JPH04203266A - Electronic ignition device for internal combustion engine - Google Patents

Abstract

PURPOSE:To control an ignition time at the most appropriate delay angle and eliminate a deterioration of drivability by a method wherein an appropriate or inappropriate amount of correction of a delay angle is confirmed during an acceleration of a vehicle in response to a variation in aging of the vehicle and if it is inappropriate, the amount of correction of delay angle is corrected. CONSTITUTION:An accelerated state of an engine is detected by means 1, a constant of drivability corresponding to a shifting position of a transmission device during an acceleration is calculated by means 2 and at the same time the actual constant of drivability of the engine is calculated by means 3 in response to a variation of the number of rotation of the engine. A difference between the constant of drivability and the actual constant of drivability is calculated by means 4 and at the same time an amount of correction of delay angle is corrected by means 5 in response to this difference. A basic ignition time is calculated by means 6 in response to an operating state of the engine, and at the same time and a basic amount of delay angle is calculated by means 7 in response to a basic ignition time during an acceleration. A final amount of delay angle is calculated by means 8 in response to an amount of correction of delay angle and the basic amount of delay angle and at the same time the final ignition time is calculated by means 9 in response to the basic ignition time and the final amount of delay angle.

Description

[Detailed Description of the Invention] [Summary] In an electronic ignition system for an internal combustion engine that determines the final ignition timing by correcting a basic retard amount calculated from the basic ignition timing with a retard correction amount when the engine accelerates, At the same time, the drivability constant is read from the memory according to the shift 1 position of the transmission, and the actual drivability constant of the engine is calculated from the change in the engine speed when ignited at the final ignition timing, and from this constant and the memory. The read drivability constant is compared, and when the deviation is greater than a predetermined value, the retardation correction amount is corrected, and the retardation amount during acceleration is always maintained appropriately to prevent deterioration of drivability.

[Industrial Application Field] The present invention relates to an electronic ignition device for an internal combustion engine, and more particularly to an electronic ignition device for an internal combustion engine that can improve driving characteristics during vehicle acceleration.

Conventionally, in order to improve the driving characteristics (driveability) during acceleration of a vehicle equipped with an internal combustion engine, there is ignition timing control that smoothes the rise in engine torque at this time. Originally, it is better to advance the ignition timing in order to generate driving force when the vehicle accelerates, but if the ignition timing is advanced, a shock will occur during acceleration, which will actually worsen acceleration and drivability. . Therefore, in conventional ignition timing control during acceleration, the ignition timing is retarded by a predetermined amount for a certain period of time in order to prevent a shock during acceleration. There are two types of ignition timing retard control during acceleration: one that determines the retard amount depending on the engine load and engine speed, and another that always retards the ignition timing by a fixed amount. If this occurs, there is a risk that drivability during acceleration may deteriorate, and there is a need for an electronic ignition system for internal combustion engines that does not deteriorate drivability during acceleration, even if the vehicle or engine changes over time.

[Conventional technology]

An internal combustion engine that always retards the ignition timing by a certain amount when the engine accelerates is disclosed in, for example, Japanese Patent Application Laid-Open No. 63-201372. With internal combustion engines, drivability differs depending on the acceleration state. Furthermore, it cannot cope with deterioration in drivability due to aging of the engine.

Therefore, the retardation execution (2) during acceleration is determined and controlled based on the load and engine speed of the internal combustion engine. In this control, the load at the time of acceleration is determined by the intake air pressure of the engine, and the amount of retardation is generally determined using a map determined by this load and the rotational speed of the engine.

In other words, when the basic ignition timing is calculated based on the operating condition of the engine,
When determining acceleration, calculate the basic retard amount from this basic ignition timing, read out the retard correction amount from the map according to the engine load and engine speed, correct the basic retard amount with this retard correction amount, and calculate the corrected basic retard amount. The ignition timing is retarded by the amount of angle, and the ignition timing is set as the ignition timing during acceleration.

[Problems to be Solved by the Invention] However, in internal combustion engines where the amount of retardation is determined by changes in engine speed, there is no problem with aging of the engine, but from the perspective of drivability, Since the amount of retardation cannot be determined until after reading the change in engine speed,
There is a problem in that the determination of the amount of retardation for each acceleration is delayed, and drivability is also deteriorated.

The purpose of the present invention is to solve the above-mentioned problems with the conventional electronic ignition system for internal combustion engines, to be able to cope with aging of the vehicle, to check whether the retardation correction amount is appropriate or not when the vehicle accelerates, and to check if the retardation correction amount is inappropriate when the vehicle accelerates. Another object of the present invention is to provide an electronic ignition device for an internal combustion engine that can control ignition timing with an optimum retard amount by correcting the retard correction amount and does not deteriorate drivability.

[Means to solve the problem]

The structure of an electronic ignition system for an internal combustion engine according to the present invention that achieves the above object is shown in FIG.

An electronic ignition device for an internal combustion engine according to the present invention includes an acceleration detection means 1 for detecting an acceleration state of the engine, a drivability constant calculation means 2 for calculating a drivability constant according to a shift position of a transmission during acceleration, and an engine ignition device for an internal combustion engine. Due to changes in rotational speed,
an actual drivability constant calculation means 3 for calculating a drivability constant of the engine; a comparison means 4 for calculating the deviation between the drivability constant and the actual drivability constant; A retard correction amount correcting means 5 for correcting, a basic ignition timing calculation means 6 for calculating the basic ignition timing according to the operating state of the engine, and a basic retard amount calculation for calculating the basic retard amount from the basic ignition timing during acceleration. means 7, final retard amount calculation means 8 for calculating the final retard amount from the retard correction amount and the basic retard amount, and final ignition timing calculation means for calculating the final ignition timing from the basic ignition timing and the final retard amount. It is characterized by consisting of 9.

[Effect]

According to the electronic ignition system for an internal combustion engine of the present invention, when the engine accelerates, the basic retard amount calculated from the basic ignition timing is corrected by the retard correction amount to determine the final ignition timing, and acceleration is performed using this ignition timing. be exposed. Then, at the time of 11th gear, the driveability constant corresponding to the shift position of the transmission is read out from the memory, and the actual drivability constant of the engine is calculated from the change in the rotational speed of the engine ignited at the final ignition timing.

This actual drivability constant is compared with the drivability constant read from the memory, and when the deviation is greater than or equal to a predetermined value, the retardation correction amount is corrected. As a result, the amount of retardation during subsequent acceleration is always maintained appropriately, and deterioration of drivability is prevented.

〔Example〕

Embodiments of the present invention will be described in detail below with reference to the accompanying drawings.

FIG. 2 schematically shows an electronically controlled fuel injection type internal combustion engine (2) equipped with an embodiment of the electronic ignition system for an internal combustion engine according to the present invention.

In this figure, reference numeral 12 denotes a thrower valve which, in conjunction with an accelerator pedal (not shown), controls the amount of intake air taken into the combustion chamber of the engine. This throttle valve 12 is closed during idling operation, and the greater the engine load, the greater its opening degree. A potentiometer 14 is attached to the throttle valve 12, which outputs a voltage proportional to the opening degree of the throttle valve 12, and an idle switch 13 that detects when the throttle valve 12 is fully closed. It is provided. And the potentiometer 14 is A/
It is connected to the D converter 101, and the idle switch 1
3 is connected to an input/output (Ilo) interface 102 .

Further, a pressure sensor 3 for detecting the intake pressure in the intake pipe is provided in a surge tank 21 provided on the downstream side of the Scot 1 to 12 valves. For example, a semiconductor sensor using a silicon thin film that generates a potential difference due to strain proportional to pressure is used as the pressure sensor 3, and a pressure signal is extracted as a potential difference proportional to absolute pressure. This pressure signal is supplied to an A/D converter 101 with a built-in multiplexer of a control circuit 10, which will be described later.

A fuel injection valve 7 is provided for each cylinder, and when energized, the valve opens and supplies pressurized fuel from a fuel supply system (not shown) to the intake boat.

Distributor 4 has crank angle sensors 5 and 6.
Is connected, the crank angle Senry 6 outputs one reference position detection pulse every 30 ° (30 ° C / l), for example, and the crank angle sensor 5 rotates the disposal 1 to the rib -uuta axis. One pulse is output at a reference position (eg, top dead center of a specific cylinder) every two revolutions of the engine (every 720° CA) to determine the cylinder of the engine. The pulse signals of these crank angle sensors 5 and 6 are supplied to the input/output interface 102 of the control circuit 10, and the output of the crank angle sensor 6 is supplied to the interrupt terminal of the CPU 03.

In addition, in the cooling water passage W of the cylinder block of engine 1,
A water temperature sensor 11 is provided that detects the temperature of the cooling water and generates an alley LJ voltage proportional to the engine water temperature THW. The signal from this water temperature sensor 11 is also sent to A of the control circuit 10.
/D converter]01.

Further, the exhaust passage 8 is provided with a 0□ sensor 9 that generates an electrical signal according to the concentration of oxygen components in the exhaust gas.

The output of this 0□ sensor 9 is supplied to the input/output interface 102 via the buffer circuit 109 and comparison circuit 110 of the control output circuit 10.

The control circuit 10 is configured using, for example, one microphone and a computer, and includes the aforementioned A/D converter 101, human output interface 102, CPU2O5, and buffer circuit 10.
9. In addition to the comparison circuit 110, ROMI04, RA,
M2O3, backup RA Mill, and a bus 112 connecting these are provided.In addition, in the control circuit 10, a down counter 106, a flip-flop 107, and a drive circuit 10 are for controlling the fuel injection valve 7. . That is, the fuel injection amount TAIJ
is calculated, the fuel injection amount TAU is counted down by the down counter 1.
06 and the flip-flop 107
Sera 1 is also applied. As a result, the drive circuit 108 starts energizing the fuel injection valve 7. On the other hand, when the -1,0-1 down counter 106 counts the clock signal (not shown) and finally its carrier terminal reaches the "1" level, the flip-flop 107 is reset and the drive circuit 108, the energization of the fuel injection valve 7 is stopped.In other words, the fuel injection valve 7 is energized by the fuel injection amount 1' A 11 described in -1-, and therefore, the amount of fuel corresponding to the fuel injection amount TAU6.2 is energized. is sent into the combustion chamber of the engine body 1. Furthermore, the interrupt generation of CPU 1.03 is caused by A/
I) When the A/I) conversion of the converter 101 is completed, when the input/output interface 102 receives the pulse signal of the crank angle sensor 6, etc.

Detection signals from a vehicle speed sensor 1 and the like provided on a speedometer cable from a transmitter 16 are sent to the control circuit 10 in addition to the signals from the transmission controller 16 . In addition, the control circuit 10
If this happens, an ignition signal is output to the igniter built in the distributor 4, and depending on the dirt, the energization of the ``ζ" spark plug 15 is controlled, but since the dirt is not directly related to the present invention, the explanation will be omitted. .

The detection signal of the intake air amount data of the pressure sensor 3 and the cooling water temperature data TIIW are converted into binary signals by an A/D conversion routine executed at predetermined intervals, and each time the RA
, are updated and stored in a predetermined area of Mi05.

Next, the control circuit 1 in the engine 1 configured as described above
The operation of 0 will be explained using flowchart 1 in FIGS. 3 and 4.

FIG. 3 shows an example of control in the main routine of the control circuit 10 of FIG. 2, and here only the ignition timing retard control part during acceleration is shown (7). First, in step 301, it is determined whether or not there are retard control execution conditions during acceleration. The retard angle control is performed when all of the following execution conditions are satisfied, and when they are not satisfied (NO), the process proceeds to step 307, where ignition processing other than during acceleration is performed, and this routine ends.

(a) Not during a shift change (b) After or during acceleration control (C)
The engine is not decelerating (d) It is accelerating (e) It is within 1.5 seconds from the end of idling G) The engine speed is 3000 rpm or less - I
1 -- Then, when the following execution conditions are met, step 30
After the learned value update flag KG is set to "1" in step 2, it is determined in step 303 whether or not acceleration retard control is being executed. When the above execution conditions are satisfied and the process first proceeds to step 303, the answer is NO, so the process proceeds to step 304, where the basic retard amount is calculated. This basic retard amount can be determined using a map (not shown) or the like based on the basic ignition timing calculated from the operating state of the engine. In the following step 305, the final retard amount is calculated. This final retard amount is determined by correcting the basic retard amount by the retard compensation amount AACCG. Then the next step 306
Then, the final ignition timing is calculated by correcting the basic ignition timing by the final retard amount.

Once the final ignition timing is calculated in this manner, ignition processing is performed in step 307 using this final ignition timing.

In FIG. 4, the above-mentioned retardation correction amount ΔΔccc;? ! : This shows a procedure of an embodiment of the control of the present invention, which is learned and changed according to the aging of the engine or vehicle, and is executed as an interrupt routine every predetermined time, for example, every llm5.

First, in step 401, the previously detected engine speed Ne
is replaced as "Neold" in another location in RAM 1.05, and in the subsequent step 402, the current engine speed Ne is detected and stored in RAM 1.05 as Ne. In the following step I03, it is determined whether the engine is accelerating or not, and only when the engine is accelerating (YES), the process proceeds to step 404 to determine whether or not retard control is being executed. This is done by determining whether or not.

When it is determined that the retard control is being executed (YES), the process proceeds to step 405, and from the comparison between the current engine speed Ne and the previous engine speed Neold, it is determined whether the engine speed Ne is at the maximum value or not. Alternatively, it is determined whether the engine speed Ne is at a local minimum value, and only when it is determined that the engine speed Ne is not at a local maximum value or a local minimum value and is increasing or decreasing (NO), the process proceeds to step 406. When it is determined in step 403 that the engine is not accelerating (NO), when it is determined that retard control is not being executed (NO) in step 404, and when it is determined that the engine speed Ne is at the maximum or minimum value in step 405 (YES) ends this routine.

In step 406, it is determined whether the current engine speed Ne is greater than or equal to the previous engine speed N (older), and Ne≧Nc
When old (YIES), it is determined that the engine rotational speed Ne has increased, and the process proceeds to step 407, where the acceleration flag
[, 5 ETA to "111" and step 408
Then, the deceleration flag XENSETD is set to 11]
,, Determine whether it is ++ or not. Deceleration '7 Lag XENS
When the ETD is not “1” (No), set the engine speed Ne at the time when the knob 409 is levered to the maximum value of the engine speed.
Terminate this routine with ×, and set the deceleration flag XENS.
When ETD is 1'' (YES), the process advances to step 413.

- If Ne < Neol, d in step 406 (No), it is determined that the engine speed Ne is decreasing, and the process proceeds to step 4 +-O, where the acceleration flag XNIESETA or 1 is set.
″′ is determined.Here, the acceleration flag XNESI
If ETA is not “1” (NO), the process advances to step 412, and the acceleration flag XN E S TE T A is “1”.
” (YIES), the deceleration flag XENSETD is set to “1” in step 411, and the process proceeds to step 412.

In step 412, the value of the acceleration flag XIJES[T/l is set to 0'.

to end this routine.

Further, in step 413, which is proceeded when YP and S are reached in step 408, the deviation DL N E between the maximum value and the minimum value of the engine speed Ne is calculated as the maximum value of the engine speed obtained in step 4.09. From NEMAX to the previous engine speed Neo
ld, that is, calculated by subtracting the local minimum value. Then, in step 414, the value of the drivability constant TAACCG corresponding to the shift position is set to RAMI.
It is determined whether the value TAACCG read from O3 and the deviation 1) L N E between the read value TAACCG and the local maximum value and local minimum value of the engine rotational speed N'e are equal to each other in step 415. Then, when D L N E = TAACCG (YES), proceed to Stay 7'419 and set the aforementioned acceleration flag χNES.
ETA, the value of the deceleration flag Determine whether it is large.

Kokote, D L N IE≦T/IAccG (N
O) is the engine drivability constant TA-] stored in ROM2O3, 5--80 It is determined that the degree of deterioration of the actual engine drivability due to CG is small, and the process proceeds to step 417, where the ROM is
Drivability constant TAACCG stored in 105
Learning control is performed to increase the O value by 0.2°.

On the other hand, if DLNE > T to CCG (YES),
It is determined that the degree of deterioration of the actual engine drivability according to the engine drivability constant angle ACCG stored in the ROM 105 is large, and the process proceeds to step 418, where the RO
Drivability constant TAAC stored in M1.05
Perform the learning side '411 to increase the value of CG by 0.2°.

After updating the value of the engine drivability constant TAACCG in step 417 or step 41, the process proceeds to step 419 and the aforementioned acceleration flag
The routine clears li T A, the value of the deceleration flag XNESETD, and the local maximum value NEMAX of the engine speed, and also clears the value of the learning value update flag KG, and ends this routine.

Figure 5 shows Thai J and Char 1 explaining the control procedure in Figure 4.
It is ~. In the figure, (a) shows changes in intake pipe negative pressure, (b) shows changes in engine speed Ne, (C) shows changes in acceleration flag XNESETA, and (d) shows changes in deceleration flag XNESETD. (e) shows the retard angle correction amount A
It shows changes in ACCG. The iron accelerates the engine at time t1 and the engine rotation speed Ne increases, and at time t2
Assume that the engine rotational speed Ne takes a peak value (local maximum value) on the mountain side due to the natural vibration of the engine at time t3, and the engine rotational speed Ne takes a peak value (local minimum value) on the valley side at time t3. At this time,
The period from time t to time t2 will be referred to as area A, the period from time t2 to time t3 will be referred to as area B, and the area after time t3 will be referred to as area C.

In region A, the engine speed Ne is increasing, so Ne≧N
At this time, without indicating that it is in area A, the acceleration flag XENSETA is set to 1111+, and the deceleration flag
NH3ETD is left as "0". In region A, the local maximum value NEMAX of the engine speed is the same value as the value of the engine speed. The control procedure for determining this region A starts from step 406 shown in FIG. This is step 409.

Zunawaji, since Ne≧Neold in region A,
Proceeding from step 406 to step 407, step 4
At 07, the acceleration flag XNESETA becomes °'1''.

When the retard control during the previous acceleration is completed, both the acceleration flag XNESETA and the deceleration flag XNESETD are "0" as shown in step 9 of FIG. 4, so if the next step 408 is NO, the step Proceed to 409,
It is set as the engine speed Ne or the local maximum value NEMAX.

Next, when the engine speed Ne shifts from an increasing state to a decreasing state and enters region B, the engine speed Ne is decreasing in region B, so Ne < Neold, and at this time it is region B. Set the deceleration flag XENSETD to “1”
", and the acceleration flag XNESETA is set to '0".

Furthermore, in region B, the local maximum value NEMAX of the engine speed, which had been increasing up to that point, maintains its value.

The control procedure for determining this area B is step 40 in FIG.
6 to step 412. That is, area B
Since e < New, the process proceeds from step 406 to step 410, and in step 410 the acceleration flag
It is determined whether NESETfl is "1'". Immediately after transitioning from area A to area 13, the acceleration flag XNESEA is 1'', so at first step 410 to step 4
11, and in step 411 the deceleration flag χN Ii
Set S E T D to 1”. Then, proceed to step 4.
12, the acceleration flag XNESETA is set to "0''. Even if the engine speed Ne continues to decrease after this, the acceleration flag
ESETA is “0”, deceleration flag XNESETD is P1
”, and the local maximum value NEMAX of the engine speed also does not change.

After this, when the engine speed Ne shifts from the decreasing state to the increasing state again and enters the region C, the engine speed Ne is increasing in the region C, so Ne≧Neold, and at this time, the acceleration flag XENSIETA and the deceleration Flag XNESET
D is set to "0"', and the minimum value of the engine speed is subtracted from the maximum value NEMAX of the engine speed counted in the area A to find the deviation. This deviation corresponds to the actual drivability constant. Then, the engine drivability constant TAACCG corresponding to the current shift position is compared with the actual value of the actual drivability constant DLNE, and when there is a difference between the two, the engine drivability constant TAACCG is updated.

The control procedure for this region C is steps 413 to 419 in FIG. That is, in region C, Ne≧Ne
to be old, step 406 to step 40
7, and in step 407, the acceleration flag -] 9- After setting XNESETA to "1", the deceleration flag The deviation DLNE between the maximum value and the minimum value of
, 05.

Then, in step 415, the drivability constant TAACCG read from the RAM 1.05 and the actual drivability constant DLNE are compared, and if they are equal, the drivability constant T is stored in the RAM 1.05.
It is determined that there is no need to change ΔACCG and the process proceeds to step 419, but if they are different, the process proceeds to step 416 to determine which one is larger. In step 416, D L NE≦TA
In the case of ACCG, since the degree of deterioration of the actual engine drivability due to the engine drivability constant TAACCG stored in the ROM 105 is small, the process advances to step 417 and the value of the drivability constant TAIICCG stored in the ROM 105 is set to 0. .2' Performs learning control to increase the size. That is, the retard angle correction amount is increased to correct the drivability so as to approach the allowable limit. On the other hand, if D L N E > TAACCGKT (
If YES), the degree of deterioration of the actual engine drivability due to the engine drivability constant TAACCG stored in the ROM 105 is large, so step 4 is selected.
18, learning control is performed to reduce the value of the drivability constant TAACCG stored in the ROM 105 by 0.2°. After updating the value of the engine drivability constant TAACCG in step 417 or step 418, the process advances to step 419 and the aforementioned acceleration flag XNE is updated.
The values of SETA, the deceleration flag XNIESHTD, and the local maximum value NEMAX of the engine speed are cleared, and the value of the learning value update flag KG is cleared, and this routine ends.

As a result, from the next time onwards, KG will be set to "0" in step 404, so after the drivability value is updated by learning, the process will not proceed to step 405 and subsequent steps until the next acceleration.

In the above embodiment, R is applied only when the drivability constant TAACCG read from the RAM 105 and the actual drivability constant D L N E are equal.
Drivability constant TA stored in AM1.05
Although ACCG is not required to be changed, it may be unnecessary if the drivability constant TAACCG, which is stored in the RAM 105, is changed when the difference is within a predetermined value.

Figure 6 shows f! of the present invention. This is to explain the effects of the electronic ignition system of Engine A. FIG. 6(a) shows changes in the negative pressure in the intake pipe, and FIG. 6(b) shows changes in the basic ignition timing. When acceleration of the engine is determined, the basic ignition timing is retarded by the basic retard amount shown by the diagonal line upward to the right and the retard correction amount AACCG not shown by the diagonal line downward to the right.

Conventionally, the value of this retard correction amount AACCG did not change, but in the electronic ignition system for an internal combustion engine of the present invention, the value of this retard correction amount AACCG is corrected according to the state of the engine. You can accelerate with the same driving feeling as when it was new.

〔Effect of the invention〕

As explained above, according to the electronic ignition system for an internal combustion engine of the present invention, it is possible to cope with aging of the vehicle and engine, and it is possible to check whether the retardation correction amount is appropriate or not when the vehicle accelerates, and to check whether the retardation correction amount is inappropriate or not. In some cases, by correcting the retardation correction amount, the ignition timing can always be controlled with the optimum retardation amount, and drivability is not deteriorated.

[Brief explanation of the drawing]

FIG. 1 is a diagram explaining the principle of an electronic ignition system for an internal combustion engine according to the present invention, FIG. 2 is an overall diagram of an internal combustion engine controlled by the electronic ignition system for an internal combustion engine according to the present invention, and FIG. FIG. 4 is a flowchart showing the retard time correction procedure of the electronic ignition system of the internal combustion engine of the present invention, and FIG. 5 shows the timing relationship of the control procedure of FIG. 4. Fig. 1 and Fig. 6 are diagrams showing the effects of the electronic ignition system for an internal combustion engine according to the present invention. DESCRIPTION OF SYMBOLS 1... Internal combustion engine, 3... Pressure sensor, 5.6... Crank angle sensor, 7... Fuel injection valve, 10... Control circuit, 15... Spark plug, 16... Transmission, 17... Vehicle speed sensor, 104... ROM. 105...RAM.

Claims (1)

[Scope of Claims] Acceleration detection means (1) for detecting the acceleration state of the engine; drivability constant calculation means (2) for calculating a drivability constant according to the shift position of the transmission during acceleration; and engine rotation speed. an actual drivability constant calculation means (3) for calculating the drivability constant of the engine based on a change in the drivability constant; a comparison means (4) for calculating the deviation between the drivability constant and the actual drivability constant; a retard correction amount correction means (5) for correcting the retard correction amount according to the engine operating condition; a basic ignition timing calculation means (6) for calculating the basic ignition timing according to the engine operating condition; A basic retard amount calculation means (7) for calculating a basic retard amount, a final retard amount calculation means (8) for calculating a final retard amount from a retard correction amount and a basic retard amount, and a basic ignition timing. An electronic ignition device for an internal combustion engine, comprising: final ignition timing calculation means (9) for calculating final ignition timing based on a final retard amount.