JPH02294561A - Ignition timing control method for internal combustion engine - Google Patents

Abstract

PURPOSE:To perform control of an advance angle to an optimum value responding to the state of an internal combustion engine by a method wherein by using the maximum delay angle correction item of a plurality of delay angle correction items containing a delay angle correction item for at least acceleration, an advance angle item is corrected to determine a final ignition advance angle. CONSTITUTION:In a control device 1, by effecting interpolating computation of the map of a memory 45 by means of a processing circuit 43, in relation to an advance angle item, a fundamental advance angle item ABSE is determined based on the rotation speed of an internal combustion engine and the state of a load and an advance angle correction item ACLD based on a cooling water temperature. In relation to a delay angle correction item, a delay angle correction item ATRN and a delay angle correction item ATRQ responding to the speed change motion of a transmission are respectively determined from the change rate per a unit time of an intake air pressure by a circuit 43. A delay angle correction item is selected from a total sum of all delay angle correction items during steady running in which the correction item ATRN is below a given value and a highest delay angle correction item is selected during acceleration in which it exceeds the given value. This method determines an ignition timing by means of a final ignition advance angle the advance angle item of which is corrected.

Description

DETAILED DESCRIPTION OF THE INVENTION Field of Application: The present invention relates to a method for controlling the ignition timing of an internal combustion engine flash. The 1iC bundle technology and invention seeks to solve the ff! As an ignition timing control method, from the early Song Dynasty, basic ignition advance, or MBT (formerly nimun Spark For Be
stTorque) is determined in advance, and the basic ignition advance angle is corrected to determine the actual ignition advance angle according to the warm-up state of the internal combustion engine, the air-fuel ratio state, the cooling water temperature, etc. is used. Here, in the typical conventional technology, the final advance value actually used for the M subfield at the time of ignition is set as AOP, and the basic advance angle term determined based on the rotational speed and load condition of the internal combustion engine is set as ABSE. ACLD is the advance angle correction term determined based on the cooling water temperature, etc., and A is the retardation correction term corresponding to the rotational acceleration of the internal combustion engine.
When T RN is the angle correction term corresponding to the occurrence of knocking, AKNK is the angle correction term, and ATRQ is the angle correction term corresponding to the gear shifting operation of the transmission, the final advance angle value A O
P is ^OP-^BSE to^CL[l-(^TRN+^KNK
+＾TFIQ＞ ...obtained from (1). Therefore, for example, when accelerating uphill and driving, the
! The retardation correction term ATR is
In a place where all of N, AKNK, and ATRQ are satisfied, if the ignition timing is adjusted using the n final advance angle value AOP obtained as described above, it will result in over-retardation.
The output of the internal combustion engine will drop significantly. Other conventional techniques for solving the above-mentioned problems include:
Shown in special edition 1970-201970. In this conventional technology, the amount of retardation related to the temperature of the internal combustion engine, such as the cooling water temperature, and the amount of retardation corresponding to the load condition of the internal combustion engine flash are calculated and calculated, and the two thus calculated are calculated. J) Subtract the smaller value of the retard angles from the I input main advance angle term ABSE to obtain the final advance angle value, A. I'm looking for an OP. For this reason, knocking due to overadvancing is likely to occur, making the internal combustion engine more likely to fail. The purpose of the present invention is to prevent a decrease in the output of the internal combustion engine due to over-advancing, and to prevent a decrease in the reliability of the internal combustion engine due to over-advance, thereby improving the state of the internal combustion engine. An object of the present invention is to provide a method for controlling the ignition timing υ1 of an internal combustion engine, which can perform advance control appropriate for R according to the engine speed. Means for Solving the Problems The present invention corrects the advance angle by using the largest d-angle correction term among a plurality of retard correction terms including at least three retard correction terms for acceleration. An ignition timing control method for internal combustion engines that is characterized by finding the angle! ). Further, in the present invention, the advance angle term is a basic advance angle term ABSE determined based on the rotational speed of the internal combustion engine, load condition, etc.
and the advance angle correction term A, which is determined based on the cooling ice temperature, etc.
CLD, and the retard correction term includes a correction term ATRN corresponding to the rotational acceleration of the internal combustion engine, a correction term A KN K corresponding to the occurrence of knocking, and a correction term A corresponding to the shift operation of the transmission. This is an ignition timing control method for an internal combustion engine, characterized in that it includes T R Q. Furthermore, in the present invention, the correction term ATRN is less than or equal to a predetermined value.
So, when it stops, the retard angle correction term is equal to all the correction terms A T
It is calculated from the sum of R N , A K N K , and A T R Q, and when the correction term A T R N is larger than the predetermined value, the retard correction term is calculated from the sum of each correction term A T R N
, A K N K A T R. This is an ignition timing control method for an internal combustion engine characterized by selecting the largest correction term among Q. Function According to the present invention, the ignition timing of the internal combustion engine is determined by the final ignition advance angle obtained by correcting the advance angle term with the retardation correction term.
The retarded Uraso term is composed of a plurality of correction terms,
The correction terms include at least a correction term corresponding to acceleration. By detecting whether or not the internal combustion engine is in an acceleration state in this manner, it is possible to prevent ia advantageous equal control due to variations in the plurality of correction terms during acceleration.

Further, according to the present invention, the advance angle term is determined based on the rotational speed of the internal combustion engine, the load condition, etc.; the advance angle term ABSE and the advance angle correction term determined based on the cooling water temperature, etc. ACLD, and the retard angle correction term includes a correction term ATRN corresponding to the rotational acceleration of the internal combustion engine, and a correction term AK corresponding to the occurrence of knocking.
N K and a correction term A T corresponding to the gear shifting operation of the transmission.
It is composed of R and Q.

Furthermore, for example, the retardation correction term is a correction term A T
When R N is less than or equal to a predetermined value, all correction terms A T R N , A K N K , A T R
When the correction term A T R N is larger than the predetermined value, all the correction terms A T R
The largest correction term is selected from N, AKNKATRQ. However, the correction term A
When T R N is less than a predetermined value. During steady running, the retard angle correction amount is determined from the sum of the correction term A K N K and the correction term A TR Q, so that the angle does not become over-advanced and the occurrence of knocking in the internal combustion engine is suppressed. This can reduce the failure rate of internal combustion engines. Also, the correction term A
．． During acceleration where T R N is larger than a predetermined value, the largest correction term among the correction term ATRN, correction term AKNK, and correction term AT RQ is used as the retardation correction term.
Therefore, over-retardation due to the cooperation of each correction term ATRN, AKNK, and ATRQ can be prevented, and a decrease in output of internal combustion engines can be suppressed. Embodiment FIG. 1 is a block diagram showing a control device 1 for an internal combustion engine in which an ignition timing control method according to an embodiment of the present invention is used and its related configuration. Combustion air introduced from the intake port 2 is purified by an air cleaner 3, and after the inflow amount is adjusted by a throttle valve 5 interposed in the intake pipe 4, it flows into a surge tank 6. do. surge tank 6
The combustion air flowing out is mixed with fuel injected from a fuel injection valve 8 disposed in an intake pipe 7, and is supplied to a combustion chamber 11 of an internal combustion engine 10 via an intake valve 9. Moh? ．．
A spark plug 12 is provided in the chamber l1, and this combustion chamber 1. The combustion exhaust gas from 1 passes through the exhaust valve 13 /r L
The intake air is discharged from the exhaust pipes 1, 1 through the three-way catalyst 15, and is then released into the air. The throttle valve 5 is provided with a throttle valve opening detector 22, and the surge tank 6 is provided with an intake pressure detector 23. Also, near the combustion chamber 11, a cooling water temperature sensor is provided. :i2-1 and a notching detector 3 realized by, for example, an acceleration sensor.
7 is provided. In the lJt trachea 1.1, an enzyme concentration detector 25 is provided upstream of the three-way catalyst 15, and an exhaust temperature detector 26 is provided downstream of the three-way catalyst 15.
will be established. The rotational speed and rotational acceleration of the internal combustion engine 10 are detected by a crank angle detector 27). In addition to the respective detectors 21 to 27, 37, the control device 1 includes a vehicle speed detector 28, a start detector 29 that detects whether a starter motor 33 that starts the internal combustion engine 10 is activated, and an air conditioner. an air conditioner detector 30 that detects the use of the engine, and a neutral detector that detects whether the gear of the automatic transmission is in the neutral position when the vehicle in which the internal combustion engine 10 is mounted has an automatic transmission f. The detection results from the device 31 are input. Furthermore, Manako's 91 control device 1 receives electric power f from the battery 34.
1, and the detection device 1 includes each of the detectors 21 to 3.
Based on the detection result of 1.37 and the power supply voltage of the battery 34 detected by the voltage detection 320, the fuel injection amount, ignition timing, etc. are calculated, and the fuel injection valve 8, spark plug 12, etc. are controlled. The intake pipe 4 is also formed with a side passage 35 that bypasses the upstream and downstream sides of the throttle valve 5, and this side passage 35 is provided with a flow rate control well 36. Based on the output from the control device 1, this flow rate loop F36
The throttle valve 5 adjusts and controls the flow rate of combustion air when the eye U-ring is almost fully engaged. The control device 1 also drives the fuel pump 32 when the internal combustion engine 10 is operating. FIG. 2 is a block diagram showing the specific configuration of the 711t311 device 1. The detection results of the detectors 20 to 25 are sent from the input interface circuit 41 to the ignition timing control means via the analog/digital converter 12. P)ru7
It is given to the 3-buried circuit 43. In addition, the detector 22.27
~31.37 detection results are input ink face circuit 4
4 to the processing circuit 43. The processing circuit 43 is provided with a memory 45 for storing various control maturities and learning values, which will be described later. +3 is supplied with power from the battery 34 via a constant voltage circuit 46. The control output from the processing circuit 43 is derived via the output interface circuit 47 and input to the fuel fl 11Q injector 8 to control the fuel injection amount.
8 to the spark plug 12 to control the ignition timing, and further to the flow rate control valve 36 to control the flow rate of incoming air through the side passage 35 during idling.
The detection result of the exhaust temperature detection 2S26 is sent to four exhaust temperature detection circuits in the control device 1, and when the detection result is abnormally high temperature, the warning light 5 is outputted via the drive circuit 50.
1 is lit. In the control system itl configured as described above, the basic advance angle ABSE is determined by the rotational speed NE of the internal combustion engine 10 detected by the crank angle detector 27 and, for example, by the rotational speed NE and the intake pressure detector 23. From the intake air flow JiQ determined based on the intake pressure detected in step 1) and the throttle valve opening detected by throttle valve leap detector 22,
It is stored in , and is obtained by performing supplementary calculations on the three-dimensional mag shown in Figure 3. Further, the advance angle correction term A during warm-up operation of the internal combustion engine 10, etc.
CLD is determined by the processing circuit 43 from the cooling water temperature T H 'wV detected by the cooling water temperature detector 24.
It is stored in the memory 45 and determined based on the graph shown in FIG. For example, when the cooling water temperature T H W is below -20°C, the advance angle correction term ACLD is set to 10 degrees crank angle (
Hereinafter referred to as r''CAJ).
It decreases as the cooling water temperature TH~V rises, and becomes 0 when it reaches 80°C or higher. Furthermore, the processing circuit 43 stores in the memory 45 from the predetermined variation ΔP M of the intake pressure PM detected by the intake pressure detector 23, and stores it in the memory 45, which is indicated by the fifth [2I(1)]. The retard correction term ATRN is determined based on the graph shown in FIG. This correction term ATRN
As shown in Fig. 5 <<2>>, for example, the internal combustion engine 1
It is decreased by 1°CA for every 001 ignition. Further, the processing circuit 43 adds 1"CA to the retard correction term AKNK when the knocking detector 37 detects the occurrence of knocking, as shown in FIG. When the occurrence is not detected, 1°CA is subtracted. Furthermore, in response to the output from the neutral detection 2S31 shown in FIG. 7(1), the shift stage of the automatic transmission is set to the neutral position. When it is detected that the position has been changed from the position to the drive position, as shown in FIG. 7(2), the retardation correction term ATRQ is set to 15. c.
It decreases by 1°CA for strawberries. The relationship between the retardation correction terms ATRN, AKNK, and ATRQ thus obtained, the throttle valve leap, and the intake pressure P81 is shown in FIG. That is, when the throttle valve 5 is opened at time t1 as shown in FIG. 8(1), the intake pressure PM detected by the intake pressure detector 23 is influenced by the surge tank 6 and This changes as shown in Figure 8 (2) due to the delay in response. In this way, the intake pressure PM
8 (Fig.
As shown in 3), the retardation correction term ATRN is set to a value corresponding to the time rate of change ΔPM shown in FIG. 5 (1), and the acceleration state is no longer detected. As shown in the above-mentioned No. 5 [2I (2), the retard angle correction JiAKNK is decreased by l''cA every ignition cycle. Whenever knocking is detected,
Ij is increased by 1"CA, and is decreased by l"CA every 0.5 seconds when knocking is not detected. Furthermore, when the gear position of the automatic transmission is changed from the neutral position to the drive position by the neutral detector 31 at times t3 and t4, the retardation correction term ATRQ at this time t3 is changed as shown in FIG. 5] and 15° CA as shown in FIG. 7 (2). Below, each retardation correction term A T R N . A K N
The specific operation for determining K, ATRQ, and the final advance angle value AOP will be explained. FIGS. 9 and 10 are flowcharts for explaining the operation for determining the retardation correction term ATRN. The intake pressure P M detected by the intake pressure detector 2.3 is converted to the analog/digital converter 4.
2, the digital value is subtracted by 1 and read into the processing circuit 43, and in step r+1, the time change rate ΔP M of this intake pressure PM is determined, and the time change rate 8 PM is determined as a predetermined value ΔP M t b), that is, during acceleration, p), and if so, step 2 sets the retardation correction term AT R N by 10°C.
A is assigned and the process moves on to other operations. Said step rt
1, when the time rate of change ΔP M of the intake pressure PM is less than the predetermined value ΔF'' M th , the process moves directly to the music movement. The setting behavior of A T RN {? is, for example, the analog /' of 2ms ecm
This is done every time there is a digital conversion operation. On the other hand, each time the ignition control 1 of the internal combustion engine 10 is performed, step r
+ 3, the angle correction term ATRN is subtracted by 1° (?. A and updated, and the process moves to the pond operation. This step
By repeating step 3, the retardation correction term ATRN decreases in steps i, as shown in FIG. 5(2).
in. The 1st 1 1j+ and the 12121st are the retardation correction terms A
4P) in the flowchart l to explain the operation of KNI《to find y》. When vibration of the internal combustion engine 10 is detected by the knocking detector 37, the processing circuit 1
Step 3 moves to the knock determination operation, and at step 11l, it is determined whether a knock has occurred or not depending on whether the output of the knocking detector 37 is equal to or higher than a predetermined knock determination level. ．． As soon as the occurrence of knocking is detected in the stepper 1l, the retardation correction Tri A K N is performed in the stepper 12.
1°CA is added to K and updated, and the movement moves to tV of the pond. Further, in step 7 n 1 1, if it is determined that the vibrations that are emitted are not knocking, the process moves directly to another operation. Also, Q. When no vibration is detected by the knocking detector 37 at 5sectX, l''CA is subtracted from the retarded urasho term AKNK in the step controller l3 and updated.
In the step r disc 14, the updated retardation correction term AKNK
It is determined whether or not is greater than or equal to 0, and if not, the retard angle correction term A K N K is reset to 0 in step nl5, and then the process moves on to other moving parts. Said step n
14, when the retardation correction term AKNK is greater than or equal to 0, directly lK! ! Moving on to the force force ft, the retardation correction term A K changes to
NK can be found. The 13th ['J and the 14th [] are the retardation correction term A T
This is a flowchart 1 for explaining operation 11- for determining RQ. The output of the neutral detector 31 is detected at a predetermined period by the processing circuit 43, and the step r121 determines whether or not the gear position of the transmission has been shifted from the neutral position to the drive position. If so, in step rt22, 15°CA is substituted into the retardation correction term AT
Move to Ya. This retardation correction term AT RQ is 100 mes
In step 023, ci is subtracted by 1°CΔ and updated. In this way, the retardation correction term ATRQ shown in Moeki No. 7111(2) can be obtained. Each retardation correction term ATRN,A obtained as described above
Using KNK and ATRQ, the work fI shown in Fig. 15 is
The final advance angle v1AOP used for actual ignition is calculated by . step n
3.1, the intake air flow rate Q is calculated based on the rotation angle NE of the internal combustion engine 10 detected by the crank angle detector 27 and the intake pressure PM detected by the intake pressure detector 23; From the rotational speed NE, the five advance angle terms ABS are calculated based on the graph shown in FIG.
E is required. In step f132, an advance angle correction term ACLD is determined from the coolant temperature T H W detected by the coolant temperature detector 24 based on the graph shown in No. 411 above. In step r133, iLf. The sum of the two basic advance angle terms ABSE and the advance angle correction term ACLD obtained in the step controller 32 is calculated and stored in register B as an advance angle value. In the steg r134, it is determined whether the retardation correction term ATRN obtained by the operation shown in FIG. 9 and FIG. If it is being continued, the process moves to step rr35, and each retardation correction term A T RN
, A K N K , A T RQ is calculated and stored in register A. In step 036, the contents stored in register A are subtracted from the contents stored in register B, and the final advance value AOP is calculated, thereby ending the operation. When the retard correction term A T RN is not 0 in step n34, that is, when the acceleration state or the acceleration state is directly terminated, the process moves to step n37, and the retard correction term A T R N is larger than the retard correction term AKNK. If so, step r13
At step 8, the d-angle correction term ATRN is stored in register A and the process moves to step n40. Otherwise, at step 39, the retard angle correction term AKNK is stored in register A and the process moves to step n40. , it is determined whether the stored content of register A is larger than the R-angle correction term ATRQ, and if so, in step r141, the contents of register 8 S1 and A are retarded angle correction term ATRQ. If not, the process moves directly from step 40 to step r13G.In this way, during acceleration when the retardation correction term ATRN is not zero, each of steps rr37 to ri41 Angular correction rσA T rL N , A K N K ,
ATRQ f) After the largest angle correction term is selected, in step r136, it is subtracted from the lead angle term stored in register B to calculate the final lead angle value AOP. That is, AOI'=ADSE1-ACLD-WAX (ATI
IN, AκNK, ^TIIQ). (2)
In this way, during steady operation of the internal combustion engine 10, the 9th I2I~
Each π angle correction term A T n N , found in FIG.
Retard control is performed by the sum of AKNK and ATRQ, and in an excessive state of the internal combustion engine 1o such as during acceleration, each of the retard angles AT R N , A K N K , AT
Although the largest of RQ is the angle correction term, retard control is performed. Therefore, when the gear position of the transmission is in the first gear and acceleration is occurring, when the conditions for each retard angle correction are likely to be satisfied, excessive retard angle control is suppressed, and the output of the internal combustion engine 10 is suppressed. Decline can be prevented. In addition, during steady driving, the engine does not overadvance, suppressing the occurrence of knocking and reducing the failure rate of internal combustion 81 and flash 10.
Furthermore, the ignition timing control movement fY shown in FIG. 15 can be realized with relatively simple arithmetic processing operations compared to the method of setting an upper limit or a lower limit to the retardation correction amount. Effects of the Invention As described above, according to the present invention, the retardation correction term for correcting the advance term is formed from a plurality of correction terms including at least a correction term corresponding to acceleration, so that the internal combustion engine Depending on whether the vehicle is in an acceleration state or not, excessive retardation KA 99 due to sudden changes in the plurality of correction terms during acceleration can be prevented. Further, according to the present invention, the advance angle term is
It is an ellipse that includes a basic advance angle term A [3SE, which is determined based on the rotational speed of the internal combustion engine, the load state, etc., and an advance angle correction term ACLD, which is determined based on the cooling water temperature, etc., and the retard angle The correction terms are a correction term ATRN corresponding to the acceleration of the internal combustion engine and a Uraso term AK corresponding to the occurrence of knocking.
NK and a correction term ATRQ corresponding to the speed change operation of the transmission, and furthermore, for example, when the correction term ATRN is zero, the retard correction term includes all correction terms ATRN, A K N K , A T R
When the correction term A ``I'' R N is not zero, the largest correction term 3 is selected from among the correction terms ATRN, AKNK, and ATRQ, so that the angle will not be overadvanced during steady driving. This reduces the occurrence of knocking and reduces the failure rate of internal combustion engines. Also, during acceleration, each correction term AT RN , A K N
Preventing excessive retardation due to the cooperation of K and ATRQ,
It is possible to suppress the decrease in output of the internal combustion engine.

[Brief explanation of drawings]

No. 10ff is a block diagram showing a control device 1 for an internal combustion engine in which the 1n method for each ignition timing according to an embodiment of the present invention is used, and a side structure that deviates therefrom, and FIG. 2 shows a specific configuration of the υ1 control device 1 311 is a graph showing the relationship between the rotational speed NE of the internal combustion engine 10, the intake air flow IQ, and the basic advance angle ABSE, and FIG. 4 is a graph showing the relationship between the cooling water temperature T 11 W and the advance angle correction term AC FIG. 5 is a graph showing the change in the retard correction term A T RN. FIG. 6 is a graph showing the change in the retard correction term AKNK. FIG. 7 is a graph showing the change in the retard correction term A T RN. FIG. 8 is a graph showing the variation of T R Q and the change in throttle valve lm degree and intake pressure PM, and the retardation correction term ATRN. Timing charts showing the relationship between AKNK and ATRQ, Figures 9 to 15 are ignition timing υ11
This is a flowchart for explaining the tsubo motion. 1... control 1n device, 10... internal combustion 8! Leap, 20-3
137...Detector, 43...One processing circuit, 45...
Memory, 48... Igniter agent Patent attorney Keiichiro Saikyo Figure ΔPM Increase Figure 7: L Figure 11 To other principles ■ 107- To the 2IL theory of 12th Lo 13 Ize Lσ To Fuku T1 Chi 1 Tomoe No. 14 To Zuike no Saji

Claims (3)

[Claims] (1) Internal combustion characterized in that the final ignition advance angle is determined by correcting the advance term using the largest retardation correction term among a plurality of retardation correction terms including at least a retardation correction term for acceleration. Engine ignition timing control method. (2) The advance angle term includes a basic advance angle ABSE that is determined based on the rotational speed of the internal combustion engine, the load condition, etc., and an advance angle correction term ACLD that is determined based on the cooling water temperature, etc. The retardation correction term includes a correction term ATRN corresponding to the rotational acceleration of the internal combustion engine, and a correction term A corresponding to the occurrence of knocking.
KNK and the correction term ATRQ corresponding to the gear shifting operation of the transmission.
2. The ignition timing control method for an internal combustion engine according to claim 1, further comprising: (3) When the correction term ATRN is less than or equal to a predetermined value, the retard correction term includes all correction terms ATRN, AKNK, and A.
When the correction term ATRN is larger than the predetermined value, the retard correction term is calculated from the sum of the correction terms ATRN and AK.
3. The ignition timing control method for an internal combustion engine according to claim 2, wherein the largest correction term is selected from among NK and ATRQ.