JPH07293410A - Ignition timing controller - Google Patents

Abstract

PURPOSE:To optimize ignition timing in idle driving by correcting target ignition timing to new target ignition timing according to an engine load condition during an engine idle driving period so as to be controlled. CONSTITUTION:The signal of an idle switch 120 and signals of a distributor 108, an ignition coil 110, a pressure sensor 92, etc., are inputted in a control means 100. The control means 100 detects such a situation that an engine 2 is set in idle driving by the signal from the idle switch 120, and corrects target ignition timing according to an engine load condition when the engine 2 becomes under the idle driving condition so as to set new target ignition timing. Therefore, the two-dimensional map of an engine load correction lag set by engine speed and intake pipe pressure is previously built into the control means 100 so that correction is set thereby.

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 device, and more particularly to an ignition timing control device capable of optimally controlling the ignition timing during engine idle operation.

[0002]

2. Description of the Related Art In an engine, an ignition timing control device for automatically controlling the ignition timing according to the engine speed or the like is provided.

In this ignition timing control device, generally, the ignition timing at the time of idling operation when the engine is completely warmed up is not controlled by the ignition map but fixed ignition timing control. In this way, the fixed ignition timing control is performed to prevent the idle instability due to the careless change of the ignition timing during the idling operation of the engine under the low load operation and to prevent the ISC valve from increasing the required air amount. This is for the purpose of improving the idle controllability of the (idle speed control valve). In this fixed ignition timing control, the ignition timing is retarded by a smaller amount than the minimum ignition advance (MBT). This minimum spark advance (MBT) is necessary for the engine to produce maximum axial torque under the given operating conditions.

Further, in the ignition timing control device, the fluctuation of the engine speed is read and the ignition timing is advanced when the engine speed drops, while the engine speed is increased. There is also a control in which the ignition timing is retarded to suppress the fluctuation of the engine speed during idle operation, that is, so-called idle stabilization correction angle control is performed.

That is, in the control means of the ignition timing control device, as shown in FIG. 10, when the program starts (step 602), first, whether or not the idle switch that is turned on when the engine is in the idle operation state is on. Is determined (step 604).

If YES in step 604, engine speed (Ne) <idle mode determination speed (XADVIDL), and cooling water temperature (WT) ≧ basic ignition timing switching water temperature during idling (XWATVIDL)
It is determined whether or not (step 606).

If YES in step 606, the basic ignition timing (θ _B ) is set to θ _B = XADVIDL (step 608), and the target ignition timing (θ _ADV ) is changed to the target ignition timing (θ _ADV ) = Basic ignition timing (θ _B ) + idle stabilization correction angle (θ _{ID L} ) (step 610).

On the other hand, in steps 604 and 606, N
In the case of O, the basic ignition timing (θ _B ) is θ _B = TAD
V (step 612). This TADV is an ignition timing obtained from a two-dimensional map of the engine speed (Ne) and the intake pipe pressure (Pm).

After the processing of step 12, θ _ADV
= Θ _B (step 614).

After the processing of steps 610 and 614 described above, the program is returned to step 604.

Further, in the control means of the ignition timing control device, as shown in FIG. 11, when the program starts (step 702), first, it is judged whether or not the idle switch is on (step 704).

If YES in step 704, engine speed (Ne) <idle mode determination speed (XADVIDL), and cooling water temperature (WT) ≧ basic ignition timing switching water temperature during idling (XWTAVIDL) It is determined whether or not (step 706).

If YES in step 706, the basic ignition timing (θ _B ) is set to θ _B = XADVIDL (step 708), and the target ignition timing (θ _ADV ) is changed to the target ignition timing (θ _ADV ) = Basic ignition timing (θ _B ) + idle stabilization correction angle (θ _{ID L} ) (step 710).

On the other hand, in steps 704 and 706, N
In the case of O, the basic ignition timing (θ _B ) is θ _B = TAD
V (step 712). This TADV is an ignition timing obtained from a two-dimensional map of the engine speed (Ne) and the intake pipe pressure (Pm).

After the processing of step 712, θ
_ADV = θ _B (step 714).

After the processing of steps 710 and 714 described above, the program is returned to step 704.

Further, such an ignition timing control device is disclosed in, for example, Japanese Unexamined Patent Publication No. 3-213664. In this publication, the intake pressure detecting means for detecting the intake air pressure of the engine and the control range correction for narrowing the control range of the ignition timing in the control means when the intake air pressure detected by the intake pressure detecting means is low When the idle speed is feedback-controlled by the ignition timing, the control range of the ignition timing is narrowly corrected and set when the intake air pressure is low, and the intake charge amount is reduced as in the rapid deceleration. Even when the engine speed suddenly decreases and enters the idle operation range, the idle speed is favorably controlled to the target speed by ignition timing without causing misfire.

[0018]

By the way, in the conventional ignition timing control device, the target ignition timing and the basic ignition timing during the idle operation at the time of complete warm-up of the engine are as shown by the one-dot chain line in FIGS. , Fixed regardless of the engine load state.

In this case, if the engine load becomes extremely large due to heat damage or the like, the ignition timing may shift to a much retarded side from the minimum ignition advance (MBT), and the ignition timing may become excessively advanced at the fixed ignition timing. .

As described above, when the ignition timing becomes excessively advanced,
Since the required intake air amount required to maintain the target engine speed increases, it is necessary to increase the idle map valve (VSV) or ISC valve for an air conditioner to a large-capacity one. In addition, the fuel consumption increases, and further, the control of the idle stabilization correction angle cannot be used, and the engine speed greatly fluctuates and becomes unstable.

[0021]

Therefore, in order to eliminate the above-mentioned inconvenience, the present invention firstly proposes an ignition timing control device for controlling the ignition timing to reach a predetermined target ignition timing during idle operation of the engine. A control means for correcting and controlling the target ignition timing to a new target ignition timing according to an engine load state during idle operation of the engine is provided.

Secondly, in the ignition timing control device for controlling the ignition timing to reach a predetermined target ignition timing during idle operation of the engine, the ignition dedicated ignition map set according to the engine load state during the idle operation of the engine is used. It is characterized in that control means for correcting and controlling the target ignition timing to a new target ignition timing is provided.

[0023]

According to the structure of the present invention, first, when the engine is idle, the target ignition timing is corrected according to the engine load state. Therefore, even if the engine load becomes extremely large due to heat damage or the like, the ignition timing is increased. Can be optimally controlled to reduce the fuel consumption, reduce the required air amount, and make the idle up valve and the ISC valve small in size to reduce the cost and further reduce the idle stabilization correction angle. It is possible to suppress fluctuations in the engine speed and stabilize the engine speed by controlling the control of the engine, and to make the ignition timing retard amount large and flat (constant) during low load operation. Therefore, it is possible to prevent the engine speed from becoming unstable due to the variation of the ignition timing and to improve the idle controllability.

Secondly, when the engine is idle, the target ignition timing is corrected by the idle-dedicated ignition map set according to the engine load state. Therefore, even if the engine load becomes extremely large due to heat damage or the like, the ignition timing is increased. Can be optimally controlled to reduce the fuel consumption, reduce the required air amount, and make the idle up valve and the ISC valve small with a small capacity. Angle control can be performed to suppress fluctuations in engine speed and stabilize engine speed. In addition, the ignition timing retardation amount should be large and flat (constant) during low load operation. Therefore, it is possible to prevent the engine speed from becoming unstable due to the variation of the ignition timing and to improve the idle controllability.

[0025]

Embodiments of the present invention will be described in detail and specifically with reference to the drawings. 1 to 5 show a first embodiment of the present invention. In FIG. 5, 2 is an engine,
4 is an ignition timing control device, 6 is a cylinder block, 8 is a cylinder head, 10 is a cylinder head cover, 12 is an intake pipe line, 14 is an intake pipe line, 16 is an air cleaner, 18 is a throttle body, 20 is a body intake passage, 22 Is a throttle valve, 24 is an intake manifold, 26 is a surge tank, 28 is an intake passage, 30 is an exhaust manifold, 32 is an exhaust passage, 34 is an exhaust pipe, 36 is an exhaust pipe, and 38 is a catalytic converter.

A first blow-by gas passage 40 is provided between the cylinder head cover 10 and the air cleaner 16. A second blow-by gas passage 42 is provided between the cylinder head cover 10 and the surge tank 26. A PCV valve 44 is provided in the second blow-by gas passage 42.

The intake manifold 24 includes an EGR device 46.
EGR valve 48 is provided. In the EGR pressure chamber 50 of the EGR valve 48, the EGR operating pressure passage 5
One end side of 2 communicates. This EGR operating pressure passage 5
The other end side of 2 communicates with the surge tank 26. An EGR operation valve (VSV) 54 is provided in the EGR operation pressure passage 52.

The EGR valve 48 is an EGR valve body 56.
Is reciprocated so that a part of the exhaust gas is exhausted to the exhaust passage 3
It recirculates from 2 to the intake passage 28 via the EGR passage 58.

In addition, the intake manifold 24 on the engine 2 side
A fuel injection valve 60 for injecting fuel is attached to the. One end of a fuel supply passage 62 is connected to the fuel injection valve 60. The other end of the fuel supply passage 62 is connected to the oil pump 64. The oil pump 64 is installed in the fuel tank 66. A fuel filter 68 is provided in the middle of the fuel supply passage 62.

A fuel pressure regulator 70 is provided in the fuel supply passage 68. One end side of a fuel return passage 72 communicates with the fuel pressure regulator 70. The other end of the fuel return passage 72 is provided so as to open in the fuel tank 66.

One end side of a fuel return pressure passage 76 communicates with the regulator pressure chamber 74 of the fuel pressure regulator 70. The other end of the fuel return pressure passage 76 communicates with the surge tank 26.

One end side of an evaporation passage 78 communicates with the fuel tank 66. A canister 80 is provided on the other end side of the evaporation passage 78. Evaporation passage 78
A two-way valve 82 is provided in the.

Further, the canister 80 has a purge passage 8
One end side of 4 is connected. The other end of the purge passage 84 communicates with the body intake passage 20 of the throttle body 18.

Body intake passage 2 of throttle body 18
One end side of the idle air passage 86 communicates with 0. The other end of the idle air passage 86 communicates with the surge tank 26. An ISC (idle speed control) valve (VSV) 88 is provided in the idle air passage 86.

The surge tank 26 also communicates with one end of a detection pressure passage 90. A pressure sensor 92 is provided on the other end side of the detection pressure passage 90.

A water temperature sensor 96 for detecting the temperature of the cooling water in the cooling water passage 94 formed in the intake manifold 24 is attached to the intake manifold 24.

Further, the throttle body 18 is provided with a throttle sensor 98 for detecting the throttle opening which is the opening state of the throttle valve 22.

The EGR operation valve 54, the injector 60, the oil pump 64, the ISC valve 88, the pressure sensor 92, the water temperature sensor 96, and the throttle sensor 98 are
The control means (ECM) 100 is contacted.

The control means 100 also includes an intake air temperature sensor 102 attached to the intake manifold 24, an O ₂ sensor 104 attached to the exhaust manifold 30, and an ignition mechanism 1.
06 distributor 108, ignition coil 110, main switch 112 and fuse 114
Via the battery 116 and the warning lamp 118.
And the idle switch 120 that is turned on when the engine 2 is in the idle operation state. A thermofuse 122 attached to the catalytic converter 38 communicates with the warning lamp 118.

The control means 100 is, for example, an engine operation detecting means for detecting the operation state of the engine 2,
Distributor 108 and ignition coil 110
From the pressure sensor 92, the intake pipe pressure (Pm), and the idle switch 120 to the engine 2
When the engine 2 is in the idle operation, the target ignition timing is corrected to a new ignition timing according to the engine load condition.

Therefore, as shown in FIG. 3, the control means 100 controls the engine speed (Ne) and the intake pipe pressure (Pm).
Engine load compensation delay angle (θ _LOAD ) set by and
2D map is incorporated.

Next, the operation of the first embodiment will be described based on the flowchart of FIG. 1 and the time chart of FIG.

When the program is started in the control means 100 (step 202), it is first judged whether or not the idle switch 120 is turned on (step 20).
4).

If YES in step 204, engine speed (Ne) <idle mode determination speed (XADVIDL), and cooling water temperature (WT) ≧ basic ignition timing switching water temperature during idling (XWATVIDL)
It is determined whether or not (step 206).

If YES in step 206, the basic ignition timing (θ _B ) is set to θ _B = XADVIDL (step 208), and the target ignition timing (θ _ADV ) is set to θ _ADV = θ _B + θ _LOAD + θ _IDL (step 210). Here, θ _LOAD is 2 as shown in FIG.
This is the engine load correction delay angle obtained from the dimension map. Further, θ _IDL is an idle stabilization correction angle obtained in FIG.

On the other hand, in steps 204 and 206, N
If O, then θ _B = TADV (step 21)
2). Here, TADV is an ignition timing obtained from a two-dimensional map of the engine speed (Ne) and the intake pipe pressure (Pm).

After the processing of step 212, θ
_ADV = θ _B (step 214).

After the processing of steps 210 and 214,
Return the program to step 204.

The idle stabilization correction angle (θ _IDL ) in step 210 is obtained as shown in FIG. That is, when the program for obtaining the idle stabilization correction angle starts in the control means 100 (step 30
2) First, the idle switch 120 is turned on, and engine speed (Ne) <idle stabilization correction angle upper limit rotation speed (XKNeH) and intake pipe pressure (Pb) <idle stabilization correction angle upper limit intake pipe pressure It is determined whether or not (XPADID) (step 304).

If NO at step 304,
θ _IDL = 0 (step 306), and the process returns to step 304.

If YES at step 304, θ _IDL = (NeAVE (n) -Nei) × XKID
L (step 308). Where NeAVE
(N) is the averaged rotation speed. Nei is the instantaneous rotation speed. XKIDL is an idle stabilization correction gain.

However, in this step 308, |
Limit to θ _IDL | ≦ XIDLAC. Where XIDL
AC is the idle stabilization correction maximum value.

As a result, in the first embodiment, when the engine 2 is idle, as shown by the solid line in FIG.
It can be corrected to a new target ignition timing.

That is, during low load operation of the engine 2, the required ignition amount is set to be flat (constant) on the retard side of the minimum ignition advance (MBT) as in the conventional case, so that the required air amount is reduced during idle operation. Is increased to improve the idle controllability by the ISC valve 88, and the fluctuation of the ignition timing due to the fluctuation of the intake pipe pressure is eliminated, whereby the engine speed can be stabilized.

Further, when the engine 2 is operating under high load, it is possible to increase the engine load correction retard angle (θ _LOAD ) and operate the idle stabilization correction angle (θ _IDL ) from the minimum ignition advance angle (MBT). Delay until
It is possible to reduce the required air amount during high load operation during idle operation, reduce the fuel consumption during idle operation, and further, adjust the idle stabilization angle (θ _IDL ).
Can be made to work, and fluctuations in the engine speed can be reduced.

Therefore, during idle operation of the engine 2,
Regardless of whether the ignition timing is fixed or the map advance angle, the ignition timing shown by the solid line in FIG. 2 can be obtained.

Further, since the required air amount during idle operation can be reduced, the idle up valve and the ISC valve 8
By reducing the capacity of 8 etc., each valve is downsized,
It can be cheap.

Furthermore, it is only necessary to change the control logic of the control means 100, no new parts are required, and it is possible to prevent an increase in cost.

Incidentally, step 2 in the flowchart of FIG.
When the map is advanced in 10, θ _B = TA
Change to DV.

6 to 9 show a second embodiment of the present invention.

In the second embodiment, the parts having the same functions as those in the first embodiment will be described with the same reference numerals.

The characteristic feature of the second embodiment is that the control means 100 sets a new target ignition timing based on the idle ignition map (TADVIDL) set according to the engine load condition when the engine 2 is idle. Correction control is performed at the time. Therefore, the control means 10
As shown in FIG. 8, an idle-only map (TADVIDL) in which the ignition timing determined according to the engine speed (Ne) and the intake pipe pressure (Pm), that is, according to the engine load is set is incorporated in 0. ing.

Next, the operation of the second embodiment will be described based on the flowchart of FIG. 6 and the time chart of FIG.

When the program is started in the control means 100 (step 402), it is first judged whether or not the idle switch 120 is turned on (step 40).
4).

If YES in step 404, engine speed (Ne) <idle mode determination speed (XADVIDL), and cooling water temperature (WT) ≧ basic ignition timing switching water temperature during idling (XWTAVIDL) It is determined whether or not (step 406).

If YES in step 406, the basic ignition timing (θ _B ) is set to θ _B = TADVIDL (step 408). This TADVIDL is shown in FIG.
It is the ignition timing determined by the ignition map dedicated to idle shown in. Then, set the target ignition timing (θ _ADV ) to θ
_ADV = θ _B + θ _IDL (step 410). Here, θ _IDL is the idle stabilization correction angle obtained in FIG. 9.

On the other hand, in steps 404 and 406, N
If O, then θ _B = TADV (step 41)
2). Here, TADV is an ignition timing obtained from a two-dimensional map of the engine speed (Ne) and the intake pipe pressure (Pm).

After the processing of step 412, θ
_ADV = θ _B (step 414).

After the processing of steps 410 and 414,
The program returns to step 404.

The idle stabilization correction angle (θ _IDL ) in step 410 is obtained as shown in FIG. That is, when the program for obtaining the idle stabilization correction angle starts in the control means 100 (step 50).
2) First, the idle switch 120 is turned on, and engine speed (Ne) <idle stabilization correction angle upper limit rotation speed (XKNeH) and intake pipe pressure (Pb) <idle stabilization correction angle upper limit intake pipe pressure It is determined whether or not (XPADID) (step 504).

If NO at step 504,
θ _IDL = 0 (step 506), and the process returns to step 504.

If YES at step 504, θ _IDL = (NeAVE (n) -Nei) × XKID
L (step 508). Where NeAVE
(N) is the averaged rotation speed. Nei is the instantaneous rotation speed. XKIDL is an idle stabilization correction gain.

However, in this step 508, |
Limit to θ _IDL | ≦ XIDLAC. Where XIDL
AC is the idle stabilization correction maximum value.

As a result, in the second embodiment, during idle operation of the engine 2, as indicated by the solid line in FIG.
It can be corrected to a new ignition timing.

That is, during low load operation of the engine 2, the required ignition amount is made flat (constant) on the retard side of the minimum ignition advance (MBT) as in the prior art so that the required air amount is increased during idle operation. Is increased to improve the idle controllability by the ISC valve 88, and the fluctuation of the ignition timing due to the fluctuation of the intake pipe pressure is eliminated, whereby the engine speed can be stabilized.

Where the engine 2 is under high load operation, the engine load correction retard angle (θ _LOAD ) can be increased so that the idle stabilization correction angle (θ _IDL ) can be activated from the minimum ignition advance angle (MBT). Delay until
It is possible to reduce the required air amount during high load operation during idle operation, reduce the fuel consumption during idle operation, and further, adjust the idle stabilization angle (θ _IDL ).
Can be made to work, and fluctuations in the engine speed can be reduced.

Therefore, during idle operation of the engine 2,
Regardless of whether the ignition timing is fixed or the map advance angle, the ignition timing as shown by the solid line in FIG. 7 can be obtained.

Further, since the required air amount during idle operation can be reduced, the idle up valve and ISC valve 8
It is possible to reduce the cost by reducing the capacity of each valve such as 8 and so on.

Further, only the control logic of the control means 100 needs to be changed, new parts are not required, and the cost can be prevented from increasing.

Furthermore, since the ignition timing is controlled by the idle-dedicated ignition map, the ignition timing can be quickly controlled.

[0081]

As is apparent from the above detailed description, according to the present invention, firstly, the control means for correcting and controlling the target ignition timing to a new target ignition timing according to the engine load state at the time of idling operation of the engine. Since the target ignition timing is corrected according to the engine load state when the engine is idle, the ignition timing can be optimally controlled even if the engine load becomes extremely large due to heat damage or the like. The fuel consumption is reduced, the required air amount is reduced, and the idle up valve and the ISC valve are reduced in size to be small in size. Therefore, the cost is reduced, and the idle stabilization correction angle is controlled to control the engine speed. To stabilize the engine speed, and at the time of low load operation, the ignition timing retard amount can be made large and flat (constant). Can improve the to and idle controllability prevent the engine rotational speed becomes unstable due to the variation of.

Secondly, by providing the control means for correcting and controlling the target ignition timing to a new target ignition timing by the idle dedicated ignition map set in accordance with the engine load condition during the engine idle operation, the engine idle operation is performed. Sometimes, the target ignition timing is corrected by the ignition map dedicated to idle set according to the engine load condition.
Even if the engine load becomes extremely large due to heat damage, the ignition timing can be optimally controlled, fuel consumption is reduced, and required air volume is reduced to reduce the idle up valve and ISC.
The valve is small in capacity and small in size, and therefore inexpensive, and further, by controlling the idle stabilization correction angle, fluctuations in the engine speed can be suppressed and the engine speed can be stabilized. During operation, the ignition timing retard amount can be made large and flat (constant),
It is possible to suppress the instability of the engine speed due to the fluctuation of the ignition timing, improve the idle controllability, and quickly control the ignition timing.

[Brief description of drawings]

FIG. 1 is a flowchart of ignition timing control in a first embodiment.

FIG. 2 is a time chart of ignition timing control in the first embodiment.

FIG. 3 is a diagram of an ignition map of an engine load correction delay angle in the first embodiment.

FIG. 4 is a flowchart of idle stabilizing correction angle control in the first embodiment.

FIG. 5 is a configuration diagram of an ignition timing control device.

FIG. 6 is a flowchart of ignition timing control in the second embodiment.

FIG. 7 is an ignition timing control time chart in the second embodiment.

FIG. 8 is a diagram of an idle-only ignition map in the second embodiment.

FIG. 9 is a flowchart of idle stabilizing correction angle control in the second embodiment.

FIG. 10 is a flowchart of a first ignition timing control in the related art.

FIG. 11 is a flowchart of second conventional ignition timing control.

[Explanation of symbols]

 2 engine 4 ignition timing control device 88 ISC valve 100 control means 106 ignition mechanism 120 idle switch

[Procedure amendment]

[Submission date] July 21, 1994

[Procedure Amendment 1]

[Document name to be corrected] Drawing

[Correction target item name] All drawings

[Correction method] Change

[Correction content]

[Figure 1]

[Fig. 2]

[Figure 3]

[Figure 4]

[Figure 8]

[Figure 5]

[Figure 6]

[Figure 7]

[Figure 9]

[Figure 10]

FIG. 11

Claims (2)

[Claims] 1. An ignition timing control device for controlling an ignition timing to a predetermined target ignition timing when an engine is idling, wherein the target ignition timing is changed to a new target ignition timing according to an engine load state when the engine is idling. An ignition timing control device, characterized in that a control means for correction control is provided in the. 2. An ignition timing control device for controlling an ignition timing to a predetermined target ignition timing when an engine is idle, wherein the target ignition is controlled by an idle-dedicated ignition map set in accordance with an engine load state when the engine is idle. An ignition timing control device comprising control means for correcting and controlling the timing to a new target ignition timing.