JPH04501903A - Ignition angle control device for internal combustion engine - Google Patents

Abstract

(57) [Summary] This bulletin contains application data before electronic filing, so abstract data is not recorded.

Description

[Detailed description of the invention] Ignition angle control device for internal combustion engine The invention relates to at least one cylinder point of an internal combustion engine according to the preamble of claim 1. This invention relates to a firing angle control device.

(U.S. Patent No. 4,727,642) In an Otto engine, the ignition angle has a decisive effect on engine power and fuel consumption. institution As the rotational speed increases and the air-fuel ratio increases, the ignition angle must be adjusted further and further forward. No. Operating parameters such as engine load and engine temperature are determined at or near the ignition point. Affects the corners. Previously, characteristic areas were tested on the engine inspection table for each engine type. Or, the fuel consumption state and emissions are determined by the test and are determined by the subsequent driving test. Optimized according to predetermined criteria measures, such as gas running characteristics. do it like that The determined ignition angle-characteristics are stored electronically and the ignition characteristics of the engine are It is maintained in an undisturbed condition throughout its lifetime.

In the device known from U.S. Pat. No. 4,727,842, the timing of ignition of an internal combustion engine is controlled as follows: peak pressure position following ignition (maximum combustion space the crankshaft position (source of pressure) is within a predetermined setpoint or predetermined setpoint range. occurs in the region (which is stored in the characteristic region that depends on the operating point). controlled to do so.

The problem of the present invention is based on the expensive test bench for optimization of the ignition characteristic range. - and driving - improvements to devices of the type mentioned at the outset, so that tests are no longer necessary. I decided to do it.

This object is achieved by the requirements defined in the characterizing part of claim 1.

Advantageous developments of the invention are indicated in the dependent claims.

The present invention will be explained in detail using figures.

FIG. 1 is a schematic diagram of a cylinder; rgJ2 is a block connection diagram of the device of the present invention.

FIG. 1 shows the combustion space, the piston, the inlet and outlet channels, the corresponding valves and the spark plug. FIG. 2 is a cross-sectional view of a cylinder of an internal combustion engine having a pressure sensor and a pressure sensor. The above ignition plug An ignition pulse Z is supplied via the ignition coil at connection point a. The ignition spark causes The triggered combustion increases the pressure in the combustion space of the cylinder. this pressure is detected and evaluated by a pressure sensor located in the combustion space. The evaluation is as follows In other words, when the combustion space pressure reaches its maximum value or peak value, Nink axis position! is detected and stored. The details in Figure 1 show The diagram shown shows the relationship between combustion space pressure and crankshaft position.

FIG. 2 shows a control device for the ignition angle of a cylinder of an internal combustion engine. Connect line G to subtraction element A. A setpoint value P5OLL for the peak pressure position is supplied via. The above subtraction element The actual value of the peak pressure position P ist is supplied to a further input of . The above subtraction element The output signal to the child (which should take the value zero (actual value bifurcated constant value)) is DID- A correction signal is supplied to a controller B, at the output of which a correction signal appears. This correction value Depending on the ignition angle taken from other characteristic areas - the pre-control value may be early or late ignition. It changes depending on the control strategy (control method) in the direction.

The corrected ignition angle Z is supplied to the ignition coil via input a of the control section.

On the output side of the control section is the actual value of the peak pressure position P19. appears and this fruit The actual value is applied to the second input of the subtraction element A. The components of the device have been explained so far. The device components known from U.S. Pat. No. 4,727,842 corresponds to

The ignition angle Z for the ignition of the cylinder in question every 720' and accordingly The detected peak pressure position is supplied to the discriminator C and stored therein. above knowledge The separate device C is preferably configured as a microprocessor and continuously performs the "zone identification function". Therefore, the ratio of the peak pressure position change to the ignition angle change for successive ignitions is estimated. Ru. One float at a time from a representative number of stored actual values of peak pressure positions. A dynamic (fluctuating) dispersion value is determined, and a measurement window is determined depending on the value of this dispersion value. , that is, relative to the crankshaft position centered on the set value P+s of the peak pressure position. The width of the measurement window to be formed is determined.

The allocator circuit contains the ratio value determined by the discriminator C and the peak pressure. The following values for the control quality of the control circuit for the position are provided. Both values above depends on the allocator circuit (which is essentially addressable RAM) ) outputs the controller parameters, and these parameters are passed through the PID Supplied to controller B.

Therefore, the control parameters can be determined by identifying the ignition angle - peak pressure position - control section. The tracking control of the controller allows for optimal transient response characteristics of the control circuit. Above control The circuit is used for rapid pre-control of the ignition angle, and such a rapid ignition angle Pre-control takes place when: the measured actual value of the peak pressure position is outside the measurement window or when a rapid output change is required.

On the other hand, if the actual value is within the measuring window, a relatively slow control (not shown) is activated and this controller determines the maximum engine power for a given operating point. The ignition angle is optimized. Such an optimization method has been published as a patent application in the Federal Republic of Germany. It is publicly known from Japanese Patent Publication No. 2952073. The indicated mean pressure, pdV, i.e. The linear integral provides a measure for the delivered engine power. In order to remove it, the pressure The pressure signal picked up by the sensor is multiplied by the volume-proportional crank angle position. are added up and evaluated for each movement (work) cycle regret.

The above values for the control quality are based on the microprocessor μP (in which the value is (stored depending on car data and operating parameters).

Such operating parameters include, for example, engine speed, engine load, and air temperature. , air temperature, air/fuel ratio, engine temperature, etc. Manufacturer data includes the following data. content of the data, i.e. the predetermined operating conditions, e.g. full load or acceleration The data content indicates that the air/fuel ratio is set to a predetermined value, for example 0.9. It is so-called.

Another characteristic area provided in the microprocessor μP includes the operating parameters described above. The set value P5OLL for the peak pressure position is stored depending on the meter. . The set value is supplied via line G to subtraction element A.

Under static engine operating conditions, i.e. over multiple engine cycles. is a constant load condition (this means that slight changes in rotation speed or changes in load condition caused by the driver) (characterized by a slight requirement for Actual value P1 of the peak pressure position associated with the optimal ignition angle determined by the controller 3. exists in the microprocessor μP for the set value PSOLL (provided accepted) within the characteristic area. Before writing those values into the characteristic area The above values are maintained for given manufacturer data such as engine knocking. , exhaust gas values, etc. are checked and corrected as necessary. It will be done.

In this way, a characteristic field adapted to the engine is formed adaptively during engine operation, Procedural amendment (voluntary) depending on this characteristic area November 2, 1991? Day

Claims (4)

[Claims] 1. Peak measured using a pressure sensor placed within the combustion space of the cylinder Actual value of pressure position (crank angle under maximum combustion space pressure) and crank angle related Depending on the deviation from a predetermined setpoint located within a predetermined measurement window, the internal In a device for controlling the ignition angle for at least one cylinder of a combustion engine , - A microprocessor is provided, which processor has a manufacturer's - data and operating parameters are input, and the processor also outputs them. Depending on the value, the setpoint for the peak pressure position and controller quality will be output. It is composed of - A discriminator is provided, and depending on the discriminator, changes in ignition angle and changes in peak pressure position are detected. It is configured so that the ratio between - An allotta device is provided, which includes changes in ignition angle and peak pressure level. The ratio to the position change and the value for the controller quality are input, and the allotter device Depending on the location, the controller parameters associated with the above input quantities may be read from memory. - A relatively slow control circuit is provided. Depending on the control circuit, the actual value of the peak pressure position may be within the measurement window. If the ignition angle is configured to be optimized for maximum power, - For static engine operation, the peak pressure position is associated with the optimum ignition angle. A value is provided in the microprocessor for the set value of the peak pressure position. is configured such that it is written in a characteristic area and is preferably taken out from this characteristic area. An ignition angle control device for an internal combustion engine, characterized in that: 2. when the actual value of the peak pressure position is outside the measurement window or when a rapid output change is required. ignition angle and controller parameters. The device according to claim 1. 3. A representative number of actual values of the peak pressure position is memorized and from there calculated for its variance. The value of the set point for the peak pressure position is determined, and the value of the set point corresponding to the peak pressure position is determined, corresponding to the value of the variance in question. Claim characterized in that the value of the variance of the width of the measurement window on both sides is changed. 1. The device according to 1. 4. The set value of the peak pressure position, which corresponds to the optimum ignition angle, falls into the adaptive characteristic region. Check for maintenance of specified manufacturer data (engine knock, exhaust gas values) before writing. 2. The device according to claim 1, wherein the device is adapted to be checked and optionally corrected.