JP2896382B2 - Ignition timing control device for internal combustion engine - Google Patents

Description

Description: BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an ignition timing control device for an internal combustion engine, and more particularly, to a method for reducing fluctuations in engine speed and, in particular, controlling ignition timing in response to fluctuations in idling speed. The present invention relates to a device that can improve the idling stability by advancing or retarding the angle.

[Conventional technology]

As a means for matching the engine speed at idling to the target speed, a method of controlling the air flow rate at idling is generally used, and the method based on the ignition timing is a means for reducing fluctuations in the engine speed.

In other words, compared to changes in engine torque in response to changes in air flow, changes in engine torque in response to changes in ignition timing are very quick and have good responsiveness. It is desired to activate the ignition timing control in order to improve the ignition timing.

Therefore, the ignition timing control device of the internal combustion engine detects the change in the engine speed, advances the ignition timing when the engine speed decreases, and retards the ignition timing when the engine speed increases, and performs idling. Means such as stabilizing the rotation speed are employed. For example, Japanese Patent Application Laid-Open No. 58-176470 discloses that the ignition timing is advanced by comparing the rotation speed during idling with a preset target rotation speed. It is shown that the engine speed is controlled to the target speed by increasing or decreasing the amount, and in Japanese Patent Application Laid-Open No. 55-107070, the ignition timing used at the time of the previous ignition is stored and stored. When the difference is out of the specified range, the ignition timing is set to a value limited within the range, thereby preventing a sudden change in the ignition timing,
It has been shown to improve the operability and stability of the engine.

[Problems to be solved by the invention]

By the way, in the first prior art described above, when the change amount of the engine speed is positive or negative, the ignition advance is made smaller or larger than the previous ignition advance, and the current engine speed is made smaller or larger than the target. At this time, the ignition advance is advanced or retarded. In such control of the ignition advance angle, the correction amount of the ignition timing, the correction timing, and the attenuation characteristic of the correction amount are important factors. On the other hand, as in the second prior art, a comparison between the previous time and the current time is performed. In the control, the control accuracy is not sufficient, and there is a problem that overshoot of the engine speed or the like occurs by correcting and controlling the ignition timing.

SUMMARY OF THE INVENTION The present invention has been made to solve the above-described problems, and has been made to reduce the engine speed fluctuation by optimizing the ignition timing correction amount, the correction timing, and the attenuation characteristic of the correction amount. It is an object of the present invention to provide an ignition timing control device for an internal combustion engine which can improve idling stability by advancing or retarding an ignition timing according to a rate.

[Means for solving the problem]

To this end, the present invention provides: In an ignition timing control device for an internal combustion engine which calculates a basic ignition timing based on an operation state of an engine,
Rotation fluctuation rate calculating means for adding a change amount of the engine speed for each predetermined crank angle of the engine, and multiplying the added change amount of the engine speed by a predetermined damping coefficient to calculate a fluctuation rate of the engine speed; An ignition timing correction amount calculating means for calculating a correction amount of the ignition timing based on the rotation fluctuation rate calculated by the rotation fluctuation rate calculating means, wherein the ignition timing calculated by the ignition timing correction amount calculating means is provided. Correction of the basic ignition timing by the correction amount; In an ignition timing control device for an internal combustion engine which calculates a basic ignition timing based on an operation state of an engine,
Rotation fluctuation rate calculating means for adding a change amount of the engine speed for each predetermined crank angle of the engine, and multiplying the added change amount of the engine speed by a predetermined damping coefficient to calculate a fluctuation rate of the engine speed; An ignition timing correction amount calculation means for calculating an ignition timing correction amount based on the rotation fluctuation rate calculated by the rotation fluctuation rate calculation means; and an external load on the engine detected by a signal from a switch means. To
An ignition timing advance correction amount calculating means for calculating an ignition timing advance correction amount; an ignition timing correction amount due to a change in the engine speed; and an advance angle correction amount for performing advance correction when an external load is applied to the engine. And an ignition timing correction amount setting means for setting an ignition timing correction amount by comparing the two.

[Action]

The ignition timing control device for an internal combustion engine of the present invention adds an amount of change in engine speed for each predetermined crank angle of the engine,
The variation of the added engine speed is multiplied by the attenuation rate to calculate the rotation variation rate, and the ignition timing correction amount is calculated based on the rotation variation rate. Accordingly, since the correction amount of the ignition timing according to the rotation speed fluctuation is set in accordance with the rotation fluctuation rate in consideration of the attenuation rate for each predetermined crank angle, the fluctuation of the idling rotation speed can be minimized. .

Further, when a load is applied to the engine, the advance correction amount of the ignition timing is calculated and compared with the ignition timing correction amount corresponding to the rotation fluctuation rate, and the ignition timing is corrected based on the larger correction amount. Therefore, even if a load is applied to the engine, the engine speed does not decrease.

〔Example〕

Hereinafter, embodiments of the present invention will be described in detail with reference to the accompanying drawings.

FIG. 1 is a block diagram of a control unit showing an ignition timing control device for an internal combustion engine according to the present invention, and FIG. 2 is a schematic configuration diagram of an internal combustion engine to which an embodiment of the present invention is applied.

In FIG. 2, reference numeral 1 denotes an engine, an intake valve 3 is provided in an intake port 3 communicating with a combustion chamber 2, an exhaust valve 6 is provided in an exhaust port 5, and an ignition plug is provided in the combustion chamber 2. 7 is attached. And suction port 3
, An air cleaner 8 communicates with an intake pipe 12, a throttle body 11 having a throttle valve 10, and an intake manifold 12 provided with an injector 14 to form an intake system. An exhaust manifold 13 communicates with the exhaust port 5. This constitutes the exhaust system.

On the other hand, as the control system, the on / off of the electromagnetic clutch of the crank angle sensor 15, the suction pipe pressure sensor 16, the water temperature sensor 17, the throttle opening degree sensor 18, and the air conditioner compressor (not shown) for which the detection signals are input to the control unit 30, respectively. A switch means 19 for turning off and turning on / off an electric load such as a vehicle light is provided.

Then, a signal from the control unit 30 is transmitted to the igniter 20,
The electric power is input to the ignition plug 7 via the ignition coil 21 and the distributor 22.

Next, the control of the ignition timing will be described with reference to FIG.

The control unit 30 detects the detection signal φ of the crank angle sensor 15
Has an engine speed calculating means 31 for inputting the engine speed, and calculates the engine speed Ne. The detection signal T _w of the water temperature sensor 17
Has a correction coefficient calculating means 32 for inputting, and calculates a correction coefficient K for correcting the ignition timing based on the operating state of the engine 1.

Basic ignition timing calculating means 33 to which the engine speed Ne, the correction coefficient K, the suction pipe pressure Pb from the suction pipe pressure sensor 16 and the throttle opening θ from the throttle opening sensor 18 are input.
To calculate the basic ignition timing A _ID .

The engine speed Ne is input and the engine speed Ne _OLD (for a four-cylinder engine, 180 ° CA is stored) is stored. Ne and the previous engine rotational speed Ne _OLD from the engine rotational speed storage means 34 are the rotational fluctuation rate calculating means 3
5 and the rotation fluctuation rate Ne _STB is calculated based on the following equation.

Ne _STB = K · Σ (Ne−Ne _OLD ) That is, the rotation fluctuation rate Ne _STB is a change amount of the rotation speed by a difference between the current engine rotation speed Ne and the previous engine rotation speed Ne _OLD for each predetermined crank angle ( Ne−Ne _OLD ) is calculated, added, and further multiplied by an attenuation coefficient K (0 <K <1). In this case, a limit value of the minimum value Ne min and the maximum value Ne max as predetermined guard values is provided in the rotation fluctuation rate Ne _STB as Ne min ≦ Ne _STB ≦ Ne max.

And a ignition timing correction amount calculating means 36 for rotational variation Ne _STB is inputted, the ignition timing correction amount A _STB obtained by the ignition timing correction amount calculating means 36, map or the like as a function of the rotational variation Ne _STB As shown in the characteristic diagram of FIG. 3, when Ne _STB > 0, it is determined that the engine speed is increasing, and the retard data is set in the ignition timing correction amount A _STB , When Ne _STB <0, it is determined that the engine speed is falling, and advance data is set in the ignition timing correction amount A _STB .

Next, a signal from the switch means 19 for turning on / off the load on the engine 1 is input to the load on / off detecting means 37, and the timer means 38 and the ignition timing advance correction amount calculating means 39 to which this signal is input are connected. Have. The ignition timing advance correction amount calculating means 39 sets an initial value A _LO (for example, 10 CA) of the ignition timing advance correction amount A _L as shown in FIG. A predetermined time T _LO (for example, 1se
In c), the ignition timing advance correction amount _AL is attenuated to zero.

Furthermore the ignition timing correction amount A _STB calculated by the ignition timing correction amount calculating means 36, the ignition timing calculated by the ignition timing advance correction amount calculating means 39 advance correction amount A _L is, the ignition timing correction amount enter the setting means 40, ignition timing is when advance correction amount a _L is a _L> 0, the ignition timing advance correction amount a _L whether the ignition timing correction amount a _STB Kano larger the ignition timing correction amount a Set as _HOS , A _L =
0, that is, when the load on the engine 1 is turned off, or when the predetermined time _TLO has been reached, the ignition timing correction amount _ASTB
Is set as the ignition timing correction amount A _HOS . Then, the basic ignition timing A _ID calculated by the basic ignition timing calculation means 33 and the set ignition timing correction amount A _HOS are input to the ignition timing setting means 41, and the ignition timing Ig is set.
A signal is output to 20.

Next, the operation of the control unit will be described based on the flowcharts of FIGS.

First, when the engine is started, in steps S101 and S102, the engine rotational speed Ne is set to the value of the previous engine rotation at every constant crank angle (180 ° CA in the case of a four-cylinder engine) based on the signal from the crank angle sensor 15. Engine speed Ne
_OLD is read, and the current engine speed Ne is calculated in step S103. Then, at step S104, the difference N between the current engine speed Ne and the previous engine speed Ne _OLD
A change amount A of the engine speed is obtained from e-Ne _OLD, and a rotation fluctuation rate Ne _STB is obtained from K · (Ne _STB + A) in step S105.

The rotation fluctuation rate Ne _STB is set to the upper limit value Ne max in step S106.
And the lower limit value of Ne min (Ne max ≧ Ne _STB ≧ Ne
is set in a range of min), the function of the ignition timing correction amount A _STB is rotational variation Ne _STB at step S107 [A _STB = f (N
e _STB )] from the map in FIG.
Shift to S108.

In step S108, it is determined whether the ignition timing advance correction amount _AL is A _L = 0. If A _L = 0, the load on the engine 1 is off. _The ignition timing correction amount A _STB calculated based on the _STB is set as the set ignition timing correction amount A _HOS, and in step S110, the set ignition timing correction amount A _HOS is added to the basic ignition timing A _ID during idling to obtain the ignition timing. Ig is set.

In step S108, the ignition timing advance correction amount _AL is set to A _L ≠ 0.
If so, it means that the load on the engine 1 is ON or the decay time _TLO by the timer means 38 has not yet reached, and the process proceeds to step S111, where the ignition timing advance correction amount _AL becomes the ignition timing correction amount _ASTB It is determined whether or not the ignition timing advance correction amount A _L is larger than the ignition timing correction amount A _STB (A _L > A
_STB ), the ignition timing advance correction amount A _L is set to the set ignition timing correction amount A _HOS in step S112, and step S1 is performed.
At 10, the ignition timing Ig is set.

Furthermore, if it is determined in step S111 that the ignition timing advance correction amount A _L is smaller than the ignition timing correction amount A _STB (A _L <A _STB ), the process proceeds to step S109, where the ignition timing correction amount A _STB is determined. The set ignition timing correction amount A _HOS is set.

Here, the calculation routine of the ignition timing advance correction amount A _L by turning on and off the load to the engine 1 will be described with reference to Figure 6.

First, in step S201, a timer is set. In step S202, it is determined whether the switch means 19 is turned on from off. When the switch means 19 is turned on from off, the initial value A _{L0 of the} ignition timing advance correction amount is turned on in step S203. , A predetermined decay time T _L0 is set. Then, the count time T _AL is cleared, and step S20 is performed.
Move to 4. The ignition timing at step S204 advance correction amount A _L is calculated by _{A L = A L0 × (T} L0 -T AL) / T L0. If it is determined in step S202 that the switch unit 17 has been turned on from off, the process proceeds to step S205 and count time T _AL
Is within the decay time T _LO (T _AL <T _L0 ), step S206
In, the count time _TAL is added.

Then, in the embodiment thus configured, the seventh
From the figure, the fluctuation of the engine speed Ne and the set ignition timing correction amount
A _Describe the relationship with _HOS .

First, the engine speed after the engine 1 blows
The rotation fluctuation rate Ne _STB up to the point a during which Ne is falling is Ne _STB ≦ 0, and the set ignition timing correction amount A _HOS is _{stuck to} the maximum value on the advance side. Accordingly, since the set ignition timing correction amount A _HOS is advanced, the torque of the engine 1 is large and the engine speed Ne is increased.
Is unlikely to occur.

Next, if the engine speed Ne rises from point a to point b, the set ignition timing correction amount A _HOS comes to the retard side as shown at point b ', and the engine speed Ne rises above point b. To prevent overshoot.

Thereafter, the fluctuations of the engine speed are attenuated while correcting the set ignition timing correction amount A _HOS in a direction to suppress the fluctuations of the engine speed, as at points c ′ and d ′.

Here, if the engine speed Ne converges at the point a as indicated by the dashed line after the point a, the set ignition timing correction amount A _HOS also quickly becomes zero with the damping coefficient K. Further, when the switch means 19 is turned on at the point e and the load is applied to the engine 1, the advance angle is corrected with good responsiveness by the set ignition timing correction amount A _HOS, and the engine speed Ne does not decrease. Fluctuations in the rotation speed Ne can be minimized.

〔The invention's effect〕

As described above, in the ignition timing control device for an internal combustion engine according to the present invention, when controlling the change in the engine speed based on the ignition timing, the amount of change in the engine speed for each crank angle is added, and the added engine speed is added. Since the ignition timing correction amount is set based on the rotation fluctuation rate calculated by multiplying the change amount by a predetermined attenuation rate, the fluctuation of the engine speed can be minimized.

Further, for example, when a load is applied to the engine by turning on an electromagnetic clutch of a compressor for an air conditioner and a light of a vehicle or the like, a predetermined advance correction value is set as an initial value, and the initial value is attenuated to zero in a predetermined time to advance. Since the advance angle correction value calculating means for calculating the correction value is provided, the overshoot of the engine speed due to the advance angle correction is suppressed, so that the fluctuation of the engine speed can be minimized.

When a load is applied to the engine, the ignition timing is corrected by using the larger correction amount of the ignition timing correction amount set by the rotation fluctuation rate or the ignition timing advance correction amount when the load is applied. Therefore, a decrease in the engine speed due to the load is reliably suppressed.

[Brief description of the drawings]

FIG. 1 is a block diagram of a control unit showing an ignition timing control device for an internal combustion engine according to the present invention, FIG. 2 is a schematic configuration diagram of an internal combustion engine to which an embodiment of the present invention is applied, and FIG. FIG. 4 is a diagram showing the relationship between the rate and the ignition timing correction amount;
FIGS. 5 and 6 are diagrams showing the relationship between the initial value of the ignition timing advance correction amount and the predetermined decay time, FIGS. 5 and 6 are flowcharts showing the operation of the control unit, and FIGS. It is explanatory drawing which shows the relationship with quantity. 1 ... engine, 7 ... spark plug, 14 ... injector, 15 ... crank angle sensor, 16 ... suction pipe pressure sensor, 17 ... water temperature sensor, 18 ... throttle opening degree sensor,
19 switch means, 30 control unit, 31 engine speed calculation means, 33 basic ignition timing calculation means, 34
... Engine speed storage means, 35 ... Rotation fluctuation rate calculation means, 36 ... Ignition timing correction amount calculation means, 37 ... Load on / off
OFF detection means, 38 timer means, 39 ignition timing advance correction amount calculation means, 40 ignition timing correction amount setting means, 41
... Ignition timing setting means.

──────────────────────────────────────────────────続 き Continued on front page (58) Field surveyed (Int.Cl. ⁶ , DB name) F02P 5/15

Claims (3)

(57) [Claims] An ignition timing control apparatus for an internal combustion engine, wherein a basic ignition timing is calculated based on an operating state of an engine, wherein a change amount of an engine speed is added for each predetermined crank angle of the engine, and the added amount is added. Means for calculating a variation rate of the engine speed by multiplying a variation amount of the engine speed by a predetermined damping coefficient; and an ignition timing based on the rotation rate calculated by the rotation rate calculation means. Ignition timing control for an internal combustion engine, comprising: ignition timing correction amount calculating means for calculating a correction amount, wherein the basic ignition timing is corrected by the ignition timing correction amount calculated by the ignition timing correction amount calculating means. apparatus. 2. An ignition timing control device for an internal combustion engine, wherein a basic ignition timing is calculated based on an operation state of the engine, wherein a change amount of an engine speed is added for each predetermined crank angle of the engine, and the added amount is added. Means for calculating a variation rate of the engine speed by multiplying a variation amount of the engine speed by a predetermined damping coefficient; and an ignition timing based on the rotation rate calculated by the rotation rate calculation means. An ignition timing correction amount calculating means for calculating a correction amount, and an ignition timing advance correction amount calculating means for calculating an ignition timing advance correction amount when an external load to the engine is detected by a signal from the switch means. An ignition for setting an ignition timing correction amount by comparing an ignition timing correction amount due to fluctuations in the engine speed with an advance angle correction amount for performing an advance angle correction when an external load is applied to the engine. An ignition timing control device for an internal combustion engine, comprising: timing correction amount setting means. 3. The ignition timing advance correction amount calculating means sets a predetermined advance correction value as an initial value when the load is turned on, and attenuates the initial value to zero for a predetermined time to calculate the advance correction value. The ignition timing control device for an internal combustion engine according to claim 2, wherein: