JPH03105064A - Ignition timing controller for internal combustion engine - Google Patents

Abstract

PURPOSE:To converge the knocking at a large level in a short time by setting the delayed angle quantity of the ignition time and carrying out knocking control according to the level of knocking or the operation state related to the knocking level, in an internal combustion engine. CONSTITUTION:The ignition timing of an internal combustion engine is set by a means A according to the operation state of the internal combustion engine. Further, the knocking of the internal combustion engine is detected by a means B. Further, the delayed angle quantity of the ignition timing is set by a means C according to the detected level of the knocking or the operation state of the internal combustion engine which corresponds to the level. While, if knocking is generated, the ignition timing of the internal combustion engine is delayed-angle-corrected by a means D according to the delayed angle quantity of the ignition timing. Ignition control is performed by a means F so that a sark plug E is ignition-operated, according to the corrected ignition timing. Therefore, when the level of knocking is large, the delayed angle quantity of the ignition timing is increased, and the convergence time of knocking is shortened.

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 particularly to a technology for suppressing non-king.

Prior Art> Conventional examples of this type of ignition timing control device include the following.

That is, engine operating conditions (e.g. engine speed and engine load)
The ignition timing is set according to the ignition timing, and the ignition plug is activated at the set ignition timing. In addition, when knocking occurs in a predetermined operating range, the ignition timing is adjusted by a predetermined amount (
For example, by retarding the angle by 1°, the occurrence of knocking is suppressed. Further, when non-knocking does not occur, the ignition timing is advanced as much as possible near the knocking non-occurrence limit region to increase engine output (hereinafter referred to as knock control).

<Problems to be Solved by the Invention> However, in such conventional ignition timing control devices, when non-king occurs, the ignition timing is retarded by a fixed amount (for example, 1°) to suppress non-king. When the level is high, it takes time for the knocking to stop, and during this time there is a problem that the driver feels uncomfortable and the engine can be damaged.

The present invention has been made in view of the above circumstances, and an object of the present invention is to provide an ignition timing control device that can shorten the knocking settling time even when the knocking level is high.

Means for Solving the Problems> Therefore, as shown in FIG. 1, the present invention includes an ignition timing setting means A that sets the ignition timing according to the operating state of the engine;
knocking detection means B for detecting knocking; retardation amount setting means C for setting an ignition timing retard amount according to the level of detected knocking or the engine operating state corresponding to this knocking level; The present invention includes an ignition timing correction means D that retards the timing by the ignition timing retard amount, and an ignition control means F that operates the ignition plug E according to the corrected ignition timing.

In this way, when the knocking level is high, the retardation amount is increased to shorten the knocking convergence time.

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

2 and 3 show a first embodiment of the invention.

In FIG. 2, a control device 1 consisting of a microcomputer etc. receives a reference signal (corresponding to the engine rotational speed) and a position signal from a crank angle sensor 2.
An intake air flow rate detection signal from an air flow meter 3 and a non-king detection signal from a knocking sensor 4 as a non-king detection means are input.

The control device 1 operates according to the flowchart shown in FIG. 3, and outputs an ignition signal to the ignition plug 6 via the ignition device 5, which includes an ignition coil, a power transistor, etc., based on the set ignition timing, and performs ignition operation. It is supposed to be done.

The control device 1 operates according to the flow chart shown in FIG. 3, and outputs an ignition signal to the ignition plug 6 at a set ignition timing via an ignition device 5 consisting of an ignition coil, a power transistor, etc., so as to perform an ignition operation. It has become.

Here, the control device 1 controls the ignition timing setting means, the ignition timing correction means, and the retardation amount correction means.

Further, the control device 1 and the ignition device 5 constitute ignition control means.

Next, the operation will be explained according to the flowchart shown in FIG.

First, to explain normal ignition timing control, for example, the ignition timing is set based on the engine rotation speed and the engine load such as the basic injection amount, and an ignition signal is sent to the ignition plug 6 via the ignition device 5 at the set ignition timing. It outputs power and activates the ignition.

When a predetermined operating range (for example, medium speed/high load operating range) is exceeded during such ignition timing control, the following knock control is performed.

In S1, the knocking 4 detection signal is read.

In S2, it is determined whether or not knocking has occurred based on the detection signal of the non-king sensor 4. If YES, the process proceeds to S3, and if NO, the routine is ended.

In S3, the wrecking level (non-knocking intensity and integral value) is determined based on the detection signal of the knocking sensor 4.

In S4, a retard amount is set according to the determined knocking level. Specifically, the retardation amount is set to 1° when knocking at a small level, the retardation amount is set to 2° when knocking at a medium level, and the amount of retardation is set to 3° when knocking at a large level.
Set to °.

In S5, the ignition timing is corrected by subtracting the retard amount set to suppress knocking from the ignition timing in the normal ignition timing control.

In this manner, an ignition signal is outputted to the ignition plug 6 via the ignition device 5 at the obtained ignition timing, and the ignition is activated. Further, during knock control, when non-knocking occurs, the ignition timing is advanced as much as possible near the non-knocking limit region.

As explained above, since the amount of retardation is changed and set according to the knocking level, it is possible to bring the non-king to a halt in a short time when the knocking level is large, thereby reducing the driver's discomfort due to the non-king. This can prevent damage to the engine.

In the first embodiment, the amount of retardation is changed in three stages, but the amount of retardation may be determined to change continuously from a linear function using the wrecking level as a variable.

FIG. 4 is a flowchart illustrating a second embodiment of the present invention.

That is, in Sll, it is determined whether or not the operation is accelerated based on the opening change rate of the throttle valve, etc., and when the answer is YES, the process proceeds to S12, and when the answer is NO, the process proceeds to S13.

In 312, the retard amount is set to 2'', and the process proceeds to S14.

Here, during accelerated driving, a large level of knocking is likely to occur.

In S13, the retard amount is set to l6, and the process proceeds to S14.

In S14, it is determined whether or not knocking has occurred, and Y
When the answer is ES, the process advances to Sl5, and when the answer is No, the routine is ended.

In 315, the ignition timing is corrected by subtracting the retard amount set in 312 or S13 from the ignition timing.

Even in this case, knocking can be stopped in a short time even during acceleration operation where the knocking level is high.

Here, if the amount of retardation during steady operation is set small,
This is because if the retard amount is set to a large value during steady operation, the ignition timing will fluctuate greatly when knocking is erroneously detected, making control unstable.

<Effects of the Invention> As explained above, the present invention performs knock control by setting the retard amount according to the knocking level or related driving conditions, so that large-level knocking can be suppressed for a short time. This can prevent the discomfort caused by knocking and damage to the engine.

[Brief explanation of drawings]

Fig. 1 is a diagram corresponding to claims of the present invention, Fig. 2 is a structural diagram showing a first embodiment of the present invention, Fig. 3 is a flowchart of the same as above, and Fig. 4 is a flowchart showing a second embodiment of the invention. It is. ■...Control device 4...Knocking sensor...
Ignition device 6... Spark plug 5

Claims (1)

[Claims] ignition timing setting means for setting ignition timing according to the operating state of the engine; knocking detection means for detecting knocking; and ignition timing retardation according to the level of detected knocking or the engine operating state corresponding to this knocking level. ignition timing correction means for retarding the ignition timing by the ignition timing retardation amount when knocking occurs; and ignition timing correction means for igniting an ignition plug in accordance with the corrected ignition timing An ignition timing control device for an internal combustion engine, comprising a control means.