JP3239373B2 - Ignition timing control device - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an ignition timing control device, and more particularly, to a control unit provided with a two-dimensional table including an engine speed and a load. The present invention relates to an ignition timing control device that corrects a basic ignition timing based on a temperature and / or an intake air temperature and controls the basic ignition timing to be a final ignition timing.

[0002]

2. Description of the Related Art In an engine, a two-dimensional table is constituted by an engine speed and a load, a basic ignition timing is determined by the two-dimensional table, and the basic ignition timing is corrected by an engine cooling water temperature and an intake air temperature. Some systems have an electronically controlled ignition timing control device that controls the final ignition timing based on the final ignition timing.

As an ignition timing control device, there is one disclosed in Japanese Patent Application Laid-Open No. 60-8469. According to the transient spark advance correction control method for an internal combustion engine disclosed in this publication, the ignition advance value during a certain time immediately after the start of the acceleration operation is advanced from the ignition advance value originally given by the electronic ignition advance device, Output torque during transient operation is increased.

[0004] Further, there is one disclosed in JP-A-61-23868. The ignition timing control device disclosed in this publication detects the degree of acceleration based on the amount of change in the throttle valve opening, the aperiodic injection amount, and the like in a method of determining the ignition timing according to the engine speed and the load. In some cases, the value of the load, which is one of the parameters for determining the ignition timing, is corrected, and the occurrence of knocking during acceleration is avoided without unnecessarily retarding and impairing the drivability such as acceleration feeling.

[0005]

By the way, in the conventional ignition timing control device, as shown in FIGS. 5 and 6, after the basic ignition timing is determined by a two-dimensional table including the engine speed and the load, As shown in FIGS. 5 to 8, the basic ignition timing is corrected based on the engine coolant temperature and / or the intake air temperature to determine the final ignition timing.

That is, after traveling under a high load and high rotation state, the temperature of the combustion chamber and the temperature of each component rise, and knocking occurs due to the rise in the temperature of the combustion chamber and the temperature of each component. In order to prevent knocking, the basic ignition timing is retarded in accordance with the engine coolant temperature and / or the intake air temperature.

However, even if the temperature of the combustion chamber or the temperature of each part rises after traveling under a high load and high rotation state, for example, traveling at a constant speed without acceleration or traveling at a low throttle opening In general, knocking is unlikely to occur.

As a result, if the ignition timing is unnecessarily retarded in an operating state in which knocking is unlikely to occur, fuel efficiency is deteriorated, which is economically disadvantageous and driving performance is reduced, which is practically disadvantageous. There is an inconvenience.

[0009]

SUMMARY OF THE INVENTION Therefore, in order to eliminate the above-mentioned disadvantages, the present invention determines a basic ignition timing by a two-dimensional table including an engine speed and a load, and determines an engine cooling water temperature and / or intake air. In an ignition timing control device that corrects a basic ignition timing based on a temperature and controls the final ignition timing to be a final ignition timing, when the engine coolant temperature and / or intake air temperature is higher than a set temperature, the final ignition timing is set to the engine coolant temperature. And / or a control unit for controlling such that the smaller the value of the throttle change amount and / or the smaller the value of the throttle opening degree, the more the value of the throttle air amount is advanced to the advanced angle side in addition to the intake air temperature. .

[0010]

According to the invention described above, when the engine coolant temperature and / or intake air temperature is higher than the set temperature, the control unit adds the final ignition timing to the engine coolant temperature and / or intake air temperature, The smaller the value of the throttle change amount and / or the value of the throttle opening,
The lower the temperature, the more advanced it is, the more the ignition timing is controlled, and the fuel efficiency is improved and the driving performance is also improved.

[0011]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS An embodiment of the present invention will be described below in detail with reference to the drawings.

1 to 5 show an embodiment of the present invention. In FIG. 2, 2 is an engine, 4 is an intake passage,
6 is an exhaust passage.

An air cleaner 8 and an air flow meter 10 are provided on the upstream side of the first intake passage 4-1. The downstream side of the first intake passage 4-1 is formed in a throttle body 14 having an intake throttle valve 12. It communicates with the second intake passage 4-2. The second intake passage 4-2 of the throttle body 14
Is a third intake passage 4-3 formed in the intake manifold 16.
Is in communication with The downstream end of the third intake passage 4-3 communicates with the combustion chamber 20 of the engine 2 via the intake valve 18.

An ignition plug (not shown) is provided in the combustion chamber 20, and communicates with an upstream side of the exhaust passage 6 via an exhaust valve 22.

A fuel injection valve 24 is mounted on the intake manifold 16 so as to be directed toward the combustion chamber 20. The fuel in the fuel tank 28 is fed under pressure to the fuel injection valve 24 through the fuel supply pipe 26. The fuel supply pipe 26
Of the fuel pressure regulator 30 for adjusting the fuel pressure
Is interposed. The fuel in the fuel tank 28 is pressure-fed to the fuel injection valve 24 by being driven by a fuel pump 32, and a fuel filter 34 is interposed in the fuel supply pipe 26.

A pressure adjusting passage 36 is provided at one end of the fuel supply pipe 26 and communicates with the other end of the fuel supply pipe 26 into the fuel in the fuel tank 28. This pressure adjusting passage 3
6, the fuel pressure regulator 30 is connected.

The second intake passage 4-2 of the throttle body 14 and the fuel tank 28 are connected to each other by an evaporative fuel passage 38.
Is communicated by In the evaporative fuel passage 38, the canisters 40 and 2 are sequentially arranged from the second intake passage 4-2 side.
A directional valve 42 is interposed.

A bypass passage 4 bypassing the intake throttle valve 12 is provided in the second intake passage 4-2 of the throttle body 14.
4 are provided. The bypass passage 44 is provided with an idle air amount control valve 46. The idle air amount control valve 46 stabilizes the idle speed by opening and closing the bypass passage 44 to increase or decrease the air amount at the time of starting, at a high temperature, or when the idle speed needs to be adjusted due to an increase in electric load or the like. Things. Reference numeral 48 denotes a switching valve for power steering, and reference numeral 50 denotes an air regulator.

A high voltage generated by an ignition coil 52 is distributed and supplied to a spark plug (not shown) by a distributor 54 and is ignited.

The fuel injection valve 24, the idle air amount control valve 46, the power steering switching valve 48, and the ignition coil 52 are connected to a control unit 56, respectively.
Note that the ignition coil 52 is connected to the power unit 58.
Is connected to the control unit 56 via the.

The control unit 56 includes an air flow meter 10 for detecting the amount of intake air, a water temperature sensor 62 for detecting the temperature of cooling water in the cooling water passage 60, a knock sensor 64 for detecting occurrence of knock, and an intake throttle valve 12. A throttle sensor 66 for detecting the degree of opening of the exhaust gas, and an O sensor for detecting the oxygen concentration in the exhaust gas provided in the exhaust passage 6 upstream of the catalytic converter 68
₂ sensor 70, vehicle speed sensor 7 for detecting engine speed
2. Various sensors and devices such as a crank angle sensor 74 for detecting a crank angle and an intake air temperature sensor 76 for detecting an intake air temperature are connected. Reference numeral 78 denotes a battery, 8
0 is a main switch, 82 is a thermofuse, 84 is an alarm relay, and 86 is a warning light.

The control unit 56 includes a water temperature sensor 62
And / or input a detection signal from the intake air temperature sensor 76, and when the engine coolant temperature and / or intake air temperature is higher than the set temperature, add the final ignition timing to the engine coolant temperature and / or intake air temperature, The control is performed such that the smaller the value of the throttle change amount and / or the lower the value of the throttle opening, the more advanced the angle.

More specifically, a new final ignition timing is calculated using a throttle change amount and a throttle change amount, which are change amounts of the throttle opening.

That is, as shown in FIG. 3, the ignition timing correction coefficient (IGdk) is obtained from the throttle change amount, and as shown in FIG. 4, the ignition timing correction coefficient (IGk) is obtained from the throttle opening degree. Calculate a new final ignition timing using {1}.

Next, the operation will be described with reference to a flowchart for controlling the ignition timing of the engine 2.

When the engine 2 is started, an ignition timing control program is started (100).

Then, the basic ignition timing is determined from the engine speed and the load using a two-dimensional table (10
2).

The water temperature sensor 62 and / or the intake air temperature sensor 76, that is, the water temperature sensor 62 and the intake air temperature sensor 76
The detection signal from at least one of the
6, the basic ignition timing is corrected according to the detection signal to obtain the final ignition timing (104).

After calculating the final ignition timing based on the detection signal from the water temperature sensor 62 and / or the intake temperature sensor 76, it is determined whether the detection signal is equal to or higher than the set temperature (Temp) (106). If (106) is NO, the calculated final ignition timing is determined as a regular final ignition timing (112).

Further, if the above determination (106) is YES, the ignition timing correction coefficient (I
Gdk), the corrected ignition timing is corrected (108), and after the throttle change amount is corrected, the ignition timing is corrected (110) also by the ignition timing correction coefficient (IGk) based on the throttle opening to obtain a new final ignition timing. Is calculated, and the calculated new final ignition timing is determined as a normal final ignition timing (112).

Thus, even after the engine component temperature, the coolant temperature, the oil temperature, the intake air temperature, etc. increase after high load and high speed running, a fine ignition timing is determined by the throttle change amount and the throttle opening. The control can be performed, the fuel consumption can be improved without the need to perform the retard control, the economical advantage is obtained, and the driving performance can be improved, which is practically advantageous.

Further, by determining the ignition timing retard amount based on the engine cooling water temperature and the intake air temperature, the ignition timing can be determined without considering acceleration or high load. The retard amount at the time can be reduced, which contributes to improvement of fuel efficiency and driving performance.

It should be noted that the present invention is not limited to the above-described embodiment, and various application modifications are possible.

For example, in the embodiment of the present invention, the throttle change amount and the throttle opening are illustrated as the values corresponding to the engine load. It is also possible to perform ignition timing control by substituting a numerical value such as an amount or a fuel injection amount.

[0035]

As described above in detail, according to the present invention, when the engine coolant temperature and / or the intake air temperature is higher than the set temperature, the final ignition timing is changed to the engine coolant temperature and / or the intake air temperature. In addition, a control unit is provided for controlling the advance amount to be smaller as the value of the throttle change amount is smaller and / or the value of the throttle opening is smaller, so that the cooling water after the high load and high speed running is provided. Even if the temperature or the intake air temperature rises, fine ignition timing control can be performed based on the throttle change amount and / or throttle opening, and the fuel consumption can be improved without the need to perform the retard control. And the driving performance can also be improved.

[Brief description of the drawings]

FIG. 1 is a control flowchart of an ignition timing control device according to an embodiment of the present invention.

FIG. 2 is a schematic configuration diagram of an ignition timing control device.

FIG. 3 is a diagram showing a relationship between a throttle change amount and an ignition timing correction coefficient.

FIG. 4 is a diagram showing a relationship between a throttle opening and an ignition timing correction coefficient.

FIG. 5 is a diagram comparing the present invention (the present invention) with the conventional technology (conventional).

FIG. 6 is a control explanatory diagram of an ignition timing control device showing a conventional technique of the present invention.

FIG. 7 is a diagram illustrating a relationship between an engine coolant temperature and an ignition timing correction coefficient.

FIG. 8 is a diagram showing a relationship between an intake air temperature and an ignition timing correction coefficient.

[Description of Signs] 2 Engine 4 Intake passage 6 Exhaust passage 8 Air cleaner 10 Air flow meter 18 Intake valve 22 Exhaust valve 24 Fuel injection valve 28 Fuel tank 44 Bypass passage 56 Control unit 58 Power unit 60 Cooling water passage 62 Water temperature sensor 76 Intake temperature sensor 76

(Equation 1)

Claims (1)

(57) [Claims] 1. An ignition system which determines a basic ignition timing from a two-dimensional table including an engine speed and a load and corrects the basic ignition timing based on an engine cooling water temperature and / or an intake air temperature to control the final ignition timing. In the timing control device, when the engine coolant temperature and / or the intake air temperature is equal to or higher than the set temperature, the final ignition timing is added to the engine coolant temperature and / or the intake air temperature. And / or an ignition timing control device, further comprising a control unit for controlling the throttle opening to be advanced as the value of the throttle opening decreases.