JPH02241983A - Ignition timing controller of engine - Google Patents

Abstract

PURPOSE:To eliminate any lag ignition timing while a torque applying means, which applies positive or negative torque to an engine in a particular operating condition, is operating by correcting the time set in an ignition timer while the torque applying means is operating. CONSTITUTION:A torque applying control means (b) operates a torque applying means (a) under a particular operating condition according to the operating condition of an engine to give the engine positive or negative torque. An ignition timing control means (c) determines the ignition timing of the engine based on an operating condition, converts it into the time from a basic crank angle to set at an ignition timer and control ignition timing. While the torque applying control means (b) is operating the torque applying means (a), the time set in the ignition timer is corrected by a correcting means (d). It is thus possible to adjust ignition timing properly.

Description

Detailed Description of the Invention [Industrial Application Field] The present invention relates to an ignition system in an engine in which a torque applying means that applies positive or negative torque to the engine is activated in a specific operating state. This invention relates to a timing control device.

[Conventional technology]

2. Description of the Related Art Conventionally, various types of devices have been known in which positive or negative torque can be applied to an engine using an electric device or the like that can be switched between a power generation state and a motor state. For example, Japanese Patent Publication No. 61-54949 describes a rotating field pole attached to a crankshaft, a field coil that excites it, a stator core fixed to the engine body, and a three-phase stator coil wound around the rotating field pole. The main body of the device is configured with a circuit for controlling energization to the field coil and a circuit for controlling energization to the stator coil, and when the engine is started, current is passed through the field coil and the stator coil to generate torque. Use as a starter (motor status),
A device has been disclosed in which the stator coil is de-energized after starting and is used as a generator.

In addition, various types of electrical devices are known in which such electrical devices are activated to apply torque depending on the operating state of the engine. For example, devices that increase acceleration by applying positive torque as a motor state during acceleration are known. Alternatively, there are known systems in which engine torque fluctuations are suppressed by switching between a power generation state and a motor state in accordance with each stroke in one cycle of the engine during a predetermined operation.

On the other hand, a periodic calculation type electronic ignition timing control device is known as one type of electronically controlled ignition timing control device. This device determines the ignition timing based on the crank angle according to the operating condition, examines the cycle for each constant crank angle, and based on this, converts the ignition timing into the time from the reference crank angle, and configures the ignition timer. The above-mentioned time is set in the means, and ignition is performed when this time has elapsed (see Japanese Patent Publication No. 45002/1983).

[Problem to be solved by the invention]

When the torque application means is operated in a specific operating state as described above for an engine equipped with the above periodic calculation type electronic ignition timing control device, the ignition timing is adjusted when the torque application means is operated. There is a problem that errors occur in the control.

That is, in the above-mentioned ignition timing control device, the ignition timing determined according to the operating condition is set in advance using a map that corresponds to engine speed, throttle opening, etc. By setting the ignition timing with consideration to The timing can be controlled to an appropriate value.

However, for example, when the torque applying means is activated and a positive torque is applied during acceleration, the engine speed increases rapidly by the torque applying force, and the torque applying means is activated to suppress engine torque fluctuations. When the torque applying means is activated, the rotation speed fluctuation during the time set in the ignition timer is normal (when the torque applying means is not activated). different from. Therefore, when the torque applying means is operated, the crank angle at the time when the above-mentioned time elapses, which is the actual ignition timing, deviates from the appropriate value, causing problems such as engine output loss.

In view of these circumstances, the present invention provides a method for controlling the ignition timing using the periodic calculation method described above in an engine in which torque is applied by the operation of the torque applying means during a specific operation.
An object of the present invention is to provide an ignition timing I11 all device for an engine capable of correcting a deviation in ignition timing when a torque applying means is activated and appropriately adjusting the ignition timing.

[Means to solve the problem]

In order to achieve the above object, the present invention includes a torque applying means a that applies positive or negative torque to the engine, and a torque applying means a that applies positive or negative torque to the engine, and a torque applying means a that applies a positive or negative torque to the engine, and a torque applying means a that applies a positive or negative torque to the engine, and In an engine equipped with a torque application control means for operating the torque application means a, the ignition timing of the engine determined based on the operating state is converted into a time from a reference crank angle and set in an ignition timer. The ignition timing control means C includes an ignition timing control means C for controlling the ignition timing according to the above, and a correction means d for correcting the time set in the ignition timer when the torque applying means a is activated.

[Effect]

According to the above configuration, when the torque applying means is activated, the engine rotational speed fluctuation during the time set in the ignition timer is different from when the torque applying means is not activated;
The times are adjusted to account for the difference.

(Example) Embodiments of the present invention will be described based on the drawings.

FIG. 2 schematically shows the entire engine control system. In this figure, 1 is an engine, 2 is a transmission connected to the output shaft of the engine 1 via a clutch, and 3 is an electric device constituting a torque applying means. It is.

This electric device 3 includes a field core 31, a field coil 32, ball cores 33a, 3, as will be described in detail later.
3b, a stator core 34, a stator coil 35, etc.; Then, this electric device 3 is a control unit (
It is controlled by ECU 6 and can be used as a generator or a motor.

The control unit 6 and main circuit section 4 are connected to a battery 9 via a circuit incorporating a relay 8 and key switches 7 including an ignition switch 7a and a starter switch 7b.

Also, 11 is an ignition coil, 12 is a distributor,
13 is a spark plug, and these constitute an ignition device. The ignition timing of this ignition device is also controlled by the control unit 6, that is, the ignition timing is controlled by controlling the energization to the ignition coil 11. The control unit 6 receives various signals from a reference position sensor 14 that detects the reference position of the engine crank angle and a Kakumaro sensor 15 that detects a crank angle change every 1° CA (OA means crank angle). is input via an amplifier 16, a throttle opening sensor 19 detects the opening of the throttle valve 18 in the intake passage 17, a clutch switch 20 detects engagement/disengagement of the clutch, and a neutral sensor 19 detects the neutral state of the transmission. Each signal from the switch 21 is also input.

FIG. 3 shows a specific example of the structure of the electrical device main body 30. As shown in FIG. In this figure, a ball core 33a having claws at equal intervals is provided on the outer peripheral edge of a flywheel 36 attached to the output shaft 1a of the engine, and this ball core 33a has the same number of claws. The other ball core 33b is coupled via a non-magnetic material, and these ball cores 33a and 33b constitute a rotating field pole.

A field coil 32 for exciting the ball cores 33a and 33b is arranged inside the ball cores 33a and 33b in the radial direction, and the field coil 32 is attached to a field core 31 fixed to the engine body 1b. Further, a stator core 34 fixed to the engine body 1b via a support frame is disposed on the radially outer side of the ball cores 33a, 33b so as to face the ball cores 33a, 33b. A stator coil 35 with distributed winding of U, V, and W phases is attached.

In this electric device main body 30, when a current is passed through the field coil 32, the ball cores 33a and 33b are excited and the S pole and N pole are arranged alternately. , 33b, it functions as a motor when a controlled current is applied to generate a magnetic field having a phase difference of π/2 with respect to the magnetic field generated by the stator coil 33b, and when the stator coil 35 is de-energized, the ball operates as a motor. As the cores 33a and 33b rotate, an induced electromotive current is generated in the stator coil 35, thereby functioning as a generator (alternator).

FIG. 4 shows the circuit configuration of the main circuit section 4 and the field controller 5 of the electric device 3, and the main circuit section 4 is connected to the inverter 4.
a and a boost chopper 4b.

The inverter 4a has six transistors (FETs) 4
0a to 40f and six diodes 418 to 41f, transistors 40a and 40b1, 40G and 40d,
40e and 4Of are paired, and these three pairs are connected in parallel to the battery 9 via the step-up chopper 4b, and between the multiple pairs of transistors are Diodes 41a to 41f are connected to each phase terminal of W, and are connected in parallel with each of the transistors 40a to 40f. When the electrical system @3 is used as a motor, the signals (Ul, U2.V
l, V2. The conduction states of the transistors 408 to 40f are controlled by gate voltages corresponding to U, W2), and
The stator currents of each phase of V and W are controlled. On the other hand, when used as a generator, each of the above transistors 408 to 408
40f is kept non-conductive, and the induced current generated in the stator is rectified by the diodes 418 to 41f, and the battery 9 is charged.

The boost chopper 4b includes a pair of transistors (FET
) 45a, 45b and diodes 46a, 46b connected in parallel with each of them;
A and 45b are connected to the battery 9 via a reactor 47, and a smoothing capacitor 48 is roughly connected to the boost chopper 4b. When the electric device @3 is used as a motor, the conduction state of the transistors 45a and 45b is controlled by the gate voltage according to the signal (C1, C2) given to the gate amplifier 49, so that the battery voltage is increased. The voltage is increased to a predetermined voltage ■C (for example, 33■).

Each of the gate amplifiers 42 to 44 and 49 is energized when the input is at L level.

The field controller 5 also includes a transistor 51 and a diode 52 connected to the field coil 32 of the electrical device main body 30, and a base amplifier 53 connected to the base of the transistor 51, and a signal ( The field current is controlled according to F). The base amplifier 53 is energized when the input is at H level.

FIG. 5 shows the internal configuration of the control unit 6. The control unit 6 includes a CPU 61, a ROM 62 and a RAM 63 as memories, a waveform shaper 64 for processing various inputs, a digital buffer 65, an input port 6, an analog buffer 67, an A/D converter 68, and a timer. It includes a 7-lead running counter (FRC) 69 for measurement, first to eighth program timers (PTM1 to PTM8 timers) 71 to 78, an output port door 9.80, and an output buffer 81.

The signals from the reference position sensor 14 and the angle sensor 15 are shaped by the waveform shaper 64, and the reference position signal G and angle signal NE are outputted to CPL as interwoven signals.
Sent to J61. As shown in FIG. 6, the reference position signal G is 720, which is one cycle of a four-stroke engine.
For each OA, for example, the ATDC of a specific cylinder is given at 9.5° CA, and the angle signal NE is given every 1° CA. Each signal ST, CU, NT after passing through the buffer 65
are sequentially inputted by the input port 6. Output of throttle opening sensor 17 (detected value of throttle opening TA)
, the boost voltage VC of the boost chopper 4b and the battery voltage VB are passed through an analog buffer 67 to an A/D converter 68.
is converted into a digital signal and input.

A signal (Ul
, U2. Vl, V2. Wl, W2N; t, PTM1~P
The signals are outputted from the TM6 timers 71 to 76 via the output buffer 81. The gates of these timers 71 to 76 are connected to the P2 boat of the output port door 9, and as shown in FIG. 7, when the signal of the P2 boat switches from rOJ to "1", the output switches to L level. Then, the L level is maintained for a set time (ACxn), and the gate amplifiers 42 to 44 are energized to each transistor 40a to 40f of the inverter 4a. The signal (C1゜C2>) that controls the boost chopper 4b of the main circuit section 4 is the PTM7
It is output from the timer 77 and the P5 port of the output port 80 via the output buffer -81. The gate of the timer 77 is connected to the P4 boat of the output port door 9, and as shown in FIG.
”, the output switches to L level and remains at L level for the set time (1ms x DC).
The gate amplifier 49 of the boost chopper 4b is turned on. A signal (F) for controlling the field controller 5 is output from the P1 port of the output port door 9 via the output buffer 81.

A signal for controlling the energization of the ignition coil 11 of the ignition device is output from the PTM8 timer 78 via the output buffer 81. This timer 78 is used as an ignition timer that controls the ignition timing by setting the energization time, and its gate is connected to the P6 boat of the output boat 80. As shown in FIG. 9, this ignition timer 78 is activated at a predetermined period of time, for example, ATDClooCA.
As the output changes in response to the P6 boat signal switching from "0" to "1", energization to the ignition coil 11 is started, and the energization is performed for a time (TI) set by the calculation processing described later. Output the ignition pulse as follows. When this energization time has elapsed, ignition is performed when the energization is stopped. In this way, the ignition timing is controlled by the energization time of the ignition timer 78.

The control unit 6 is configured to perform the functions of the torque application control means b, the ignition timing control means C, and the correction means d shown in FIG. has been done.

10 to 12 show the control unit 6
A specific example of control is shown in a flowchart. In the example shown in this flowchart, the electric device 3 is used as a starter when starting the engine, and when accelerating, the electric device 3 is turned into a motor state to perform acceleration assist control that applies positive drive torque, and when decelerating, the electric device 3 is used to generate electricity. Especially large absorption torque (negative torque) in machine condition
In predetermined operating conditions such as low rotation and low load, the electric device 3 is periodically switched between a motor state and a generator state to suppress torque fluctuations during one cycle of the engine. Switching torque ripple control is performed, and the electric device 3 is used as a normal generator except in these cases. On the other hand, the ignition timing is corrected during the acceleration assist control, deceleration assist control, and torque ripple control in which the electric device is operated as a torque applying means.

Note that the specific example shown in the flowchart is for a six-cylinder engine.

In the series of background routines shown in FIGS. 10(a) and 10(b), when the routine starts, the system is first initialized in step S1. At this time, Pl, P2. P4, P6 boats to "O", P
5 port is set as "1". Next, in step S2, the engine rotation speed Nen is calculated as [Nen-20/TT] from the TDC period TT obtained by the interrelated routine described later, and in steps 83 and 84, the throttle opening degree TA and the starter switch signal ST are calculated. input, and in step S5,
According to throttle opening TA and engine speed Nen, °
Calculate the basic ignition timing θB from the memory map.

Next, in steps 86 and 87, it is checked whether the engine is starting or not. If it is starting, the process moves to steps 811 to S23 via steps 88 to S10, which will be described later. If not, the operating state is determined and the engine driving force is determined. After performing arithmetic processing according to various cases as described later based on the determination of the transmission state, etc., the process moves to steps 812 to 823.

Step S11.512t' checks the difference between the current time TB1 read from the FRC 69 and the previous time TB2 and holds it until 1 ms has passed in order to perform subsequent processing every 1 ms. Then, in step 813, the previous time TB2 is updated. Next, in step S14, it is determined whether the mode flag Fmode indicating the electrical device control mode is either rob, r3J, or something else, and if the mode flag l''abode is other than rOJ or r3Jpa, Ba,
Furthermore, in step 815, the mode flag f: mode is NJ, r2J.

Check which one of "4" is the mode flag F
If abode is "1", further step S16
It is determined whether the control torque CT is positive or not. Note that the above mode flag F mode is "0" for starter mode and "0" for starter mode.
1" indicates the torque ripple control mode, "2" indicates the start Nll mode, "3" indicates the acceleration assist division mode, and "4" indicates the deceleration assist control mode.

In step 814, the starter mode (Fmode-0) or acceleration assist control mode (Fmode-3) is selected.
If it is determined that this is the case, the step-up chopper 4b is activated to set the step-up voltage VC to the set value (33V), so in steps 817 to 820, the step-up voltage VC is determined to be smaller than, larger than, or equal to the set value. Duty D for boosting zipper control
C is increased or decreased by a constant value ΔDC, or left as it is, and in step 821, the S22rPTM7 timer is set to [D
CX1mS] and operates the boost chopper 4b (switching the rOJ and NJ signals of the P4 boat), and then returns to step S2. In the case of the torque ripple control mode, in step 816, the control torque CT
The same applies when it is determined that is larger than O.

If it is determined in step 815 that the mode is the generator mode (F mode-2), the operation of the boost chopper 4b is stopped in step 823, and then the process returns to step S2. In addition, deceleration assist control mode (Fm.

de -4) and when the control torque CT is smaller than 0 in the torque ripple control mode, the step-up chopper 4 is
Since the operation of step b is stopped, the process directly returns to step S2 from step 815 or step S16.

Starter switch 7 in step 86.87 above.
b is on and the engine speed is low (Nen<40Orpm)
), the engine is starting. In this case, set the mode to starter in step S8 (
1: mode -0), and since ignition timing correction is not required during engine starting, the corrected ignition timing θC is cleared to 0 in step S9, and the control torque CT is set to the value CTS for engine starting in step 810. death,
Then, the process moves to the above-mentioned step S11 and subsequent steps.

The determination in step S6 or step S7 is N.

After starting the engine, in steps 824 to S27,
Current throttle opening TA and previous throttle opening TA
Acceleration operation is performed by calculating the throttle opening change rate ΔTA based on the difference from B, updating the previous throttle opening, inputting the clutch switch signal CU and neutral switch signal NT, and checking the throttle opening change rate ΔTA in step 828. Check to see if it has been done. During an acceleration operation when the determination in step 828 is YES, it is determined in steps 829 and 830 whether or not the clutch is disengaged and whether or not the vehicle is in neutral to determine whether driving force is being transmitted from the engine to the wheels.

During an acceleration operation and in a driving force transmission state (step S29.
When the determination in S30 is No, it is checked in step S31 whether the mode flag F mode is "3", that is, whether the acceleration assist control mode is already set. When the determination in step S31 is No, the acceleration assist timer TMA, which determines the acceleration assist control time, is set in step 832 as an initial setting for starting the acceleration assist control.
The mode is initialized to the value of AO, the mode is set to acceleration assist control (Fw, ode-3>) in step 833, and the control torque CT is set to a predetermined positive value CTA for acceleration assist control in step S34. Step S
In step 35, the corrected ignition timing θC is set to a positive predetermined value corresponding to the advance direction, for example, 5° CAJ.Then, the process moves to step 811 and subsequent steps.

In order to maintain the acceleration assist control state until a predetermined acceleration assist control time elapses when the driving force is being transmitted during or after the acceleration operation after transitioning to the acceleration assist control mode, When it is determined that the acceleration assist control mode is already in step S31, or after an acceleration operation, it is determined that the driving force is being transmitted (not clutch disengaged or neutral) in steps 836 and 837, and acceleration assist control is performed in step 338. When it is determined that the mode (F mode -3) is selected, the acceleration assist timer TMA is decremented in steps 839 and 840, and it is determined whether or not this timer TMA is greater than O. Then, during the acceleration assist control time when the determination in step 840 is YES, the control torque CT and the corrected ignition timing θC are kept at the values set in steps S34 and 535- above, and the process moves to steps S11 and subsequent steps. .

Note that if it is determined in step 840 that the acceleration assist control time has elapsed, the acceleration assist control is stopped, and step 829.830 or step 836.8
Even if it is determined in step 37 that the driving force is not being transmitted,
In order to avoid an excessive increase in the engine speed, acceleration assist control is not performed, and in these cases, the process for determining conditions for deceleration assist control, which will be described next, is performed.

If acceleration assist control is not performed, steps 841 to 84 are performed as processing for determining deceleration assist control conditions.
Based on each determination in step 4, the throttle is fully closed (determination in step 5841 is YES), the driving force is being transmitted (determination in step 842.43 is NO), and the engine rotation speed Nen is set to deceleration assist. It is checked whether each condition of being equal to or higher than a reference value for control region determination (for example, 1500 rpm) (YES in step 844) is satisfied.If these deceleration assist control conditions are satisfied, step 845 is performed. The mode is set to deceleration assist control (F mode-4), the control torque CT is set to a predetermined negative value (absorption torque) CTD for deceleration assist control in step S47, and the corrected ignition timing θC is set in step S47. is set to a negative predetermined value corresponding to the retard direction, for example, −15° CAJ.

Further, in step 848, a field current is applied (P
After setting the boat to "1"), in steps 849 to S51,
TDF time has elapsed after reading the current time TB1 (TBI-
When TB2≧TDF), the field current is cut (P
Set the boat to "0"). Then, the process moves to step 811 and subsequent steps.

Note that when it is determined in steps 841 to 844 that the deceleration assist control condition is not satisfied, the process proceeds to the torque ripple control condition determination process described below without performing the deceleration assist control.

If acceleration assist control and deceleration assist control are not performed, the throttle l! [Determination of whether TA is lower than a predetermined value (e.g. 30%) and engine speed Nen is a predetermined value (e.g. 200 rpm)
) to determine whether the rotation is lower. When these judgments are YES at low throttle opening and low rotation, the mode is set to torque ripple control (1) in step 854.
” mode -1), and at the same time, in step S55, the corrected ignition timing θC is set, and in this embodiment, it is set to a value of -1°CAJ so as to correct it in the retard direction.Furthermore, in step S56, the Check whether the generator is in the condition (CT≦0) or the motor is in the condition (CT>O) depending on the value of the control torque CT found in the rhabdo routine, and then
When in the i-machine state, the field current III[l is performed in steps 848 to S51 described above, and then the process moves to step S11 and subsequent steps, and when the motor state is present, the process directly proceeds to step 811 and subsequent steps.

After the engine is started, when none of the acceleration assist control, deceleration assist control, and torque ripple control is performed, that is, when the determination in steps 852 and 853 is No, the corrected ignition timing θC is cleared to O in step 857. At the same time, in step 858, the mode is set to generator (F mode -2), and then the process moves to step 811 and subsequent steps.

Interwoven Routine The interwoven routine shown in FIG. 11 starts for each reference position signal G, clears the counter CNE of the angle signal NE in step 860, and returns.

The interwoven routine shown in FIG.
(1” CA), first, in step 861, the interrupt time TNEI of the angle signal @NE is read from the FRC 69, and in step 862, the angle signal is calculated based on the difference between the current interrupt time TNEI and the previous interrupt time TNE3. NE period Δ
T is calculated, and in step 863, the previous interrupt time TNE3 is calculated.
Update.

Subsequently, in step 864, the value of the counter CNE is checked to determine whether 120'CA has elapsed.

Based on this determination, the ATD of each cylinder every 120″CA
Every C10° CA, processing such as suppression of ignition timing is performed in steps 865 to S70. That is, step S65
Calculate the TDC cycle TT from the difference between the current interrupt time TNE1 and the previous ATDCIO°CA interrupt time TNE2,
In step 866, the previous ATDC10' 0A (7) interrupt R time TNE2 is updated, and in step 867, energization to the ignition coil 11 is started (Pa boat's rOJ r
1J signal switching). Furthermore, in step $68, the final ignition timing θI is calculated by adding the basic ignition timing θB and the corrected ignition timing θC obtained in the background routine, and in step S69, [TI-(110-
The final ignition timing θC is converted into an energization time TI by calculating θ I ) Then, the process moves to step S71. If the determination in step 864 is No, the process directly advances to step 871.

In step S71, a counter CNE for the angle signal NE is counted up. Next, in step S72, it is determined whether the mode flag "mode" is "1", "2", or something else. If the mode flag is other than "NJ r2", the deceleration assist control mode (1 : Check whether it is 1mode -4).

If the determination in step 873 is No, that is, in the case of starter mode (): mode-0) or acceleration assist control mode (Fmode-3), the field current is kept in the energized state in step 874, and step 8
At step 75, the energization angle (AACxn) of each phase in the inverter 4a of the electrical system @3 is calculated from the map according to the value of the counter CNE and the value of the control torque CT set at step S10 or step 834 of the background routine. . Then, in step 876, the energization angle A
Convert D xn to energizing time ACxn (ACxn - AAC
In step 877, each energization time Acxn
is set in the PTN1 to PTM6 timers, and step 87
8 to restart the inverter 4a (P2 boat's rOJ
” signal switching), then return.

At step 872, torque ripple control is set to 11” mode.
1), the control torque CT is calculated from the table according to the crank angle (value of the counter CNE) in step S79. Control torque CT in this case
is set in advance in association with the crank angle and stored as a table so as to periodically vary between positive and negative values with a predetermined characteristic that suppresses engine torque fluctuations. Based on the control torque CT calculated from this table, it is checked in step S80 whether the motor is in the motor state (CT>O) or the generator. If the motor is in the motor state, steps 874 to 378 are executed; For example, in step 881, the operation of the boost chopper 4b is stopped, and in step 882, the duty (current conduction time in 1 ms) TDF of the field coil is calculated from the table according to the value of the control torque CT corresponding to the absorption torque, and then Return.

In step 873, the deceleration assist control mode (Fmode
-4>, the above step S
Returns via 81.882.

Also, in step 872, the generator mode (1” mode
-2), steps 883~
885, the field current is cut (
Return after setting the P1 boat to "o]), energizing it (PI boat to [1]), or leaving it in the same state.

According to the specific example shown in the above flowchart, the electric device 13 is used as a starter and for normal starting. In addition to being used as a machine, it is also used as a torque applying means to assist in acceleration or deceleration or to suppress torque fluctuations under specific operating conditions. That is, during the acceleration assist control time after an acceleration operation is performed in the driving force transmission state, step 833. of the background routine.
834 and steps 874 to 834 of the interwoven routine.
By the process 878, the electric device 3 is controlled to be in the motor state, and positive torque is applied to the engine, thereby increasing acceleration. In addition, when in a predetermined deceleration operation state, steps 845 to S5 of the background routine
1 and step 881 of the interwoven routine. S8
By the process 2, the electric device 3 is controlled to generate a particularly large negative torque (absorption torque) in the generator state,
Deceleration performance is improved. In the low-load, low-speed operating region, the processes of steps 852 to S56 of the background routine, steps 848 to 851, and the interwoven routine periodically absorb torque according to the generator state and absorb the motor in response to changes in the engine crank angle. Torque is supplied depending on the state, and the engine torque fluctuations are controlled to be suppressed.

On the other hand, the ignition timing of the engine is controlled by converting the calculated ignition timing θI into the ignition coil energization time TI and setting it in the ignition timer (steps 869 and 870).
, the actual ignition timing is when the energization time TI has elapsed. During normal operation, except for a specific case where the electric device 3 is operated as a torque applying means, the corrected ignition timing θC
By clearing, the basic ignition timing θB determined according to the operating condition is set as the final ignition timing θI, and the actual ignition angle (crank angle of ignition timing) that is timed based on this becomes the appropriate ignition angle. The basic ignition timing is set so that Further, during acceleration assist control, deceleration assist control, and torque ripple control in which the electric device 3 is operated as a torque applying means, a corrected ignition timing θC set according to each case is added to the basic ignition timing θB. By converting to energization time TI above,
The energization time TI is corrected, thereby correcting the ignition timing deviation.

In other words, when positive torque is applied to the engine by the above acceleration assist control during acceleration, the engine speed increases more rapidly than when no torque is applied, so if the energization time TI is the same, the actual ignition The angle shifts to the retarded side. At this time, the reference crank angle (ATDol) is adjusted by setting the corrected ignition timing θC in step 835.
By correcting the energization time TI from ooCA) to be shorter, the ignition timing is corrected in the advance direction and the above deviation is corrected.

Additionally, when negative torque is applied to the engine by the deceleration assist control described above during deceleration, the engine rotational speed decreases rapidly, contrary to the acceleration assist control, so the actual ignition angle tends to shift toward the advance side. However, at this time,
By setting the corrected ignition timing θC in step 847, the energization time TI is corrected to be longer, thereby retarding the ignition timing and correcting the above deviation.

Regarding torque ripple control, as shown in Fig. 13, the rotational speed fluctuation during the period from the reference crank angle to the ignition angle is different when torque ripple control is not performed (double-dashed line) and when torque ripple control is performed (double-dashed line). (solid line), the basic ignition timing θB is set in consideration of rotational speed fluctuations when torque ripple control is not performed, so it may be corrected to correct the deviation in ignition timing due to the above-mentioned difference. The standard crank angle is ATDClo.

In this embodiment, which is set to CA, when torque ripple control is performed, the average rotational speed from the reference crank angle to the ignition angle is slower than when 1lltE is not performed, and the actual ignition angle is lower. Since there is a tendency for the ignition timing to shift toward the advance side, the above-mentioned energization time TI is corrected to become longer by setting the corrected ignition timing θC in step 855, so that the ignition timing is corrected to the retard direction and the above-mentioned Misalignment is corrected. However, the correction direction of the corrected ignition timing θC during torque ripple control is determined according to the reference crank angle. For example, if the reference crank angle is
When TDC is set to 60'', the average rotational speed from the reference crank angle to the ignition angle becomes faster when torque ripple control is performed, so in this case, the ignition timing is corrected to the advanced side.

〔Effect of the invention〕

As described above, the present invention controls the ignition timing by converting the ignition timing of the engine determined based on the operating state into the time from the reference crank angle and setting it in the ignition timer. Since the time set in the ignition timer is corrected when the torque applying means is operated to assist torque or suppress torque fluctuation, etc., the time set in the ignition timer is corrected. The above correction can correct the deviation in the ignition timing due to the rotational speed variation being different from when the torque applying means is not in operation, and the ignition timing can be adjusted appropriately.

[Brief explanation of drawings]

FIG. 1 is an explanatory diagram of the configuration of the present invention, FIG. 2 is a schematic diagram of the overall structure of an embodiment of the present invention, FIG. 3 is a partially cutaway perspective view showing the structure of the electrical device main body, and FIG. 4 is a diagram showing the structure of the electrical device. A circuit diagram of the main circuit section and the field controller, FIG. 5 is a block diagram of the control unit, FIGS. 6 to 9 are timing charts for various signals in the control unit, and FIGS. FIG. 12 is a flowchart showing a specific example of control, and FIG. 13 is an explanatory diagram of the operation during torque ripple control. DESCRIPTION OF SYMBOLS 1... Engine, 3... Electric device, 6... Control unit, 11... Ignition coil, 12... Distributor, 13... Spark plug, a... Torque imparting means, b. ...Torque application control means, C...
Ignition timing control means, d...correction means. Patent applicant Mazda Co., Ltd. Agent
People Patent Attorney Etsushi Kotani
Patent Attorney Chief 1) Masamukai Patent Attorney
Takao Ito Figure 3 Figure 1

Claims (1)

[Claims] 1. In an engine equipped with a torque applying means that applies positive or negative torque to the engine, and a torque applying control means that operates the torque applying means in a specific operating state depending on the operating state of the engine, ignition timing control means for controlling the ignition timing by converting the ignition timing of the engine determined based on the state into a time from a reference crank angle and setting it in an ignition timer; An ignition timing control device for an engine, comprising: a correction means for correcting a time set to .