JPH05321803A - Ignition timing controller of internal combustion engine - Google Patents

Abstract

PURPOSE:To perform a precise phase control in the ignition timing controller of an internal combustion engine which suppresses acceleration shock and torsional vibration during acceleration. CONSTITUTION:An ignition timing controller is constructed in such a way as comprising a lag control means A3 which controls a lag to reduce acceleration shock immediately when an acceleration state is found A2, and a phase control means A4 which controls ignition timing for generating an engine torque, whose phase is opposite to the acceleration vibration phase, to reduce the acceleration vibration generated in a vehicle during its acceleration after a lag control is performed. It also comprises rotational speed change detecting means A5 which detects the change of a rotational speed, and a switching means A6 which switches an ignition timing control from the lag control means A3 to the phase control means A4, when the change of a rotational speed supplied from the rotational speed change detecting means A5 reaches the predetermined positive value at the first time after an acceleration state is found by the acceleration detecting means A2.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an ignition timing control system for an internal combustion engine, and more particularly to an ignition timing control system for an internal combustion engine which suppresses acceleration shock and torsional vibration during acceleration.

[0002]

2. Description of the Related Art In recent years, internal combustion engines for automobiles have a structure in which fuel injection control is performed by using a microcomputer for the purpose of reducing fuel consumption and improving emissions. An internal combustion engine equipped with this fuel injection control device supplies fuel with good responsiveness according to the engine operating state. For this reason, during acceleration operation, the engine torque follows the change in the opening of the throttle valve with good responsiveness and rapidly increases, causing an acceleration shock due to sudden acceleration.

On the other hand, it is known that, when the engine torque of the internal combustion engine changes abruptly as described above, torsional vibration occurs in the drive system that transmits the output of the internal combustion engine to the drive wheels.
Further, since the vehicle has a large weight and a large inertia, it cannot follow the rapid output increase of the engine with good responsiveness, and when the vehicle shifts from the steady state to the acceleration state, the vehicle reciprocates (fluctuations in the front-rear G of the vehicle). ) Caused jerky vibration.

When this torsional vibration or jerky vibration (hereinafter, the vibration generated at the time of acceleration is generated at the time of acceleration) is generated in the drive system, the vehicle vibrates back and forth to deteriorate the driver's viability and the traveling stability. descend.

Therefore, in order to reduce the acceleration shock,
The ignition timing is retarded at the start of acceleration (hereinafter, this control is referred to as retard control), and the vibration during acceleration that occurs thereafter is suppressed, so that the phase of the engine torque is opposite to the phase of the vibration during acceleration. There has been proposed an ignition timing control device configured to control the ignition timing (hereinafter, this control is referred to as phase control) (for example, Japanese Patent Laid-Open No. 64-24168).

Conventionally, in this kind of ignition timing control device, the retard angle control is first performed for a predetermined time, and after the predetermined time has elapsed, the phase control is subsequently started.

[0007]

The time when the vibration during acceleration begins will be considered. In the case of performing acceleration as described above, the driver does not always step on the accelerator pedal constantly, but depresses weakly or strongly depending on the driving situation. When the accelerator pedal is weakly depressed, the engine torque generated is small, so the start timing of the vibration during acceleration is delayed. On the other hand, when the accelerator pedal is strongly depressed, the engine torque that is generated is large, so the start time of the vibration during acceleration becomes early. Further, the start timing of the vibration during acceleration also changes depending on the state of the vehicle (for example, the number of passengers) and the road state (uphill or downhill) because the load applied to the internal combustion engine changes. As described above, the timing at which the vibration during acceleration actually starts varies depending on various conditions.

However, in the conventional ignition timing control device,
Regardless of the above-mentioned various conditions of the vehicle, since the phase control is configured to be started after the execution time of the predetermined retard angle control has passed, the phase control is performed despite the start of the vibration during acceleration. There is a problem in that the phase control may not be carried out, or the phase control may be carried out even though the vibration during acceleration has not started, so that it is not possible to carry out a truly accurate phase control.

Further, in order to control the vibration during acceleration most effectively, the energy storage amount is calculated from the time when the throttle opens and the engine torque is generated, that is, from the time when the torsional energy that causes the vibration starts to be stored. Should be detected and the ignition timing control should be performed accordingly. However, the accumulated amount of torsional energy cannot be detected because it does not appear as any physical movement (phenomenon).

Therefore, the start of the vibration during acceleration is regarded as the rising point of rotation by using the detectable phenomenon that the number of rotations increases.
An object of the present invention is to provide an ignition timing control device for an internal combustion engine, which can perform more effective phase control by starting the phase control as early as possible.

[0011]

FIG. 1 shows the principle of the present invention.

The above-mentioned problem is solved by the acceleration detecting means (A) for detecting that the internal combustion engine (A1) is in an accelerating state, as shown in FIG.
2) and, when the acceleration detection means (A2) detects that the internal combustion engine (A1) is in an accelerating state, the retard control means (A3) for immediately performing retard control for reducing the acceleration shock, and After carrying out the retard control by the retard control means (A3), in order to reduce the acceleration vibration generated in the vehicle equipped with the internal combustion engine (A1) during acceleration, in order to reduce the phase of the acceleration vibration and the opposite phase. Phase control means for controlling ignition timing for generating engine torque
In the ignition timing control device for an internal combustion engine comprising (A4), a rotation speed change amount detection means (A5) for detecting a change amount of the rotation speed of the internal combustion engine (A1), and the acceleration detection means (A2). After it is detected that the internal combustion engine (A1) is in an accelerating state, the amount of change in the number of revolutions supplied from the number-of-revolutions detecting unit (A5), when the first value exceeds a predetermined value, This can be solved by an ignition timing control device for an internal combustion engine, characterized in that a switching means (A6) for switching the ignition timing control from the retard control means (A3) to the phase control means (A4) is provided.

[0013]

In the ignition timing control device configured as described above, the switching means (A6) controls the ignition timing from the retard control means (A3) when the amount of change in the rotational speed first becomes equal to or greater than the positive predetermined value. Switch to the phase control means (A4). The time when the amount of change in the rotational speed first becomes equal to or greater than a positive predetermined value is regarded as the time when vibration during acceleration (torsional vibration, jerky vibration, etc.) starts.

Therefore, the phase control by the phase control means (A4) for suppressing the vibration during acceleration can be executed at the earliest time when the vibration during acceleration can be detected as a phenomenon, and the vibration during acceleration with a large amplitude can be performed. The first wave can be effectively suppressed. By effectively suppressing the first wave, the amplitudes of the subsequent second wave and thereafter can be reduced and the waves can be quickly converged.

Further, since the retard control can be executed until the start of the vibration during acceleration, the engine torque can be effectively reduced, and the energy of the vibration during acceleration generated later can be suppressed as much as possible.

[0016]

Embodiments of the present invention will now be described with reference to the drawings.

FIG. 2 is a schematic configuration diagram showing an internal combustion engine (engine) 1 to which an ignition timing control device according to an embodiment of the present invention is applied. In the figure, reference numeral 1 is a throttle valve, which is arranged at an upstream position of the surge tank 2 in the flow direction of the inflowing air. The throttle valve 1 is configured so that its opening degree changes according to the depression amount of an accelerator pedal (not shown). Further, the throttle valve 1 is provided with a throttle opening sensor 3 so that the opening of the throttle valve 1 can be detected.

The surge tank 2 is an intake manifold 4.
Is connected to the intake side of the engine body 5 via. Further, a fuel injection valve 6 is arranged near the intake port continuous with the intake manifold 4. This fuel injection valve 6
The fuel in the fuel tank is supplied by the fuel pump, and the fuel is injected toward the intake port in accordance with the fuel injection amount control executed by the control device 7 described later. In the figure, 8 is a pressure regulator for adjusting the fuel pressure applied to the fuel injection valve, and 9 is a vacuum hose for applying the pressure of the surge tank 2 to the pressure regulator.

Reference numeral 10 denotes a spark plug, and 11 denotes a distributor, which constitutes an ignition system of the engine together with an igniter, an ignition coil and the like (not shown). A high voltage generated by an ignition coil is applied to a spark plug 10 provided for each cylinder of the engine body 5 via a distributor 11, whereby each spark plug 10 is ignited and burned at a predetermined ignition timing. The air-fuel mixture in the room is ignited and burned. The control device 7 is configured to control the ignition timing by controlling the ignition system. On the other hand, the distributor 11 is provided with a crank angle sensor 12 that outputs a pulse signal every 30 ° CA corresponding to the engine speed.

Reference numeral 13 denotes an intake pipe internal pressure sensor provided in the surge tank 2 for detecting the intake air amount,
A vehicle speed sensor 14 detects the speed of the vehicle.

The control device 7 is composed of a microcomputer, and the throttle opening signal supplied from the throttle opening sensor 3 and the crank angle sensor 1 are supplied.
Crank angle signal supplied from 2 and intake pipe internal pressure sensor 1
3 functions as a fuel injection amount control device for controlling the fuel injection amount and an ignition timing control device for controlling the ignition timing based on the intake pipe internal pressure signal supplied from the vehicle 3, the vehicle speed signal supplied from the vehicle speed sensor 14, and the like.

The control device 7 functioning as a fuel injection amount control device is determined from the intake air amount Q obtained from the intake pipe internal pressure signal supplied from the intake pipe internal pressure sensor 13 and the crank angle signal supplied from the crank angle sensor 12. The fuel injection amount TAU is calculated by calculating the basic fuel injection amount TP based on the engine speed NE, etc. and making various corrections to this.
And the fuel injection valve 6 based on this fuel injection amount TAU.
More fuel is injected. Since this fuel injection amount control is performed with good responsiveness, the engine torque increases during acceleration,
The acceleration shock is generated as described above.

On the other hand, the control device 7 functioning as an ignition timing control device has the intake air amount Q and the engine speed NE as described above.
Based on the above, the basic ignition timing is calculated, and various corrections are performed to calculate the ignition timing, the ignition plugs 10 are ignited based on the ignition timing, and the control device 7 that functions as an ignition timing control device It is configured to perform retard control and phase control during acceleration.

Here, the retard control means to reduce the acceleration shock at the time of acceleration. Therefore, when it is detected that the acceleration is started, the ignition timing is retarded to reduce the engine torque and the sudden engine torque. It refers to the control to prevent the rise of. The acceleration is started by, for example, the throttle opening sensor 3
It is determined by the throttle opening signal supplied from the engine or the intake pressure signal from the intake pipe internal pressure sensor.

The phase control means torsional vibration of the drive system caused by a sudden change in engine torque at the time of acceleration, and vehicle rebound (when the vehicle moves forward and backward G) when it shifts from a steady state to an accelerated state. In order to suppress the jerky vibration (vibration at the time of acceleration) caused by the fluctuation, it is a control for setting the ignition timing so that the phase of the engine torque is opposite to the phase of the vibration at the time of acceleration.

The above-mentioned acceleration shock occurs immediately after the start of acceleration, but the vibration during acceleration occurs when the drive system is twisted and the twist is restored.
There is time to occur compared to the acceleration shock. Therefore, it is generally performed that the retard control is first executed simultaneously with the start of acceleration, and then the phase control is performed.

The present invention is characterized in that the timing for shifting from the retard control to the phase control is optimized. Hereinafter, the principle of the present invention will be described with reference to FIG. The figure is shows a relationship between the ignition timing and the engine speed NE on the same time axis, until time t ₀ is a normal running (not accelerating state traveling), the accelerator pedal from time t ₀ An example is shown in which the accelerator is in a step-down acceleration state.

As shown in the figure, when the accelerator pedal is depressed at the time t ₀ to enter an acceleration state, the control device 7 is immediately activated.
Retards the ignition timing and starts retard control. As a result, the engine torque is reduced and the acceleration shock is suppressed.

Further, when time t ₁ has passed, arrow A in FIG.
_As indicated by _{1 to} A ₄ , vibration occurs in the engine speed NE. This is the vibration during acceleration. In order to suppress this acceleration vibration, phase control may be performed and the ignition timing may be controlled so that the engine torque has a phase opposite to the phase of the acceleration vibration.

However, the vibration during acceleration is a damping vibration,
The smaller the energy of the first wave (wave in the range indicated by arrow T ₀ in the figure), the quicker the subsequent vibration damping,
The influence of vibration during acceleration on the vehicle can be reduced.
That is, in order to reduce the influence of the vibration during acceleration on the vehicle and improve the driver's vehicle, it is necessary to start the phase control at the same time when the vibration during acceleration starts and effectively suppress the first wave of the vibration during acceleration. is important.

Therefore, it is necessary to detect the start of the vibration during acceleration, but in this embodiment, the engine speed NE
The configuration is such that the start of vibration during acceleration is detected based on the change amount of. Specifically, since the engine speed NE fluctuates when the vibration during acceleration starts, this first change point is detected, this point is regarded as the start point of the vibration during acceleration, and the phase control is started. Vibration can be effectively reduced.

That is, the change amount of the engine speed NE may be detected, and the phase control may be started only when the change amount of the engine speed becomes a positive value after the acceleration is started. However, the change of the engine speed NE is not generally a smooth curve as shown in FIG. 3, and has a slight unevenness due to the influence of disturbance or the like. Therefore, there is a possibility that the engine rotation speed change amount becomes a positive value due to the influence of such a disturbance. Therefore, in this embodiment, the engine rotation speed change amount is equal to or larger than a positive predetermined value only after the start of acceleration. Phase control is started when it becomes a value that changes depending on the size and structure of the engine. Further, the predetermined value may be changed depending on the difference in gear.

An ignition timing control process executed by the control device 7 as an ignition timing control device based on the above-described principle of ignition timing control will be described below with reference to FIG. The ignition timing control process shown in the figure is a routine process executed every 30 ° CA based on the crank angle signal supplied from the crank angle sensor 12.

When the process shown in the figure is started, first in step 10 (hereinafter step is abbreviated as S), the engine speed NE is calculated from the crank angle signal supplied from the crank angle sensor 12. Therefore, as described above, in order to obtain the ideal engine vibration speed NE without vibration as a reference from the engine speed NE calculated in S10, in S20, the engine speed NE calculated in S10 is calculated.
Based on the above, the smoothed rotation speed NEAV is calculated.

Specifically, the smoothed rotation speed NEAV _i-1 calculated in the previous routine processing is stored,
The averaged rotational speed NEAV _i of this time is calculated by the following equation.

NEAV _i = (1 / k) .NE + (k-
1) .NEAV _i-1 / k, where k is an integer In S14, the engine speed change amount ΔNEAV is calculated. The engine rotation speed change amount ΔNEAV is used to calculate the difference between the smoothed rotation speed NEAV per unit time and the current engine rotation speed NE. In this example,
The calculation is performed each time this routine is executed. Assuming that the amount of change in engine speed this time is ΔNEAV _i , it is specifically calculated by the following equation.

ΔNEAV _i = NE-NEAV _{i At the} subsequent S16, it is determined whether or not the current routine processing is the timing for setting the ignition signal. For example, in the case of a 4-cylinder spark ignition type engine, the ignition signal is 180
It is set for each CA. However, this routine is 30 °
It is executed for each CA. Therefore, there are cases where the execution timing of this routine and the timing of setting the ignition signal are different. Therefore, when the execution timing of this routine and the timing of setting the ignition signal are different, the processing is terminated without executing the ignition timing control processing after S18.

On the other hand, when it is determined in S16 that the execution timing of this routine is the timing for setting the ignition signal, the processing proceeds to S18, and based on the intake air amount Q, the engine speed NE, etc. as described above. Calculate the basic ignition timing.

In subsequent S20, it is determined whether or not the vehicle is currently accelerating. Whether or not the vehicle is accelerating is determined based on the output of the throttle opening sensor 3 and the intake air amount. When the amount of change in the throttle opening is equal to or more than a predetermined value, it is determined that the vehicle is accelerating. In this process, if it is determined that the vehicle is not currently accelerating, it is not necessary to perform the retard control and the phase control after S22, so the process proceeds to S36
In step S18, the basic ignition timing obtained in S18 is corrected by including other control corrections and reflected in the ignition signal to perform ignition.

On the other hand, if it is determined in S20 that the vehicle is currently accelerating, the process proceeds to S22, in which the phase control execution flag X
It is determined whether the PC is set (XPC = 1). The phase control execution flag XPC is a flag set in S30, and is set during execution of the phase control. Now, the description will be continued assuming that the ignition timing control state is the state where the phase control execution flag XPC is not set (XPC = 0), that is, the state where the phase control is not executed.

In step S22, the phase control execution flag XP is set.
If it is determined that C is in the reset (XPC = 0) state, the process proceeds to S24, and retard control is executed. Specifically, the depression amount of the accelerator pedal (that is, the opening degree of the throttle valve 1), the engine speed NE, the intake air amount Q
The retard amount is calculated based on the above.

The following S26 is a process which is an essential part of the present invention, and the engine speed change amount ΔNEA obtained in S14.
It is determined whether V is larger than a predetermined positive value α. As described above with reference to FIG. 3, the acceleration vibration starts when the engine speed change amount ΔNEAV first becomes equal to or larger than the positive predetermined value α. Therefore, when it is first determined in S26 that the engine speed change amount ΔNEAV is less than the positive predetermined value α, the acceleration vibration has not started and it is not necessary to perform the phase control. Therefore, the process proceeds to S36. , S24
The amount of retard angle calculated in step 3 is reflected in the ignition signal, and the ignition timing is retarded.

This retard control is performed until the acceleration is released in S20 or the engine speed change amount ΔNEA in S26.
Since the process is executed until V first becomes equal to or more than the positive predetermined value α, it is possible to effectively reduce the engine torque and effectively suppress the occurrence of the acceleration shock.

If it is determined in S26 that the engine speed change amount ΔNEAV first becomes equal to or larger than the positive predetermined value α, the process proceeds to S28, where the retard amount is started to be attenuated, and in S30. Phase control execution flag XPC
Are set (XPC = 1).

Further, in the subsequent S32, the phase control is executed, and the ignition timing is set so that the phase of the engine torque is opposite to the phase of the vibration during acceleration (which is equivalent to the change in the engine speed NE). The retard angle phase amount (retard angle amount) is calculated. At this time, the engine speed NE and the vehicle speed (vehicle speed sensor 1
4)), the gear position is estimated based on the ratio of the gear speed, the following condition of the acceleration state to the gear position is assumed, and the engine speed change amount (NE-NEAV) for obtaining the phase amount is corrected. (For example, if the gear is low, the rate of increase in engine speed is large, so correct that much.) Further, as shown in FIG. 5, the retard amount set in S32 is retarded when the value obtained by subtracting the smoothed engine revolution speed NEAV from the engine revolution speed NE (NE-NEAV) is positive. The vibration of the vehicle can be promptly converged by setting it to the side, and conversely, when it is negative, to the advance side. In subsequent S34, it is determined whether the control stop condition is satisfied.

On the other hand, the acceleration vibration generation period is finite until the torsional vibration or the like is attenuated. Therefore, in the configuration in which the phase control is executed even after the acceleration vibration is converged, the phase control is also one of the retard angle control, and therefore the driver cannot experience the feeling of acceleration, and the driver's sense of acceleration does not affect the driver's ability. Will be reduced. Therefore, in the present embodiment, the time is measured by the timer from the start time t ₀ (see FIG. 3) of the retard control, and the retard control and the phase control are stopped after the lapse of a predetermined time required for the acceleration vibration to converge. I am trying. S3
In 4, it is judged whether or not this predetermined time has elapsed.

If it is determined in S34 that the above predetermined time has not yet elapsed, the process proceeds to S36, and the ignition timing phase amount (retard angle phase amount) set in S32 is reflected in the ignition signal. The phase of the ignition timing is controlled. This phase control is executed at the same time as the acceleration vibration starts by the processing of S26 as described above, so that the first wave of the acceleration vibration can be effectively reduced and the subsequent vibration damping is also performed quickly. The influence of vibration on the vehicle can be reduced, and the driver's viability can be improved.

On the other hand, if it is determined in S34 that the control stop condition is satisfied, the process proceeds to S38 to stop the phase control, and in S40 the phase control execution flag XPC is reset (XPC = 0) to end the process. .. Incidentally, the above-mentioned S22
Then, the phase control execution flag XPC is set (XPC =
If it is determined to be 1), the process is configured to proceed to S32. Therefore, the retard control is not executed after the phase control is started, and the ignition timing control as a whole does not include the retard control. After the execution, the phase control is executed.

In the above embodiment, the acceleration vibration is started.
Engine speed change amount ΔNEAV
However, the means to detect the start of acceleration vibration is not limited to this.
The start of acceleration vibration is detected, for example.
A pressure sensor etc. for
It is also possible to adopt a configuration in which the start of rapid vibration is detected.
Further, in the above-described embodiment, the engine speed in S14
NE-NEAV as the change amount ΔNEAV_iAsked by
However, the NE value is used instead of this calculation method. _i-NE
_i-1Or NEAV_i-NEAV_i-1May be used
(However, NE_iIs the engine speed this time, NE_i-1Is before
Engine speed, NEAV_iIs this time's engine
Rotation speed, NEAV_i-1Is the previous engine speed
Is).

[0050]

As described above, in the present invention, the switching means retards the ignition timing control when the amount of change in the rotational speed first becomes equal to or greater than the positive predetermined value, that is, when the vibration during acceleration starts. To phase control means, phase control by the phase control means can be executed simultaneously with the generation of vibration during acceleration, and the first wave of vibration during acceleration with large energy can be effectively suppressed. Since the subsequent second and subsequent waves can be promptly converged, the acceleration vibration can be effectively reduced to improve the driver's viability, and the retard angle control can be executed until the acceleration vibration starts. Since the torque can be effectively reduced and the energy of the vibration during acceleration generated later can be suppressed as much as possible, the influence of the acceleration shock and the acceleration vibration can be reduced. With the features.

[Brief description of drawings]

FIG. 1 is a principle diagram of the present invention.

FIG. 2 is a schematic configuration diagram of an engine to which an ignition timing control device according to an embodiment of the present invention is applied.

FIG. 3 is a diagram for explaining the control principle of the present invention.

FIG. 4 is a flowchart showing an ignition timing control process which is an embodiment of the present invention.

FIG. 5 is a diagram for explaining phase control.

[Explanation of symbols]

 1 Throttle valve 3 Throttle opening sensor 6 Fuel injection valve 7 Control device 10 Spark plug 11 Distributor 12 Crank angle sensor 13 Intake pipe internal pressure sensor 14 Vehicle speed sensor

Claims (1)

[Claims] 1. An acceleration detecting means for detecting that an internal combustion engine is in an accelerating state, and a retard angle control for reducing an acceleration shock is immediately performed when the acceleration detecting means detects that the internal combustion engine is in an accelerating state. In order to reduce the acceleration vibration that occurs in the vehicle in which the internal combustion engine is mounted during acceleration after the execution of the retard control by the retard control means, the phase of the acceleration vibration is reversed. An ignition timing control device for an internal combustion engine, comprising: a phase control means for performing ignition timing control for generating a phase engine torque; and a rotation speed change amount detection means for detecting a change amount of the rotation speed of the internal combustion engine, and the acceleration. After the detection means detects that the internal combustion engine is in an accelerating state, when the change amount of the rotation speed supplied from the rotation speed change amount detection means first becomes a positive predetermined value or more, the ignition is performed. Retard timing control Ignition timing control apparatus for an internal combustion engine, characterized by comprising a switching means for switching from the control means to the phase control means.