required ignition advance angle when driving at a constant speed on a flat road using the negative pressure switch, the ON-OFF signal of this negative pressure switch, and the output signal from the crank angle discrimination sensor. 1. An ignition advance control device for an engine, comprising: an electronic advance device that generates an output signal and operates an ignition coil at the ignition timing. (2. In the item described in claim 1; further, an engine rotation speed signal is detected, and an acceleration change above a certain rotation speed is detected, so that the ignition advance angle is adjusted to the ignition advance angle when the engine is fully opened. An engine ignition advance angle control device characterized by comprising means for forcing the ignition advance angle to An ignition advance angle control device for an engine, comprising means for adding a constant advance value for each ignition cycle only when changing settings to an ignition advance angle during R/L.