JP2564993B2 - Engine ignition timing control device - Google Patents

Description

Description: TECHNICAL FIELD The present invention relates to an ignition timing control device for a spark ignition type engine (internal combustion engine) such as a gasoline engine, and more particularly to a device for avoiding transient knocking during acceleration of the engine. The present invention relates to an ignition timing control device.

Background Art Conventionally, ignition timing control of a gasoline engine is performed as follows, for example.

That is, the operating state of the engine is detected from a flow rate sensor that detects the intake air amount of the engine and an engine speed sensor that detects the engine speed, and the intake air amount A is set to the engine speed based on the detection results from these sensors.
Volume efficiency Ev obtained as value A / Ne obtained by dividing by Ne
Basic ignition timing information is obtained from a two-dimensional map (ignition timing map) having an advance value (ignition timing information) determined by (actual volume efficiency Evr) and engine speed Ne, and this basic ignition timing information is appropriately corrected. The ignition timing of the engine is controlled by operating the ignition means (ignition plug, ignition coil, etc.) based on the ignition timing information obtained in this way.

By the way, in general, when the engine is accelerated, sampling of the intake air amount A of the engine is delayed, so ignition is performed from the ignition timing map based on the actual volumetric efficiency Ev (hereinafter, appropriately referred to as Evr) based on the sampled intake air amount A. When the timing is looked up, the ignition timing on the partial side of the ignition timing based on the actual intake air amount is looked up, and the ignition timing tends to advance and transient knocking occurs.

Therefore, in order to avoid this transient knocking, the volumetric efficiency for looking up the ignition timing from the ignition timing map (volume efficiency for ignition timing map lookup) Ev (hereinafter referred to as Evm as appropriate) becomes a value without delay. Therefore, it is possible that the ignition timing is indirectly retarded.

For example, paying attention to the throttle opening change amount (deviation) Δθ as an index of the acceleration state, and correcting the ignition timing map lookup volume efficiency Evm according to the throttle opening change amount (throttle opening deviation) Δθ. You can

FIGS. 7 (a) to 7 (c) are time charts for explaining the correction of the volumetric efficiency Evm for ignition timing map lookup, and FIG. 7 (a) shows the amount of change in the throttle opening during acceleration. Fig. 7 (b) shows the corresponding volumetric efficiency Evm for ignition timing map lookup, FI
G.7 (c) shows the control state of the ignition timing corresponding to this.

 A four-cylinder engine will be described here as an example.

As shown in FIG. 7 (a), when the throttle opening change amount Δθ increases from the time when the acceleration is determined, the volumetric efficiency Ev increases depending on the throttle opening change amount Δθ.
r is corrected so as to increase by a shaded portion as shown by a broken line in FIG. 7 (b).

 This correction is performed according to the following equation (1).

Evm = Evr + (Δθ × G _TH / 4) × K _EVNE (1) However, G _TH : Ignition timing acceleration correction rotation speed coefficient K _EVNE : Ignition timing acceleration correction rotation speed coefficient K _EVNE is , FIG. 9, it is a coefficient corresponding to the engine speed Ne.

However, when the throttle opening change amount Δθ reaches a peak value, the peak value is held as a sample value of the throttle opening change amount Δθ for the subsequent four strokes (four ignition periods). Therefore, this period is
Evm is also held at this peak value.

The hold of the sample value of the throttle opening change amount Δθ is for correcting the overshoot of the volume efficiency immediately after the intake air amount is fully opened.

Also, the relationship between the ignition timing map lookup volumetric efficiency Evm and the ignition timing is that the engine speed Ne is constant.
As shown in FIG.8, the volume efficiency increases during general acceleration, and the ignition timing becomes the value on the retard side. Here, considering the sampling delay of the actual volumetric efficiency Evr, if the correction according to Δθ is added to this Evr as shown in FIG. 7 (b), the corrected Evm is the case without correction. Compared to
It is increased by the amount shown by the diagonal lines.

As a result, the ignition timing is shown by the broken line in FIG. 7 (c) and is corrected to the retard side by the shaded portion, so that transient knocking is avoided.

By the way, when the correction of the ignition timing map lookup volumetric efficiency for determining the basic ignition timing as described above, a special acceleration pattern (that is, a retard occurs when a special throttle opening change pattern A occurs). , There is a fear of causing poor acceleration.

For example, FIGS. 10 (a) to 10 (f) are time charts showing the volumetric efficiency correction situation in such a special acceleration pattern, and FIG. 10 (a) shows the throttle opening θ during acceleration.
Fig.10 (b) shows the corresponding actual volume efficiency (actual
Ev) Evr is shown, FIG. 10 (c) shows the sample value of the corresponding throttle opening change amount Δθ, FIG. 10 (d) shows the corresponding volume efficiency Evm for ignition timing map lookup, and FIG. 10 (e) shows a corresponding ignition timing control state (retard correction amount), and FIG. 10 (f) shows a corresponding engine stroke.

When the throttle opening Δθ changes as shown in FIG. 10 (a), the throttle opening change amount Δθ takes two peak values h1 and h2 with a slight time difference as shown in FIG. 10 (c). It will be. Then, when the throttle opening θ reaches the first peak value, the actual volume efficiency (actual Ev) Evr
Has reached the saturation state, and thereafter, even if the throttle opening θ changes, the value of the actual volumetric efficiency Evr does not change.

On the other hand, the sample value of the throttle opening change amount Δθ is held when the throttle opening θ increases as shown by P1 and takes the first peak value h1 [see FIG. 10 (c)] Then, the correction amount for volume efficiency [FIG.
The value of the shaded area in (d)] is held. Then, this correction amount is added to the actual volumetric efficiency Evr, for example, to determine the ignition timing map lookup volumetric efficiency Evm [see the portion H1 in FIG. 10 (d)]. After the sample value of the throttle opening change amount Δθ is held for the first time, a change occurs in which the throttle opening amount θ increases again as shown by P2, so that the throttle opening change amount Δθ once returned to 0 The sample value is held at a value of an appropriate size again [see h2 in FIG. 10 (c)], and the value of the volumetric efficiency correction amount is also held again [FIG.
Refer to the code H2 part in (d)].

As a result, as shown in FIG. 10 (e), after the transient knocking during acceleration is avoided (see symbol R1), the retard correction (see symbol R2) is unnecessarily repeated,
There is a problem in that the output of the engine is reduced by the amount of this retard amount and the desired acceleration of the engine is delayed accordingly.

The present invention is intended to solve such problems, and an engine ignition timing control device capable of surely preventing knocking during acceleration while preventing prompt acceleration of the engine as much as possible. The purpose is to provide.

DISCLOSURE OF THE INVENTION An engine ignition timing control device according to claim 1 of the present invention is a throttle opening change amount sampling for calculating a throttle opening change amount based on a value obtained by sampling a throttle opening of an engine. Means, an actual volumetric efficiency calculating means 81 for calculating the actual volumetric efficiency based on the actual intake air amount and the actual engine speed, and a volumetric efficiency correction for correcting the actual volumetric efficiency based on the information related to the throttle opening change amount. Volume efficiency calculating means for calculating effective volume efficiency, ignition timing setting means for setting ignition timing according to the effective volume efficiency and engine speed, and ignition timing set by the ignition timing setting means. Control means for outputting an ignition timing control signal on the basis of the ignition timing control signal, ignition means for operating in response to the ignition timing control signal, and the actual volume efficiency (Evr) during acceleration. There has been characterized by comprising a sampling inhibiting means for inhibiting the sampling operation to when the throttle opening change amount sampling means exceeds a predetermined threshold value corresponding to the fully open value near the throttle.

In the ignition timing control device for an engine according to claim 1, the throttle opening change amount sampling means is configured to update and store the throttle opening change amount every predetermined period, and the volumetric efficiency. It is preferable that the correction means is configured to use the stored value of the throttle opening change amount as the information regarding the throttle opening change amount.

In this case, it is also preferable that the throttle opening change amount sampling means holds the stored value at the time when the sampling is prohibited by the sampling prohibiting means for a predetermined period.

More preferably, only when the period in which the stored value does not change is equal to or longer than a predetermined stored value holding period from the time when the throttle opening change amount sampling means finishes increasing the stored value, only the stored value holding period is set. Hold the stored value The storage value is held only for the elapsed time when the stored value is less than the storage value holding period.

More preferably, the predetermined period for holding the stored value from the time when the sampling is prohibited is set as the stored value holding period.

More preferably, the throttle opening change amount sampling means is configured to clear the memory after expiration of the memory value holding period.

More preferably, the threshold value of the sampling prohibiting means is set to approximately 95% of the volumetric efficiency corresponding to the fully open value of the throttle.
Set to%.

On the other hand, in the engine ignition timing control device according to the first aspect of the present invention, the throttle opening change amount sampling means is configured to update and store the throttle opening change amount at predetermined intervals, and The volumetric efficiency correction means is configured to use the stored value of the throttle opening change amount as information relating to the throttle opening change amount, and the throttle opening change amount sampling means is
It is also preferable that the stored value is cleared when sampling is prohibited by the sampling prohibiting means.

In this case, preferably, when the throttle opening change amount sampling means finishes the increasing tendency of the stored value and the period during which the state of the stored value does not change is a predetermined storage holding period or more, the stored value holding is performed. The stored value is held only for a period, and the stored value is held for the elapsed time when the stored value is less than the held period.

More preferably, the throttle opening change amount sampling means is configured to clear the memory after expiration of the memory value holding period.

More preferably, the threshold value of the sampling prohibiting means is set to approximately 95% of the volumetric efficiency corresponding to the fully open value of the throttle.
Set to%.

Further, in the engine ignition timing control device according to the above-mentioned claim 1, the throttle opening change amount sampling means updates and stores the throttle opening change amount at every predetermined cycle, and the volume efficiency correction is performed. It is also preferable that the means is configured to use the stored value of the throttle opening change amount as the information related to the throttle opening change amount, and then is configured to control the ignition timing according to the cooling water temperature of the engine.

In this case, preferably, the higher the cooling water temperature, the smaller the advance value of the ignition timing is set.

In the ignition timing control device for an engine according to claim 1, the throttle opening change amount sampling means updates and stores the throttle opening change amount at every predetermined cycle, and the volumetric efficiency correction is performed. It is also preferable that the means is configured to use the stored value of the throttle opening change amount as the information related to the throttle opening change amount, and then to control the ignition timing according to the intake air temperature of the engine.

In this case, preferably, the ignition timing is retarded in the region where the intake air temperature is low and the region where the intake air temperature is high, and the advance and retard are not performed in the other regions.

In the ignition timing control device for an engine according to claim 1, the throttle opening change amount sampling means updates and stores the throttle opening change amount at every predetermined cycle, and the volumetric efficiency correction is performed. The means is configured to use the stored value of the throttle opening change amount as the information regarding the throttle opening change amount, and controls the ignition timing based on the information regarding the engine rotation speed during the idle operation of the engine. It is also preferable to configure.

In this case, preferably, the information related to the engine rotation speed is the engine rotation speed itself and retards the ignition timing when the engine rotation speed exceeds the target rotation speed set according to the idle operation state information. The ignition timing is advanced when the engine speed falls below the target speed.

Further, preferably, the information relating to the engine rotation speed is used as a variation amount of the engine rotation speed, and the ignition timing is retarded when the engine rotation speed tends to increase, and the ignition timing is retarded when the engine rotation speed tends to decrease. Configure to advance the time.

Further, in the engine ignition timing control device of the present invention (the device according to claim 1), the throttle opening change amount sampling means is used to sample the throttle opening of the engine based on the value obtained by sampling means. In the volumetric efficiency calculating means, the actual volumetric efficiency is calculated based on the actual intake air amount and the actual engine speed in the volumetric efficiency calculating means, and in the volumetric efficiency correcting means, the throttle opening change is calculated. The effective volumetric efficiency is calculated by correcting the actual volumetric efficiency based on the information related to the quantity. The ignition timing setting means sets the ignition timing according to the effective volume efficiency and the engine speed, and the control means outputs the ignition timing control signal based on the ignition timing set by the ignition timing setting means. Then, the ignition means is activated in response to the ignition timing control signal. In particular, when the actual volumetric efficiency exceeds a predetermined threshold value near the fully open value of the throttle during acceleration, the sampling prohibiting means prohibits the sampling operation of the throttle opening change amount sampling means.

BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 to FIG. 6 show an ignition timing control device for an engine as an embodiment of the present invention, FIG. 1 is a control block diagram thereof, and FIG. 2 is an engine having this device. FIG. 3 is an overall configuration diagram showing the system, FIG. 3 is a control block diagram of the engine system, FIG. 4 (a) to FIG. 4 (c) are flowcharts showing the contents of control by this device, and FIG.
(D) is a flow chart of control according to a modification of the basic ignition timing setting control of FIG. Map, FIG. 6 shows the throttle opening θ when correcting the volumetric efficiency, the actual volumetric efficiency Evr, the throttle opening variation Δθ, the volumetric efficiency Evm for the ignition timing map lookup, the retardation correction amount of the ignition timing, and the engine stroke. FIG. 7 to FIG. 10 are time charts showing the ignition timing control device of the engine considered in the process of devising this device. FIG. 7 shows the correction of the volumetric efficiency vEvm for the ignition timing map lookup. FIG. 8 is a diagram showing the relationship between the ignition timing map lookup volumetric efficiency Evm and the ignition timing, FIG. 9 is a diagram showing the characteristics of the ignition timing acceleration correction rotational speed coefficient, FIG. .10 is Is a time chart showing the correction in the acceleration pattern of occurrence of problems.

BEST MODE FOR CARRYING OUT THE INVENTION Hereinafter, an engine ignition timing control device as an embodiment of the present invention will be described with reference to the drawings.

Now, this device controls a gasoline engine system mounted on an automobile, and such a vehicle-mounted gasoline engine system is configured as shown in FIG.

That is, as shown in FIG. 2, the gasoline engine E
(Hereinafter, simply referred to as engine E) has an intake passage 2 and an exhaust passage 3 which communicate with a combustion chamber 1, and the intake passage 2 and the combustion chamber 1 are controlled by an intake valve 4 to communicate with each other. The communication state between the passage 3 and the combustion chamber 1 is controlled by the exhaust valve 5.

In addition, the intake passage 2 has an air cleaner in order from the upstream side.
6. A throttle valve 7 and an electromagnetic combustible injection valve (injector) 8 that constitutes a first engine adjusting element that affects the operation of the engine are provided, and exhaust gas purification is performed in the exhaust passage 3 in order from the upstream side. A catalytic converter (three-way catalyst) 9 and a muffler (silencer) not shown are provided.

The injectors 8 are provided in the intake manifold portion by the number of cylinders to form a so-called multipoint injection (MPI). Therefore, if the engine E of this embodiment is, for example, an in-line four-cylinder engine, four injectors 8 are provided.

The throttle valve 7 is connected to the accelerator pedal via a wire cable, so that the opening degree changes according to the amount of depression of the accelerator pedal.
It can also be opened / closed by a C motor 10 so that the opening of the throttle valve 7 can be changed without pressing the accelerator pedal when idling.

Further, in each cylinder, a spark plug 18 as an ignition means is directed toward the combustion chamber 1 (in FIG. 2, the spark plug 18 should be originally drawn in the vicinity of the combustion chamber 1, but due to space limitations, The spark plugs 18 are shown in different positions), each spark plug 18 being connected to a distributor 50, which in turn is connected to an ignition coil 51. When the power transistor 52 with the ignition coil 51 is turned off, a high voltage is generated in the ignition coil 51, and one of the four spark plugs 18 connected to the distributor 50 is sparked. There is. Power transistor
The ignition coil 51 starts charging by the ON operation of 52.
And these spark plugs 18, distributor 50,
The ignition coil 51 and the power transistor 52 constitute an ignition means.

With such a configuration, the air sucked through the air cleaner 6 according to the opening degree of the throttle valve 7 is mixed with the fuel from the injector 8 in the intake manifold portion so as to have an appropriate air-fuel ratio, and the spark plug is set in the combustion chamber 1. After igniting 18 at an appropriate timing to burn and generate engine torque, the air-fuel mixture is discharged as exhaust gas to the exhaust passage 3, and the catalytic converter 9 emits CO, HC, NO _x in the exhaust gas. After the three harmful components are purified, they are silenced by the muffler and released to the atmosphere.

Further, various sensors are provided to control the engine E. First, on the intake passage 2 side, an air flow sensor 11 as a volume flow meter for detecting the intake air amount from the Karman vortex information, an intake air temperature sensor 12 for detecting the intake air temperature, and an atmospheric pressure are detected in the air cleaner installation portion. An atmospheric pressure sensor 13 is provided, and a position of the throttle valve 7 is a potentiometer-type throttle sensor 14 that detects the opening of the throttle valve 7, an idle switch 15 that detects an idling state, and an ISC motor 10 position. A motor position sensor 16 is provided.

Further, on the exhaust passage 3 side, an oxygen concentration sensor (O ₂ sensor) 17 for detecting the oxygen concentration (O ₂ concentration) in the exhaust gas is provided on the upstream side of the catalytic converter 9 and near the combustion chamber 1. There is. Here, the O ₂ sensor 17 is an application of the principle of a solid electrolyte oxygen concentration battery, and its output voltage has a characteristic that it changes rapidly near the stoichiometric air-fuel ratio, and the lean side voltage is lower than the stoichiometric air-fuel ratio. , The voltage on the rich side is higher than the stoichiometric air-fuel ratio.

Further, as another sensor, a water temperature sensor 19 for detecting the engine cooling water temperature is provided, and a crank angle sensor 21 for detecting the crank angle (this crank angle sensor
Since 21 also serves as an engine speed sensor for detecting the engine speed N, hereinafter, the crank angle sensor 21 may be referred to as an engine speed sensor, if necessary.)
A TDC sensor 22 for detecting the top dead center of the first cylinder (reference cylinder) is provided in the distributor 50.

By the way, the detection signals from the sensors 11 to 17, 19, 21, and 22 are input to the electronic control unit (EUC) 23.

A voltage signal from a battery sensor 25 that detects the voltage of a battery 24 (see FIG. 3) and a signal from an ignition switch (key switch) 26 are also input to the ECU 23.

Further, the hardware configuration of the ECU 23 is as shown in FIG. 3, but this ECU 23 has a CPU 27 as its main part, and the CPU 27 has an intake temperature sensor 12, an atmospheric pressure sensor 13,
The detection signals from the throttle sensor 14, O ₂ sensor 17, water temperature sensor 19 and battery sensor 25 are input interfaces 28
And the detection signals from the idle sensor 15 and the ignition switch 26 are input via the input interface 29, and the detection signals from the air flow sensor 11, the crank angle sensor 21 and the TDC sensor 22 are input. Is directly input to the input port.

Further, the CPU 27 uses the bus line to store the program data and fixed value data in the ROM 31, the RAM 32 that is updated and sequentially rewritten, and the battery 24 that causes the battery 2
Battery backup RAM backed up by retaining its memory while 4 is connected
(BURAM) 33 is designed to exchange data.

The data in the RAM 32 is erased and reset when the ignition switch 26 is turned off.

In addition, an ignition timing control signal is sent from the CPU 27 to the ignition driver 5.
It is output to the power transistor 52 via 3 and further from the ignition coil 51 via the distributor 50 to, for example, 4
The three spark plugs 18 are made to sequentially spark.

By the way, a block diagram for controlling ignition timing is shown in more detail in FIG. That is, as shown in FIG. 1, this ignition timing control device includes a basic ignition timing setting means (ignition timing setting means) having an ignition timing map MP3 that stores two-dimensional basic ignition timing data (advance angle data) Θ _0. ) 58, water temperature correction means 59 with water temperature correction map MP5, intake air temperature correction means 61 with intake temperature correction map MP7, idle stabilization correction means 62 with idle stabilization correction map MP8 It is configured. The basic ignition timing here corresponds to the ignition timing described in the claims.

In the basic ignition timing setting means 58, the ignition timing map MP3
Then, if A / N (intake air amount / engine speed) and therefore volumetric efficiency Ev and engine speed Ne are known, the basic ignition timing Θ ₀ is determined from the map value (can be looked up).
It has become.

The value of the volumetric efficiency Ev is calculated by the volumetric efficiency calculating means (Ev calculating means) 80. The volumetric efficiency calculating means 80 is composed of an actual volumetric efficiency calculating means 81 and a volumetric efficiency correcting means 83.

The actual volumetric efficiency calculating means 81 calculates the actual volumetric efficiency Evr from the actual intake air amount A detected by the air flow sensor 11 and the actual engine speed Ne detected by the engine speed sensor 21.

Further, the volumetric efficiency correction means 83 is a correction for avoiding transient knocking during acceleration of the engine, and is for indirectly retarding the ignition timing through the volumetric efficiency correction. Specifically, the acceleration determining means 72 determines that the engine is in an accelerating state, and at this time, the volume efficiency correcting means 38 sends the sampling data of the engine throttle opening change amount (increase amount) Δθ, This Δ
The correction is performed so that the volumetric efficiency Ev increases according to the value of θ. If it is not determined that the vehicle is in the accelerated state, the actual volumetric efficiency calculation means 81 is executed without performing the above correction.
The actual volumetric efficiency Evr calculated in step 3 is output as the basic ignition timing map lookup volumetric efficiency (effective volumetric efficiency) Evm described later.

The acceleration determination by the acceleration determination means 72 is, for example, 10 ms.
The throttle opening θ is taken every ec (0.01 seconds), and the throttle opening change amount Δθ (= θ−Mθ) calculated from the previous opening Mθ and the current opening θ stored in the memory is positive. If it is, it is determined that the vehicle is in an accelerated state. Further, the throttle opening change amount Δθ is stored as MΔθ in the memory, but the acceleration determination can be performed based on the stored value MΔθ.

By the way, the above-mentioned volumetric efficiency correction is performed in the above-described FIG. 1 except when the sampling of the throttle opening change amount Δθ is prohibited.
It is performed as shown in the time chart in 7.

That is, the volumetric efficiency correction is based on the actual volumetric efficiency Evr only when the throttle opening change amount Δθ increases from the start of acceleration (until the throttle opening change amount Δθ reaches a peak) performed in accordance with a change amount [Delta] [theta], so the throttle opening change amount [Delta] [theta] is after reaching a peak, the predetermined time period to hold the peak value [Delta] [theta] _P is performed in accordance with the peak value [Delta] [theta] _P that the hold ing. Here, this hold is performed only while each cylinder ignites once. For example, in the case of a 4-cylinder engine, it is held only for 4 strokes (4 ignitions).

Whether or not the throttle opening change amount Δθ is at a peak is determined by, for example, the difference (Δθ−M) between the current throttle opening change amount Δθ and the stored value MΔθ of the throttle opening change amount.
Δθ) is calculated, and when the difference changes from positive to negative, it is determined that the previous stored value MΔθ of the throttle opening change amount is the peak value.

Then, the throttle opening change amount Δθ is calculated by the throttle opening change amount sampling means 84 based on the detection information from the throttle sensor 14, and is output as data.

The throttle opening change amount sampling means 84 includes
Sampling prohibition means (shown as prohibition means in FIG. 1) 85
Is attached.

The sampling prohibition means 85 outputs a sampling prohibition signal for prohibiting sampling of the throttle opening change amount at a predetermined stage in the vicinity of the full open value before the actual volumetric efficiency Evr reaches a value corresponding to the throttle full open value. so,
Here, the area where the actual volumetric efficiency Evr is 95% or more of the full open value is set as the sampling prohibited area, and the prohibited area judging means (shown as prohibition judgment in FIG. 1) 82 prohibits sampling as shown in FIG. Based on the area determination map,
If it is determined from the actual volume efficiency Evr whether it is a sampling prohibited area (area larger than the sampling prohibited map value), and if this prohibited area determination means 82 determines that it is a sampling prohibited area, the sampling prohibition means 85
A sampling prohibition signal is output to the throttle opening change amount sampling means 84 through.

Then, when the sampling is prohibited by the sampling prohibiting means 85, the throttle opening change amount sampling means 84 is configured to retain the stored value MΔθ stored at the time when the sampling is prohibited for a predetermined period. .

For example, if the state in which there is substantially no change continues after the stored value MΔθ increases, the throttle opening change amount sampling means 84 causes the predetermined value if the state in which the stored value MΔθ is substantially constant is equal to or longer than a predetermined period. The stored value MΔθ is held only during the period (stored value holding period), and when the state where the stored value MΔθ is substantially constant is less than the stored holding period, the stored value MΔθ is held for this elapsed time. Value MΔθ
Is configured to clear. The holding period of the stored value MΔθ from the time when the above sampling is prohibited is
It can be a storage value holding period.

Therefore, when the actual volumetric efficiency Evr reaches 95% or more of the fully open value, the data of the throttle opening change amount Δθ is substantially not sent to the volumetric efficiency correction means 83, and the volumetric efficiency correction means 83 has the volumetric efficiency Ev. The correction of is stopped.

In this way, the volumetric efficiency correction means 83
Based on the basic ignition timing map lookup volumetric efficiency Evm obtained by appropriately performing acceleration correction for r and the actual engine speed Ne detected by the engine speed sensor 21, from the ignition timing map MP3 The basic ignition timing can be looked up.

The water temperature correction map MP5 stores the relationship between the cooling water temperature WT and the advance amount Θ _WT, and the relationship is such that the higher the water temperature, the smaller the advance value Θ _WT .

The intake air temperature correction map MP7 shows the intake air temperature AT, the retard angle, and the advance angle Θ.
The relationship with _AT is stored, and the relationship is retarded between a place where the intake air temperature AT is low and a place where the intake air temperature AT is high, and is 0 at a place where the intake air temperature AT is medium.

As the idle stabilization correction map MP8, for example, there are a map for proportional control (P control) and a map for differential control (D control).
For P control, the relationship between the engine speed Ne and the ignition timing information Θ _IDP is stored, and the relationship is the engine speed Ne.
Is the ISC target engine speed N set by the ISC (idle speed control) target engine speed setting means 73
If it is higher than e _0, it is retarded, and if the engine speed Ne is lower than the ISC target engine speed Ne _0, it is advanced. For D control, the engine speed change Δ
The relationship between Ne and the ignition timing information Θ _IDD is stored. The relationship is to retard the engine speed when it is increasing and advance it when the engine speed is decreasing. . In each case, a dead zone is provided to prevent hunting.

Further, the basic ignition timing data Θ ₀ from the basic ignition timing setting means 58 and the water temperature correction data Θ _WT from the water temperature correcting means 59 are added by the adding means 63, and the intake temperature data Θ _AT from the intake temperature correcting means 61 is Appropriate correction is made according to the engine operating condition by the operating condition correcting device 69, and the data from this operating condition correcting device 69 is added to the data (θ ₀ + θ _WT ) from the adding device 63 by the adding device 65. It is like this.

The data from the adding means 65 is further added by the adding means 66 with the idle stabilization change data Θ _IDP and Θ _IDD from the idle stabilization correcting means 62 and sent to the timing control section (control means) 68. It is like this.

A switch 67 is provided between the idle stabilization compensator 62 and the adder 66.
Is closed when the idle switch 15 is turned on when the engine is idle, and is open otherwise.

Further, the timing control unit 68 uses the basic ignition timing data Θ ₀ as various correction data (Θ _WT , Θ _AT , Θ _IDP ,
Θ _IDD ) is taken into consideration to determine the ignition timing and the ignition timing control signal is output.

Further, as shown in FIG. 3, a fuel injection control signal is output from the CPU 27 via the injector driver 34, and four injectors 8, for example, are sequentially driven.

The engine ignition timing control device as one embodiment of the present invention is configured as described above, and the ignition timing setting process will be described below with reference to the flowcharts of FIGS. 4 (a) to 4 (c). .

FIG.4 (a) is the main routine for setting the ignition timing, and FIG.4 (b) is for each cylinder bottom dead center 90 ° (every stroke, that is, every 180 ° crank angle) according to the crank pulse. FIG. 4 (c) is an acceleration state detection routine, for example, 10 milliseconds (ms)
This is a timer interrupt routine that is executed every timer interrupt.

First, the crank interrupt routine will be explained.
As shown in (b), before the ignition of each cylinder (at 90 ° from bottom dead center), the set latest ignition timing SAout is set in the ignition driver 53 (step b1), and the ignition driver 53 is triggered. Yes (step b2).

Then, based on the detection information A, Ne from the air flow sensor 11 and the engine speed sensor, the actual volumetric efficiency calculating means 81
Calculates A / N (intake air amount / engine speed) (step b3) and fetches detection information (engine speed) Ne from the engine speed sensor (step b4).

Then, in step b5, the throttle opening change amount Δθ
When the peak reaches or when the actual volumetric efficiency Evr exceeds the threshold Evs set for sampling prohibition determination, it is determined whether the flag FLG is set to 1 or not, and the determination is YES. Then, the process proceeds to step b6, the count value COUNT is incremented, and the process proceeds to step b7. Here, it is determined whether or not the count value COUNT is N (here, N = 5). If the count value COUNT is not N, the process returns without changing, and the count value CO
If UNT reaches N, proceed to step b8. Step b8
Then, the flag FLG is cleared, the stored value MΔθ of the throttle change amount is cleared in the next step b9, and then the process returns.

On the other hand, if NO in step b5, the process immediately returns.

The acceleration state detection routine, which is an interrupt routine performed every 10 milliseconds, will be described below with reference to FIG. 4 (c).
As shown in, the throttle opening θ detected by the throttle sensor 14 is read (step c1), and the throttle opening change amount Δθ is calculated from this throttle opening θ and the previous throttle opening Mθ stored in the memory. (= Θ-Δθ)
Is calculated (step c2).

Further, whether the throttle opening change amount Δθ is larger than the acceleration dead zone (0 to ΔθS) near 0 (that is, Δθ> Δ
θS) determines whether or not the vehicle is in an accelerating state. If it is in the acceleration state, the process proceeds to the stepper c4, and it is determined whether the current throttle opening change amount Δθ is larger than the previous throttle opening change amount Δθ stored in the memory,
If Δθ is larger than MΔθ, it is determined that the throttle opening change amount Δθ is still increasing and is not at the peak, and the process proceeds to step c5, where it is determined whether or not the flag FLG is set to 1 and if YES, the process proceeds to step c10. If it is NO, proceed to the next Step 6 to change the throttle opening amount Δθ this time.
Is stored as the stored value MΔθ, and the count value is stored in step c7.
COUNT is set to 0.

Also, proceed to step c10, and this time the throttle opening θ
Is stored as the stored value Mθ and the process returns. If the vehicle is not in the accelerating state in step c3, the process immediately returns. If the throttle opening change amount Δθ is not increasing in step c4, the process proceeds to step c8 and the count value CO
It is determined whether or not UNT is 0, and if YES here, that is, if Δθ has been increasing up to immediately before, the process proceeds to step c9, sets the flag FLG to 1, and then returns.
If NO in step c8, the process immediately returns.

While each of these subroutines is cyclically performed, the main routine for setting the basic ignition timing is executed as shown in FIG. 4 (a). In this routine, first,
The actual volumetric efficiency calculating means 81 sets the actual volumetric efficiency Evr from A / N (intake air amount / engine speed) (step a1), and then, in step a2, whether or not the flag FLG is set, that is, Δθ It is determined whether or not it is the hold period.
Here, if YES, the process proceeds to step a6.

On the other hand, if NO is determined, the process proceeds to step a3, and it is determined whether or not the actual volumetric efficiency Ev exceeds the sampling prohibition threshold Evs. If YES, the flag FLG is set as described above (step a4), and if NO. Go to step a5. This step a3
The actual volumetric efficiency Evr and the engine speed Ne are determined by the sampling prohibited area determination map as shown in FIG.
You can do it from and.

At step a5, the ignition timing acceleration correction rotational speed coefficient K _EVEN is set according to the engine rotational speed Ne. Between the values of Ne value and K _EVEN are related as shown in Fig.9, the setting of K _EVEN, may be performed by the map as shown in Fig.9.

Next, in step a6, the above equation (1), that is, Ev
According to m = Evr + (MΔθ × G) × K _EVEN , the actual volumetric efficiency Evr is corrected to obtain the ignition timing map lookup volumetric efficiency Evm. However, in the above equation, G = G _TH / 4.

Then, in step a7, the volumetric efficiency thus obtained
The basic ignition timing data SA ₀ is set from the map relating to Evm and the engine speed Ne (ignition timing map MP3), and at the next step a8, other operating parameters (for example, Θ _WT , Θ _AT , Θ
Ignition timing correction data SA ₁ is set based on _IDP , Θ _ID ).

In the subsequent step a9, these basic ignition timing data SA ₀
From the ignition timing correction data SA ₁ and the ignition timing SAout = SA ₀
Calculate + SA ₁ . After that, the process returns to step a1 again.

The ignition timing SAout set in this way is used for setting the ignition driver executed in the crank interrupt routine [FIG. 4 (b)].

Therefore, when the throttle opening change amount Δθ reaches a peak during the correction at the time of acceleration, if the count value COUNT is not reset to 0 in the acceleration state detection routine or the actual volume efficiency Evr exceeds the threshold Evs, In both cases, the flag FLG is set, and the count in the crank interrupt routine is continued. Then, after the throttle opening change amount Δθ reaches a peak, or the actual volumetric efficiency Ev
From the time when r exceeds the threshold value Evs until the count value reaches 5 (between COUNT and 1 to 4), the throttle opening change amount Δθ reaches a peak or the actual volumetric efficiency Evr. Δθ held when the value exceeds the threshold Evs
The ignition timing SAout set according to the Evm based on is used for the set of ignition drivers executed in the crank interrupt routine.

Then, when the count value COUNT reaches 5, 0 is set as the value of the memory value MΔθ of the throttle opening change amount in step b9 of the crank interrupt routine.

Then, after this, a peak occurs again in the throttle opening change amount Δθ, and step c4 of the acceleration state detection routine is performed.
Even if the acceleration is determined by, the flag FLG is set for a predetermined time in the area where the actual volumetric efficiency Evr has a width in the vicinity of the fully open value (area of 95% or more of the fully open value), and MΔθ is not updated. Therefore, the volume efficiency Ev is not corrected because the main routine proceeds from step a2 to step a6 in the state of MΔθ = 0, and the actual volume efficiency set in step a1 is set as the ignition timing map lookup volume efficiency Evm. Evr is adopted.

The special acceleration patterns up to the above correspond to the throttle operation shown in FIG. 6 (a). To explain the volumetric efficiency correction situation in this case, the time charts of FIGS. 6 (a) to (f) [FIG. 6 (a) to (f) are shown in FIG.
(Corresponding to (a) to (f)].

That is, as shown in FIG. 6 (a), the throttle opening θ
Changes, the throttle opening change amount Δθ takes two peak values, h1 and h2, with a slight time difference, and when the throttle opening θ takes the first peak value, the actual volume efficiency Evr is After reaching the peak value, after this,
Actual volumetric efficiency Ev even if the throttle opening θ changes from P1 to P2
It is assumed that r is held at a value near the peak value.

On the other hand, the sample value of the throttle opening change amount Δθ is held during the four strokes of ignition when the first peak value h1 is taken [see FIG. 6 (c)], and the ignition value is correspondingly changed. The correction amount value for the volumetric efficiency Evm for timing map lookup is held [see the shaded area in FIG. 6 (d)], but at this point, the actual volumetric efficiency Evr is Δθ sampling prohibited Ev (Ne That is, since the sampling prohibition region larger than the above-mentioned threshold value Evs is entered, sampling of the throttle opening change amount Δθ is prohibited and the sample value is not updated.

Therefore, even if the throttle opening θ takes the peak value P2 again after the first peak of the throttle opening θ has passed, the sample value of the throttle opening change amount Δθ is held at an appropriate value again. [Refer to part h2 in FIG. 6 (c)] is avoided, and the value of the correction amount of the ignition timing map lookup volumetric efficiency Evm is held [FIG. 6 (d)].
[Refer to code H2 inside]] is also avoided.

As a result, even with such a special acceleration pattern, transient knocking during acceleration is avoided (see symbol R1).
After that, the retard correction will not be repeated unnecessarily, the output of the engine can be increased quickly after avoiding the transient knocking of the acceleration, and the desired acceleration of the engine can be achieved in all acceleration patterns. You will definitely be able to do it.

FIG. 4 (d) is a modification of FIG. 4 (a). When the actual volumetric efficiency Evr exceeds the threshold Evs as in the control flow shown in FIG. 4 (d). The throttle opening change amount sampling means 84 may be configured to clear the stored value MΔθ of the throttle change amount (that is, when the sampling is prohibited) (step a4 ′). Also in this case, the control according to the above-described embodiment [see FIG. 4 (b), FIG. 4 (c)] can be applied.

The sampling prohibited area of the actual volumetric efficiency Evr is not limited to that in the above-described embodiment, and an applicable area close to the fully open value can be set.

Further, the peak value hold period sets the period during which each cylinder ignites once according to the number of cylinders of the engine, and is not limited to that of the present embodiment.

Industrial Applicability According to this engine ignition timing control device, it is possible to set appropriate ignition timing in various acceleration patterns and prevent knocking during acceleration while preventing prompt acceleration of the engine as much as possible. Since it enables smooth acceleration, it is particularly suitable for use in ignition timing control of an engine mounted on an automobile.

Claims (18)

(57) [Claims] 1. A throttle opening change amount (Δ) based on a value obtained by sampling an engine throttle opening (θ).
θ) for calculating the throttle opening change amount, and the actual volumetric efficiency calculating means 8 for calculating the actual volumetric efficiency (Evr) based on the actual intake air amount (A) and the actual engine speed (Ne).
1 and volume efficiency calculation means for calculating effective volume efficiency (Evm) having volume efficiency correction means (83) for correcting the actual volume efficiency (Evr) based on the information related to the throttle opening change amount (Δθ) (82), ignition timing setting means (58) for setting ignition timing according to the effective volume efficiency (Evm) and engine speed (Ne), and ignition set by the ignition timing setting means (58). Control means (68) for outputting an ignition timing control signal based on the timing
And an ignition means (18) which operates by receiving the ignition timing control means
And a sampling prohibiting means for prohibiting the sampling operation to the throttle opening change amount sampling means (84) when the actual volumetric efficiency (Evr) exceeds a predetermined threshold value corresponding to the vicinity of the fully opened value of the throttle during acceleration. 85) and an ignition timing control device for an engine, characterized by comprising: 2. The throttle opening change amount sampling means (84) updates and stores the throttle opening change amount (Δθ) at predetermined intervals, and the volume efficiency correction means (83) opens the throttle opening. The ignition timing of the engine according to claim 1, wherein the stored value (MΔθ) of the throttle opening change amount (Δθ) is used as information related to the degree change amount (Δθ). Control device. 3. The throttle opening change amount sampling means (84) is configured to hold the stored value (MΔθ) at the time when the sampling is prohibited by the sampling prohibiting means (85) for a predetermined period. The ignition time control device for an engine according to claim 2, wherein: 4. The throttle value change amount sampling means (84) holds a predetermined stored value for a period during which the stored value (MΔθ) does not change from the time when the increasing tendency of the stored value (MΔθ) ends. The storage value is held only for the storage value holding period when the period is longer than the period, and the storage value (MΔθ) is held for the elapsed time when the storage value holding period is less than the period. The ignition timing control device for the engine according to claim 3. 5. The ignition timing control for an engine according to claim 4, wherein the predetermined period for holding the stored value from the time when the sampling is prohibited is set to the stored value holding period. apparatus. 6. The engine according to claim 5, wherein the throttle opening change amount sampling means (84) is configured to clear the memory after expiration of the memory value holding period. Ignition timing control device. 7. The threshold value of the sampling prohibiting means (85) is substantially equal to the volume efficiency corresponding to the fully open value of the throttle.
The engine ignition timing control device according to claim 6, wherein the ignition timing control device is set to 95%. 8. The throttle opening change amount sampling means (84) is configured to clear the stored value (MΔθ) when sampling is prohibited by the sampling prohibition means (85). The ignition timing control device for the engine according to claim 2. 9. A predetermined storage holding period is a period during which the stored value (MΔθ) does not change from the time when the increasing tendency of the stored value (MΔθ) is ended by the throttle opening change amount sampling means (84). In the above case, the stored value (MΔθ) is held for the stored value holding period, and when the stored value is less than the stored value holding period, the stored value (MΔθ) is held for the elapsed time. The ignition timing control device for the engine according to claim 8. 10. The engine according to claim 9, wherein the throttle opening change amount sampling means (84) is configured to clear the memory after expiration of the memory value holding period. Ignition timing control device. 11. A threshold value of the sampling prohibiting means (85) is substantially equal to the volume efficiency corresponding to the fully open value of the throttle.
11. The engine ignition timing control device according to claim 10, wherein the ignition timing control device is set to 95%. 12. The ignition timing control device for an engine according to claim 2, wherein the ignition timing is controlled in accordance with the cooling water temperature of the engine. 13. The ignition timing control device for an engine according to claim 12, wherein the ignition timing control device is configured so that the advance value of the ignition timing is set smaller as the cooling water temperature is higher. 14. The engine ignition timing control device according to claim 2, wherein the ignition timing is controlled according to an intake air temperature of the engine. 15. The ignition timing is retarded in a region where the intake air temperature is low and in a region where the intake air temperature is high, and advance and retard are not performed in other regions. 14. An engine ignition timing control device described in 14. 16. The ignition timing control device for an engine according to claim 2, wherein the ignition timing is controlled on the basis of information relating to the engine rotation speed when the engine is idle. 17. The engine relating to the engine rotation speed is the engine rotation speed itself, and when the engine rotation speed exceeds a target rotation speed set according to the idle operating state information, the ignition timing is retarded. 17. The ignition timing control device for the engine according to claim 16, wherein the ignition timing is advanced when the rotation speed is lower than the target rotation speed. 18. The information relating to the engine rotation speed is a variation of the engine rotation speed, and the ignition timing is retarded when the engine rotation speed tends to rise, and the ignition timing is retarded when the engine rotation speed tends to decrease. 17. The engine ignition timing control device according to claim 16, wherein the ignition timing control device is configured to advance the timing.