JPH0315660A - Knocking control device for internal combustion engine - Google Patents

Abstract

PURPOSE:To prevent the sudden change of an intake air amount by applying the constitution wherein the higher value of an intake air amount value and an intake air amount value as operated and processed is used as an intake air amount value under an high engine load when an intake air amount in a high engine load range exceeds the predetermined value, and controlling ignition timing with a map from the aforesaid higher value. CONSTITUTION:In the system wherein an ignition coil IGT is controlled with a control part 52 for controlling ignition timing, the control part 52 is made to operate the ignition timing on the basis of output signals from an airflow meter 16, a knock sensor 60, an O2 sensor 66, a crank angle sensor 70 and the like. Namely, the required ignition timing is obtained from the map of an intake air amount value as an engine load and an engine speed value for controlling the ignition timing. In addition, when an intake air amount value in a high engine load range exceeds the predetermined value, the higher value of the intake air amount value and an operated and processed value available therefrom is adopted as an intake air amount value in the high load range, and ignition timing required for the high load range is operated from the map of the the aforesaid higher value and an engine speed value.

Description

[Detailed Description of the Invention] [Field of Industrial Application] The present invention relates to a knock control device for an internal combustion engine, and particularly to an internal combustion engine that can prevent the occurrence of knock in a high load range of the internal combustion engine and can be advantageous in terms of output. The present invention relates to a nonoku control device.

[Conventional technology]

In an internal combustion engine, the required ignition timing changes depending on various factors such as operating conditions and air-fuel mixture ratio. In order to satisfy such a required ignition timing, there is a system that controls the ignition timing to the required ignition timing using a map of the intake air amount value, which is the load of the internal combustion engine, and the rotational speed value.

In this way, when the ignition timing is controlled and the knock control is performed to prevent knock, the basic fuel injection pulse of the fuel is detected when the intake throttle valve opening of the internal combustion engine is detected to be near the fully open position of the intake throttle valve. By searching a map and determining the ignition timing using the smoothed basic fuel injection pulse width and internal combustion engine rotation speed, it suppresses the occurrence of knocking due to variations in the basic fuel injection pulse width when the intake throttle valve is fully open. There is (Japanese Unexamined Patent Publication No. 63-129169 ¥ old).

[Problem that the invention seeks to solve]

By the way, in order to prevent the occurrence of knock in internal combustion engines, MBT (Minimum SP a
rk Advance for Bes
(t Torque, the minimum ignition advance angle necessary to generate the maximum shaft torque under a certain operating condition) There are some that perform knock control to retard the ignition timing by about 3 to 5" CA.

However, by controlling the angle to the retarded side, the output decreases, resulting in a disadvantage in terms of output. In addition, in high-output internal combustion engines equipped with a turbocharger, etc., even if knock control is applied, during acceleration operation in the high load range with the intake throttle valve fully open, the accelerator pedal may be released for a short period of time and then depressed again. If the intake throttle valve is suddenly closed or opened due to excessive fanning, the ignition timing may change suddenly due to a sudden change in the amount of intake air, resulting in acceleration or deceleration.

In other words, in a high load range near the fully open intake throttle valve, the increase in load is delayed in order to prevent knocking. In addition, although the load is detected using an air flow meter, it may malfunction in response to sudden and transient changes. In other words, changes may occur that are larger than they actually are.

For this reason, if you press the accelerator pedal, even if it malfunctions during acceleration, the engine will retard and no knock will occur, but during transient deceleration, the engine will advance and cause knock. .

[Purpose of the invention]

SUMMARY OF THE INVENTION Therefore, an object of the present invention is to prevent knocking caused by sudden closing/opening operations of an intake throttle valve in a high load range of an internal combustion engine, improve drivability, and provide an advantage in terms of output. The object of the present invention is to realize a knock control device for an internal combustion engine that can be implemented at low cost.

[Means for solving problems]

In order to achieve this object, the present invention controls the ignition timing to the required ignition timing by using a map of the intake air amount value, which is the internal combustion engine load, and the internal combustion engine rotation value, and also controls the intake air amount value in the high load region of the internal combustion engine. If the set value is exceeded, either the intake air amount value or the calculated intake air amount value obtained by predetermined calculation processing of this intake air amount value is set as the high load region intake air amount value, Is the ignition timing controlled to the required ignition timing in the high load region using this map of the intake air amount value in the high load region and the internal combustion engine speed? The present invention is characterized in that it is provided with a control means for controlling ffll.

[Effect]

According to the structure of the present invention, the maximum output is obtained by controlling the ignition timing to the required ignition timing by the control means using a map of the intake air amount value, which is the internal combustion engine load, and the internal combustion engine rotation value. In addition, when the intake air amount value in the high load region of the internal combustion engine exceeds the set value by the control means, the intake air amount value and the calculated intake air amount value obtained by predetermined calculation processing of this intake air amount value are added. The larger value of the above is set as the high load region intake air amount value, and the ignition timing is controlled to the high load region required ignition timing using a map of this high load region intake air amount value and the internal combustion engine rotation value. It is possible to prevent sudden changes in the amount of intake air due to sudden closing/opening operations of the intake throttle valve in the load range, thereby preventing sudden changes in ignition timing.

〔Example〕

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

1 to 4 show embodiments of this invention. 1st
In the figure, 2 is an internal combustion engine, 4 is a supercharger configured by a compressor sink 6 and an exhaust turbine 8, 10 is an intake passage, and 12 is an exhaust passage.

The first intake passage lO- on the upstream side of the compressor saucer 6 of the supercharger 4
1 is provided with an air cleaner l4 and an air flow meter 16. Further, the second intake passage 10 - 2 on the downstream side of the compressor 6 communicates with a third intake passage 10 - 3 formed in a throttle body 20 provided with an intake throttle valve 18 . The third intake passage lO− of this throttle body 20
3 is a fourth intake passage 10 formed in the intake manifold 22;
It is connected to 14th. The downstream end of the fourth intake passage 10-4 is connected to the combustion chamber 26 of the internal combustion engine 2 via the intake valve 24.
is connected to.

A spark plug 28 is provided in the combustion chamber 26, and an exhaust valve 3
0 to the upstream side of the first exhaust passage l2-1. The exhaust turbine 8 of the supercharger 4 is provided on the downstream side of the first exhaust passage l2-1.
The downstream side communicates with the second exhaust passage 12-2.

A fuel injection valve 32 is mounted on the intake manifold 22 so as to be oriented toward the combustion chamber 26 . Fuel from a fuel tank (not shown) is fed under pressure to the fuel injection valve 32 through a fuel supply pipe 34 .

A fuel pressure regulator 36 is provided in the middle of the fuel supply pipe 34 to adjust the pressure of the fuel.

The third intake passage 103 of the throttle body 18 includes:
A high-bus passage 38 is provided that bypasses the intake throttle valve l8. This bypass passage 38 is provided with an idle air amount control valve 40 . Idle air amount control well 40
The system opens and closes the high-pass passage 38 to increase or decrease the amount of air and stabilize the idle speed when the idle speed needs to be adjusted due to startup, high temperature, increased electrical load, or the like. In addition, numeral 42 is a switching valve for air conditioner, numeral 44 is a switching valve for power steering, and numeral 46 is a switching valve for power steering.
is the air regulator.

Further, the high voltage generated by the ignition coil 48 is distributed and supplied to the spark plug 28 by the distributor 50, and the spark plug 28 is ignited.

The fuel injection valve 32, the idle amplifier control valve 40, the various switching valves 42 and 44, and the ignition coil 48 are each connected to a control section 52 as a control means. Note that the ignition coil 48 is connected to the control section 52 via a power unit 54. This control unit 52 includes an air flow meter 16 that detects the amount of intake air, and a cooling water passage 5.
A water temperature sensor 58 that detects the temperature of the cooling water in the first intake passage 10-1, a non-cooling sensor 60 that detects the occurrence of leakage, a throttle sensor 62 that detects the opening state of the intake throttle valve 18, and an intake air temperature sensor provided in the first intake passage 10-1. An intake air temperature sensor 64 that detects
, an 02 sensor 66 provided in the second exhaust passage 12-2 that detects the oxygen concentration in the exhaust gas, a vehicle speed sensor 68 that detects the engine speed, and a crank angle sensor 7 that detects the crank angle.
Various sensors and devices such as 0 are connected. In addition, the code 72 is the bathoteri, the code 74 is the main suisochi, the code 7
6 is a thermo fuse, 78 is an alarm relay, and 80 is a warning light.

As shown in FIG. 2, the control unit 52 has, on the human power side, a bathoterial voltage 1B, an air flow meter output Vs, an intake air temperature sensor output THA, a water temperature sensor output THW, a Ne signal N+-N-, and a starter signal. STA1 throttle sensor output VTA-I DL, control signal KNK, and ignition fail IGF are manually operated.

In order to control the ignition timing using these manually input signals, the ignition coil on the output side [is output to the GT]. That is, the control unit 52 controls the ignition timing to the required ignition timing based on a map of the intake air amount value, which is the internal combustion engine load, and the internal combustion engine rotation value, and also controls the ignition timing to the required ignition timing, and also prevents the intake air amount value in the high load region of the internal combustion engine from exceeding the set value. In this case, the higher of the intake air amount value and the calculated intake air amount value obtained by predetermined calculation processing of this intake air amount value is set as the high load region intake air amount value, and this high load region The ignition timing is controlled to the required ignition timing in the high load range based on a map of the intake air amount value and the internal combustion engine rotation value.

Furthermore, in addition to the signal, the control section 52 also provides, on the input side,
Air conditioner signal AC, vehicle speed signal SPD-ECU ground El
, sensor system ground E2, test terminal Ts, power system ground E○1, diagnosis start signal DN, 02 sensor OX, and bank amplifier power supply 1BB are input. These signals control fuel injection control, idle speed control, fuel pump control, relay control, diagnostic output, turbo meter control, ■S
For V control, output side fuel injection valve #10, fuel bon relay FD, EGR-V EGR, canister purge V PUG, rsc-V ISC, turbo indicator lamp TIL, diagnostic output lamp DNL
, output to the 5V power supply VCC.

Next, the operation will be explained according to FIG.

In Fig. 3, TPGRD: Ignition mass intake air amount value N: Annealing number TPABSE: Annealing value of TPGRD KSTPAMA
X: A certain value of the intake air amount in the high load area (predetermined value) ΔTP: Hysteresis TPESA: The intake air amount value on the table used in the high load area (However, when STA is ON, the F/C Time is NORMAL
CONTROL. ) When control starts (1 0 0), it is determined whether TPGRD exceeds a predetermined value KSTP AMAX (1 0 1). At this time, KSTPAMAX includes (KSTPAMAX - ΔTP) in consideration of hysteresis ΔTP, and it is determined whether TPGRD exceeds KSTPAMAX.

If the determination in step 101 is NO, normal ignition timing control is performed to control the required ignition timing using a map of intake air amount and rotational speed (102).

If the judgment of the step 101 is YES, (previous TPGRDX (N-1) 10th current TPGRD)/N is calculated in a predetermined manner to obtain TPABSE (1 0 3)
. Then, the larger value of TPC;RD and TPABSE is set as TPESA (l04), and the required ignition timing is controlled in the high load range using this TPESA map,
The end is (1 0 5). In addition, Stesop (104
), if the amount of intake air has not increased, normal control is performed.

That is, below the high load range, various correction advance angle values are further calculated based on a map of the intake air amount value and the engine speed value to control the required ignition timing. This operation is AESA=
ABSE+ATHW+A ISC-ATHA-AKNK
It is calculated using the following formula.

In addition, AESA: Final advance angle straight ABSE: Basic advance angle value ATHW: Coolant temperature correction advance angle value AISC: Idle stabilization correction advance angle value ATHA: Intake temperature correction advance angle value AKNK: Nosoku correction advance angle value, map Search by. However, AISC-O
In this case, the calculation lead angle is rounded by 1/2 (AESA = (previous AESA + current AESA)/2). Ignition timing is ignition timing (゜BTDC) - AESA
(decimal conversion value) x 0.3516 (resolution) - 5 (
(offcent) is determined by the delay of one series.

Thereby, the maximum output is obtained by controlling the ignition timing to the required ignition timing.

In a high load range of an internal combustion engine, knocking is likely to occur particularly during acceleration/deceleration in a high load range, that is, when the accelerator pedal is turned in a high load range. Therefore, in the high load range, the intake air amount value (TPGRD) is set to the set value (KST).
PAMAX), the intake air at that point l{JTPGRD and this intake air amount value TPGKD
Compare this value to 1/N, that is, TPABSE, which is the calculation-processed intake air amount value, and compare the larger value with the ignition control map to determine the value in the high load range. Controls the required ignition timing and prevents the occurrence of sparks.

In this case, the higher the load of the internal combustion engine, the more likely knocking will occur due to a sudden change in ignition timing, so it can be said that knocking is prevented by preventing sudden changes in ignition timing.

By controlling in this manner, results as shown in FIG. 4 were obtained. That is, in the past, when the accelerator pedal was operated in a high load range when the intake throttle valve was previously activated, a large noise was generated during deceleration when the accelerator pedal was released. As shown in Fig. 5, the acceleration of the accelerator pedal causes a rapid intake air amount value TP within a time of about 100 ms.
Causes changes in GRD. Due to this sudden change in the intake air amount value, the calculated final advance angle value AESA deviates significantly toward the advance side, causing a slow speed drop.

Therefore, by controlling as shown in FIG. 3, the high-load region intake air amount value T obtained through calculation processing as shown in FIG.
Since PESA changes slowly, the final advance value AESA
This prevents the occurrence of knocking from occurring.

As a result, it is possible to improve drivability, and by controlling the ignition timing to be more advanced than before, it is possible to reduce the decrease in output, especially in the high supercharging and high load range of internal combustion engines equipped with a supercharger. It can be avoided and advantageous in terms of output. Furthermore, it can be easily added to an existing control device by partially changing the program of the control means, and can be implemented at low cost, which is advantageous in practice.

〔Effect of the invention〕

As described above, according to the present invention, the maximum output is obtained by controlling the ignition timing to the required ignition timing by the control means using a map of the intake air amount value, which is the internal combustion engine load, and the internal combustion engine rotation value. In addition, when the intake air amount value in the high load region of the internal combustion engine exceeds the set value by the control means, the intake air amount value and the calculated intake air amount value obtained by predetermined calculation processing of this intake air amount value are added. The larger value of the above is set as the high load region intake air amount value, and the ignition timing is controlled to the high load region required ignition timing using a map of this high load region intake air amount value and the internal combustion engine rotation value. It is possible to prevent sudden changes in the amount of intake air due to sudden closing/opening operations of the intake throttle valve in the load range, thereby preventing sudden changes in ignition timing.

In this way, by preventing sudden changes in the amount of intake air due to sudden closing and opening operations of the intake throttle valve in high load ranges, and preventing sudden changes in ignition timing, the ignition timing is controlled to be unnecessarily advanced. Never. Therefore, when the vehicle is tilted under high load by releasing the accelerator pedal for a short period of time and then depressing it again, it is possible to prevent the occurrence of knocking during deceleration, thereby improving drivability. In addition, by being able to control the ignition timing to be more advanced than before, it is possible to avoid a drop in output in the high supercharging/high load range of an internal combustion engine equipped with a supercharger, making it advantageous in terms of output. . Further, according to the present invention, it can be easily added to an existing control device by partially changing the program of the control means, and can be implemented at low cost, which is advantageous in practice.

[Brief explanation of drawings]

1 to 4 show embodiments of the present invention, FIG. 1 is a schematic diagram of the knock control device, FIG. 2 is a control diagram, FIG. 3 is a flowchart of the control, and FIG. Figure 4 (A)-(E
) is a control timing chart. FIGS. 5A to 5E are conventional timing charts. In the figure, 2 is an internal combustion engine, 4 is a supercharger, 1o is an intake passage, 12 is an exhaust passage, 16 is an air flow meter, 18 is an intake throttle valve, 28 is a spark plug, 32 is a fuel injection valve, 4
8 is the ignition coil, 50 is the distributor,
52 is a control unit, 58 is a water temperature sensor, 60 is a nosoku sensor, 62 is a surosotoru sensor, 64 is an intake air temperature sensor, 66
02 sensor, 68 a vehicle speed sensor, and 70 a crank angle sensor. Figure 2

Claims (1)

[Claims] 1. The ignition timing is controlled to the required ignition timing by a map of the intake air amount value, which is the internal combustion engine load, and the internal combustion engine rotation value, and if the intake air amount value exceeds the set value in the internal combustion engine high load region, the intake air amount value is controlled to the required ignition timing. The higher of the air amount value and the calculated intake air amount value obtained by performing predetermined calculation processing on this intake air amount value is defined as the high load region intake air amount value, and this high load region intake air amount value and 1. A knock control device for an internal combustion engine, comprising a control means for controlling ignition timing to a required ignition timing in a high load range based on a map with the internal combustion engine rotational speed.