JPH02149768A - Ignition timing controller for internal combustion engine - Google Patents

Abstract

PURPOSE:To satisfy output power and exhaust gas value to improve a rate of fuel consumption by judging which acceleration operating condition seat according to the respective acceleration condition and controlling ignition timing to be retarded by predetermined value. CONSTITUTION:A control circuit detects the differential pressure between the intake pipe pressure of the last time and that of this time every 2 rotations by an intake pipe pressure sensor 16 as each acceleration condition with regard to each acceleration operation condition. For example, under slow acceleration operating condition that the differential pressure is between 20mmHg and 600mmHg, since Nox value is smaller than under sudden acceleration operating condition, ignition timing is controlled to be at 5 deg. retarded angle so as to avoid the worsening of operating feeling and the worsening of a ratio of fuel consumption due to the lowering of power. For example, under condition that the differential pressure is lower than 200mmHg and higher than 600mmHg, i.e. starting acceleration and sudden acceleration operating condition by fully opening a throttle valve, air-fuel ratio is set as output air-fuel ratio and Nox value is small, ignition timing is therefore set without retarded angle. Consequently, the output and the exhaust gas value of each acceleration operating condition are satisfied to improve the ratio of fuel consumption.

Description

[Detailed Description of the Invention] [Field of Industrial Application] The present invention relates to an ignition timing control device for an internal combustion engine, and in particular to an ignition timing control device for an internal combustion engine. The present invention relates to an ignition timing control device for an internal combustion engine that can retard the ignition timing to an appropriate ignition timing depending on each acceleration operating state of the internal combustion engine by retarding the timing to a predetermined value.

[Conventional technology]

In an internal combustion engine, the required ignition timing changes depending on various factors such as the operating state and the air-fuel mixture ratio.

In order to satisfy the ignition timing required by such an internal combustion engine, an ignition timing control device is provided. This ignition timing control device uses internal combustion engine rotational speed, intake pipe pressure, intake air amount, etc. as determining factors for ignition timing, and there are types that mechanically control ignition timing and types that control electrically. .

Among such ignition timing control devices, there is one that retards the ignition timing in an accelerating operating state of the internal combustion engine in order to prevent the occurrence of knocking due to a transient shift in air-fuel ratio during the accelerating operating state of the internal combustion engine. For example, as shown in Fig. 6, when the control starts (600)L, the intake pipe pressure suddenly drops due to the sudden opening of the throttle valve in the accelerating operating state. When it is determined that the ignition timing is retarded (60, 1), it is determined whether or not the absolute pressure difference χ between the previous and current intake pipe pressures detected every two rotations exceeds 20 mmHg (602)L. If YES, control to 5" retard angle (603
) If L or NO, ttjlJ without retardation? Wholesale (604
)L, end (604).

As described above, as a method for retarding the ignition timing in an accelerated operating state of an internal combustion engine, for example, Japanese Patent Application Laid-Open No. 63-85260
JP-A No. 2003-110028 discloses an engine that retards ignition timing in accordance with a fuel correction amount during a transient state of acceleration operation of an internal combustion engine.

[Problem that the invention seeks to solve]

Incidentally, when the ignition timing is retarded, the combustion temperature is lowered, so that the NOx value, which is the exhaust gas value, can be reduced. However, when an internal combustion engine is in an accelerated operating state,
There are various different acceleration operation states, such as a full-throttle start acceleration operation state, a sudden acceleration operation state, and a slow acceleration operation state. Therefore, if there is a single acceleration driving condition for determining the acceleration driving state, different acceleration driving conditions such as full-throttle acceleration driving, sudden acceleration driving, and slow acceleration driving will all be judged by the conflicting acceleration driving condition. By doing so, it is possible to retard the ignition timing to an appropriate level according to each acceleration operation state of the internal combustion engine, and as a result, the exhaust gas value may deteriorate while the output is satisfied, or the exhaust gas value may deteriorate while the exhaust gas value can be satisfied. There was a problem that the output decreased and the fuel consumption rate worsened.

However, in full-throttle start-up acceleration driving conditions and sudden acceleration driving conditions, the NOx value is small because the air-fuel ratio is set to the output air-fuel ratio, so by retarding the engine, the output will decrease and the driving feeling will be affected. There's no need to make it worse. In addition, since the NOx value is lower in a slow acceleration driving state than in a sharp acceleration driving state, it is necessary to reduce the retardation amount in order to avoid deterioration of the driving feeling and fuel consumption rate due to a decrease in output. It is possible.

For this reason, it is possible to retard the ignition timing to an appropriate value according to each acceleration operation state of the internal combustion engine.Secondly, it is possible to satisfy the output and exhaust gas value in each acceleration operation state of the internal combustion engine and improve the fuel consumption rate. It is something that can be done.

[Purpose of the invention]

SUMMARY OF THE INVENTION Therefore, an object of the present invention is to retard the ignition timing to a predetermined value according to each acceleration operation condition set corresponding to each acceleration operation condition of the internal combustion engine. It is possible to retard the ignition timing to an appropriate level, satisfy output and exhaust gas values, improve fuel consumption, and improve the driving feeling in full-throttle start-up acceleration driving conditions and sudden acceleration driving conditions. The object of the present invention is to realize an ignition timing control device for an internal combustion engine.

[Means for solving problems]

In order to achieve this object, the present invention provides an ignition timing control device for an internal combustion engine that controls ignition timing according to the operating state of the internal combustion engine. The present invention is characterized in that it includes a control means that determines which of the acceleration operation conditions is satisfied and controls the ignition timing to be retarded to a predetermined value in accordance with the satisfied acceleration operation condition.

[Effect]

According to the configuration of the present invention, the control means determines which acceleration operating condition is satisfied among the acceleration operating conditions respectively set corresponding to each acceleration operating state of the internal combustion engine, and determines which acceleration operating condition is satisfied. The ignition timing should be retarded accordingly (
By controlling the ignition timing, it is possible to retard the ignition timing to an appropriate level according to each acceleration operating state of the internal combustion engine.

〔Example〕

Next, embodiments of the present invention will be described in detail based on the drawings.

1 to 5 show embodiments of this invention. In FIG. 1, 2 is an internal combustion engine, 4 is an intake passage, 6 is a combustion chamber, 8 is an exhaust passage, and 10 is a spark plug. The air-fuel mixture supplied to the combustion chamber 6 of the internal combustion engine 2 via the intake passage 4 is ignited by the spark plug 10 and combusted. Exhaust gas produced by combustion is discharged to the outside through an exhaust passage 8.

The ignition timing control device that controls the ignition timing according to the operating state of the internal combustion engine 2 is provided with a control circuit 12 as a control means. The control circuit 12 includes a crank angle sensor 14 that detects the angle of a crankshaft (not shown) of the internal combustion engine, an intake pipe pressure sensor 16 that detects the pressure of the intake passage 4, and a rotational speed of the internal combustion engine. The rotation speed sensor 18 and various sensors such as a water temperature sensor 20 that detects the temperature of cooling water are connected. The control circuit 12 connects these various sensors 14 to
A signal input from 20 causes the spark plug IO to spark through the ignition coil 22 at an ignition timing corresponding to the operating state of the internal combustion engine 2, thereby igniting the air-fuel mixture.

Further, the control circuit 12 of the ignition timing control device that controls the ignition timing according to the operating state of the internal combustion engine 2 controls each acceleration operating condition set corresponding to each acceleration operating state of the internal combustion engine 2. It is determined which acceleration driving condition is satisfied, and the ignition timing is controlled to be retarded to a predetermined value according to the satisfying acceleration driving condition.

In the first embodiment of the present invention shown in FIG. 2, the control circuit 12 controls the intake pipe pressure sensor 16 to detect every two revolutions as each acceleration operation condition corresponding to each acceleration operation state of the internal combustion engine 2. Acceleration operation conditions where the absolute pressure difference χ between the previous and current pressure exceeds 20 mmHg and less than 600 mm 11 g, and under 20 mm 11 g or 600 mm Hg
Acceleration operation conditions of mmHg or higher are set. The control circuit 12 determines which of these acceleration operation conditions is satisfied, and controls the ignition timing to be retarded to a predetermined value depending on the acceleration operation condition that is satisfied.

Next, the operation of the first embodiment will be explained according to the control flowchart of FIG.

When the control starts) (100) L, it is determined that the ignition timing is retarded due to the accelerating operating state of the internal combustion engine 2 due to the sudden drop in the intake pipe pressure detected by the intake pipe pressure sensor 16 (101).
The absolute pressure difference χ between the previous and current intake pipe pressures detected at each rotation exceeds 20 mm11g and is 600 mm1.
It is determined whether it is less than 1 g (102).

If this judgment (102) is YES, the control is delayed by 5'' (103) L and ends (l Q 4).

That is, the differential pressure χ exceeds 20 mmHg and is 600 mm
In the slow acceleration driving condition, which is an acceleration driving condition where the value is less than 1, the NOx value is smaller than in the rapid acceleration driving condition.
The amount of retardation is made small in order to avoid deterioration of driving feeling and fuel consumption rate due to a decrease in output.

In addition, the above judgment (102) is NOl, that is, the absolute pressure difference χ between the previous and current intake pipe pressures detected every two rotations.
is less than 20 mm 1 g or 600 mm 11 g or more, the control is performed without retardation (105) and the end (10
4) Become. For example, in full-throttle start acceleration operation or sudden acceleration operation in which the differential pressure χ becomes 600 mmHg or more due to the sudden opening of the throttle valve, the NOx value is small because the air-fuel ratio is set to the output air-fuel ratio. Since there is no need to cause a decrease in output and deteriorate the driving feeling by retarding the engine, no retard is used.

In this way, the control circuit 12 determines which of the acceleration operation conditions set respectively corresponding to each acceleration operation state of the internal combustion engine 2 is satisfied, and determines which acceleration operation condition is satisfied. By controlling the ignition timing to be retarded to a predetermined value, it is possible to retard the ignition timing to an appropriate value depending on each acceleration operating state of the internal combustion engine 2.

Therefore, it is possible to satisfy the output and exhaust gas value in each acceleration operation state of the internal combustion engine 2, and improve the fuel consumption rate. Further, in a full-throttle start acceleration driving state or a sudden acceleration driving state, the driving feeling can be improved by controlling the engine without retardation.

FIG. 3 shows a second embodiment.

In this second embodiment, control starts (200)
L, intake pipe, When it is determined that the ignition timing is retarded due to the accelerated operating state of the internal combustion engine 2 due to a sudden drop in the intake pipe pressure detected by the pressure sensor 16 (201), first, the previous intake pipe pressure detected every two rotations is determined. The absolute pressure difference χ between and this time is 20
It is determined whether it exceeds mmHg and less than 600 mmHg (202). Next, this judgment (202) is Y
In the case of ES, the differential pressure χ exceeds 20 mm 11 g and 2
It is determined whether it is less than 00 mm11g (203).

If the above judgment (203) is YES, the retard angle is controlled by 5°.
n (204)L, end (205).

Also, if the judgment (203) is No, that is, the differential pressure χ is 2.
If it exceeds 00mmHg and less than 600mmHg,
The control (206) becomes L and the end (205) is delayed by 10'. Further, if the judgment (202) is NOl, that is, if the differential pressure χ is 20 mmHg or less or 600 mmHg or more, the control (207) is L and the end (205) is performed without retardation.

As described above, in the second embodiment, taking into account that the NOx value is small in the gentle acceleration driving state and in the gentler slow acceleration driving state, the acceleration corresponding to such acceleration driving state is Add and set operating conditions,
This is intended to improve the driving feeling and fuel consumption rate by reducing the amount of retardation when the added acceleration driving conditions are satisfied.

FIG. 4 shows a third embodiment.

In this third embodiment, control starts (300)
L. When it is determined that the ignition timing is retarded due to the accelerated operating state of the internal combustion engine 2 due to the sudden drop in the intake pipe pressure detected by the intake pipe pressure sensor 16 (301), first, the intake pipe pressure detected every two rotations is compared with the previous time. The absolute pressure difference χ from this time is 20m
It is determined whether it exceeds m11g and less than 600mmHg (302). Next, this judgment (302) is Y.
In the case of ES, the differential pressure χ exceeds 20 mmt (g and 2
It is determined whether or not it is less than 00 mmHg (303).

If the judgment (303) is YES, the control is retarded by 5° (304), and this 5° retarded angle is maintained for a predetermined time, for example, 3 seconds (305), and the end (306) is reached.

Also, if the judgment (303) is No, that is, the differential pressure χ is 2.
00mm) Ig and less than 600 mmHg, the control is retarded by 10" (307) and this 10"
The ° retard angle is held for a predetermined time, for example, 5 seconds (308), and the end is reached (306). Furthermore, if the judgment (302) is No, that is, the differential pressure χ is 20 mm and 11 g or less or 60 mm or less.
0 mm 11g or more, control without retardation (309
)L, end (306).

As described above, in the third embodiment, if the retard control is performed only when the acceleration operation conditions are satisfied, the time of the retard control is too short and the NOx value cannot be reduced. When the operating conditions are satisfied, NOx is
It is possible to achieve a reduction in As for the predetermined time period during which the retarded angle control is maintained, the length can be set for each acceleration operation condition as shown in the flowchart, or the predetermined length can be the same.

FIG. 5 shows a fourth embodiment.

In this fourth embodiment, control starts (400)
L. When it is determined that the ignition timing is retarded due to the accelerated operating state of the internal combustion engine 2 due to the sudden drop in the intake pipe pressure detected by the intake pipe pressure sensor 16 (401), first, the intake pipe pressure detected every two rotations is compared with the previous time. The absolute pressure difference χ from this time is 20m
Determine whether it exceeds m11g and less than 600wmng (402) Next, this determination (402)
In the case of ES, it exceeds 2Qmml1g and 600
It is determined (403) whether or not the YES result of the determination (402) satisfying less than mmHg is within a predetermined time, for example, 10 seconds, from the previous YES determination (4,02).

If this judgment (403) is YES, the differential pressure χ is 20
It is determined whether it exceeds mm11g and less than 200mmHg (404).

If the judgment (404) is YES, the control is delayed by 5 degrees (405) L and the end (406) is reached.

Further, the judgment (404) is NOl, that is, the differential pressure χ is 2.
If it exceeds 00 mm 1 g and is less than 600 mm 1 g, the control becomes 106 retard (407) L and ends (406). Further, if the judgment (402) is NOl, that is, the differential pressure χ is 20 mn+Hg or less or 600 mm Hg or more, and the judgment (403) is NOl, that is,
The establishment of YES in this judgment (402) is the result of the previous judgment (402).
If a predetermined period of time, for example 10 seconds, has elapsed since YES in step 02), control (408)L and end (406) occur without delay.

As described above, in the fourth embodiment, in addition to the second embodiment, acceleration operation conditions excluding retard control in the first acceleration operation state are provided. In other words, in order to improve the driving feeling in the first accelerated driving state, acceleration driving conditions excluding retard control are provided regardless of which acceleration driving conditions are satisfied. This is based on the fact that, for example, smooth acceleration is required when starting after stopping due to an intersection signal or a pedestrian crossing the road, etc.
By providing acceleration operation conditions other than retard control in the first acceleration operation state, the increase in the rotational speed of the internal combustion engine in the first acceleration operation state becomes smooth, so even if the retard control is performed from the second time onwards, the internal combustion engine Since the engine is in a state where the rotational speed is increasing, there is no sluggish feeling in the driving feeling.

Note that the present invention is not limited to the above-mentioned embodiments, and various applications and modifications are possible. For example, by combining the third embodiment in which a predetermined time is set for the retard control for each acceleration operation condition and the fourth embodiment in which the acceleration operation conditions are set except for the retard control in the first acceleration operation state, NOx
Control that satisfies the value and output can be achieved.

In this way, two or more acceleration operation conditions are provided, a predetermined retard width and a predetermined retard holding time are provided according to each acceleration operation condition, and an operation fee is set when the acceleration operation conditions are satisfied. By removing retard control during high-load acceleration operation where the throttle valve is suddenly opened to secure the engine ring, or during the first acceleration operation, the ignition timing can be adjusted to the appropriate ignition timing according to each acceleration operation state of the internal combustion engine. It is possible to perform retarded angle control, which can satisfy the output and exhaust gas value in each acceleration operation state of the internal combustion engine, improve the fuel consumption rate, and improve the driving feeling in full-throttle start acceleration operation conditions and sudden acceleration operation conditions. This is something that can be improved.

〔Effect of the invention〕

As described above, according to the present invention, the control means determines which acceleration operation condition is satisfied among the acceleration operation conditions respectively set corresponding to each acceleration operation state of the internal combustion engine, and performs the acceleration operation that satisfies the acceleration operation condition. By controlling the ignition timing to be retarded to a predetermined value according to the conditions, it is possible to retard the ignition timing to an appropriate value according to each acceleration operating state of the internal combustion engine.

Therefore, it is possible to satisfy the output and exhaust gas value in each acceleration operation state of the internal combustion engine, improve the fuel consumption rate, and improve the driving feeling in the full-throttle start acceleration operation state and sudden acceleration operation state. can.

[Brief explanation of the drawing]

1 to 5 show embodiments of the present invention, FIG. 1 is a schematic configuration diagram of an ignition timing control device for an internal combustion engine, FIG. 2 is a control flowchart of the first embodiment, and FIG. 3 is a second embodiment. FIG. 4 is a control flowchart of the third embodiment, and FIG. 5 is a control flowchart of the fourth embodiment. FIG. 6 is a control flowchart of a conventional ignition timing control device. In the figure, 2 is an internal combustion engine, 4 is an intake passage, 6 is a combustion chamber, 8 is an exhaust passage, 10 is a spark plug, 12 is a control circuit,
14 is a crank angle sensor, 16 is an intake pipe pressure sensor, 1
8 is a rotation speed sensor, 20 is a water temperature sensor, and 22 is an ignition coil.

Claims (1)

[Claims] 1. In an ignition timing control device for an internal combustion engine that controls ignition timing according to the operating state of the internal combustion engine, which of the acceleration operating conditions set respectively corresponding to each acceleration operating state of the internal combustion engine is selected. 1. An ignition timing control device for an internal combustion engine, comprising a control means for determining whether the conditions are satisfied and controlling the ignition timing to be retarded to a predetermined value in accordance with the satisfied acceleration driving conditions.