JPH07293413A - Ignition timing control device for internal combustion engine - Google Patents

Abstract

PURPOSE:To prevent the generation of torque shock, tardiness at the time when the operating region is shifted from an idle region to a non-idle region by setting the amount of damping in the first half of a damping period larger than the amount of damping in the second half of the damping period. CONSTITUTION:When judged idle-off at step (S) 101, a required ignition timing is determined in relation to the engine speed and load at S102. When idle flag XIDL=1 is decided at S103, the amount of idle OH 0FF skip is determined in response to the amount of idle required angle of delay at S104. Then a new ignition timing is set by adding the amount of skip to the present ignition timing at S105. The idle flag XIDL is set to zero at S106, and whether the new ignition timing is smaller than the required ignition timing or not, is judged at S107. In accordance with the judged results, the processing of S108 or 110 is performed, and the ignition timing is controlled to the new ignition timing at S115 to return. Thus, an increase in torque due to ignition timing advance occurs in the first half and an increase in torque due to the increase in the amount of intake air occurs in the second half, and both the increases in torque cannot be overlapped with each other.

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 for an internal combustion engine, particularly for an automobile internal combustion engine.

[0002]

2. Description of the Related Art In the idle region, when operating at the fuel-efficient best ignition timing, the volume efficiency is lowered, combustion stability is lowered, exhaust emission is deteriorated, vibration is deteriorated, etc. It is desirable to operate at the ignition timing. On the other hand, in the non-idle region, since the volumetric efficiency becomes high, the combustion stability does not decrease even if the fuel consumption is optimized at the ignition timing. 1). Therefore, there is known a device for gradually attenuating the retard amount of the ignition timing when the operation is shifted from the idle region to the non-idle region, for example, Japanese Patent Laid-Open No. 4-43865.
There is one disclosed in the publication.

[0003]

However, when the operation is shifted from the idle region to the non-idle region as in the device of the above publication, the torque is gradually changed by gradually reducing the retard amount of the ignition timing. Even so, in reality, the change in torque due to an increase in the air amount is accompanied by a response delay. Therefore, the change in torque due to the advance of the ignition timing and the change in the torque due to the increase in the intake air amount are equal to each other in the decay period of the retard amount. Overlapping in the latter half, a large torque shock suddenly occurs,
There is a problem that the rattling occurs even in the initial stage of the transition.
In view of the above problems, it is an object of the present invention to provide an ignition timing control device in which a sudden torque shock does not occur and a rattling does not occur when the operating region is shifted from the idle region to the non-idle region. .

[0004]

According to the first aspect of the present invention, there is provided ignition timing retarding amount damping means for damping the ignition timing retarding amount when the operation is shifted from the idle region to the non-idle region. In an ignition timing control device for an internal combustion engine, there is provided an ignition timing control device characterized in that a damping amount in a first half of a damping period is made larger than a damping amount in a second half of the damping period. According to a second aspect of the present invention, the ignition timing control according to the first aspect further comprises an intake pipe wall surface temperature detecting means, wherein the lower the intake pipe wall surface temperature, the larger the attenuation amount of the attenuation period. A device is provided. According to claim 3, when the operation is shifted from the idle region to the non-idle region, the attenuation amount of the decay period is increased as the ignition timing calculated from the rotation speed and the load is on the advance side. An ignition timing control device according to claim 1 is provided. According to claim 4, when shifting the operation from the idle region to the non-idle region,
The ignition timing control device according to claim 1, wherein the lower the rotational speed is, the larger the attenuation amount of the attenuation period is.

[0005]

According to the first aspect of the present invention, in the damping of the retard amount of the ignition timing at the time of shifting the operation from the idle region to the non-idle region, the damping amount in the first half of the damping period is larger than that in the latter half of the damping period. The increase in torque due to the advance of the timing is mainly performed in the first half of the damping period, and the increase in torque due to the increase in the intake air amount is mainly performed in the latter half of the damping period. Therefore, the two torques do not overlap and the acceleration is accelerated. The rattling is suppressed. According to claim 2, the lower the temperature of the intake pipe wall surface, the larger the amount of attenuation during the decay period. Therefore, when the wall surface of the fuel adheres, the acceleration lean state occurs, and the required ignition timing also advances. Correspondingly corrected. Further, in claim 3, when the operation is shifted from the idle region to the non-idle region, the more the ignition timing calculated from the rotation speed and the load is on the advance side, the larger the attenuation amount of the attenuation period is. If the required ignition timing is advanced, it is corrected correspondingly. In claim 4, further,
At the time of shifting the operation from the idle region to the non-idle region, the lower the rotational speed, the larger the damping amount of the decay period, so that the constant damping time is always maintained even if the rotational speed of the destination non-idle region changes. The required ignition timing is reached with.

[0006]

Embodiments of the present invention will be described below with reference to the accompanying drawings. 2 is a diagram schematically showing the configuration of the first embodiment of the present invention, in which 1 is an internal combustion engine body to which the ignition timing control device of the present invention is applied, 2 is a spark plug, 3 is a distributor. Reference numeral 4 is an ignition coil, 5 is a water temperature sensor, and 6 is an electronic control unit (ECU). ECU6
Calculates the ignition signal based on the signal from the water temperature sensor 5 and distributes the ignition signal to the spark plug 2 of each cylinder via the ignition coil 4 and the distributor 3. This configuration is common to each embodiment. The control method is different in each embodiment.

FIG. 3 is a flow chart of the control of the first embodiment of the present invention, in which the ignition timing is set so as not to give a shock during acceleration as the retard amount at idle becomes larger. Change to, in this case, gradually advance the angle).
This is to suppress the ignition timing by advancing the ignition timing in the initial stage of acceleration according to the retard amount. FIG. 4 shows the operation of the first embodiment in comparison with the prior art.

The contents of each step of the control flow of the first embodiment of the present invention shown in FIG. 3 will be described below. In step 101, it is determined whether or not the idle is off. If Yes, the process proceeds to step 102, and if No, the process proceeds to step 111. In step 102, the rotation speed (NE) and the load (GN)
The required ignition timing (SAp) is calculated from a preset map (see FIG. 5). In step 103, the idle flag XIDL is 1
If Yes, the process proceeds to step 104, and if No, the process proceeds to step 107. In step 104, the idle request retard amount (SAthw
) Depending on the idle ON → OFF skip amount (SAski
p) is obtained from a preset map (see FIG. 6).

At step 105, a new ignition timing (SA) is obtained by adding the skip amount (SAskip) to the current ignition timing (SA). In step 106, the idle flag XIDL is set to 0
To In step 107, it is judged whether or not the new ignition timing (SA) obtained in step 105 is smaller than the required ignition timing (SAp) obtained in step 102, and Yes.
If so, the process proceeds to step 108, and if No, the process proceeds to step 110. In step 108, it is judged whether or not the new ignition timing (SA) obtained in step 105 is equal to the required ignition timing (SAp) obtained in step 102. If Yes, the procedure proceeds to step 115, and it is No. Step 1
Go to 09.・ In step 109, the current ignition timing (SA) is 1 °
The new ignition timing (SA) is set to the added value, and the routine proceeds to step 115. In step 110, the required ignition timing (SAp) obtained in step 102 is set as a new ignition timing (SA).

On the other hand, when it is determined in step 101 that the vehicle is in the idle state and the process proceeds to step 111, the following steps are taken. In step 111, the idle request ignition timing (SAidle) corresponding to the rotation speed (NE) is obtained from a preset map (see FIG. 7), and the process proceeds to step 112. In step 112, the idle request retard angle amount (SAthw) corresponding to the water temperature (THW) is obtained from a preset map (see FIG. 8) and the process proceeds to step 113. In step 113, the idle required retard angle amount (SAth) corresponding to the water temperature (THW) obtained in step 112 is calculated from the idle required ignition timing (SAidle) obtained in step 111.
The value obtained by subtracting w) is set as a new ignition timing (SA), and the routine proceeds to step 114. In step 114, the idle flag XIDL is set to 1
And proceed to step 115. In step 115, the ignition timing is controlled to a new ignition timing (SA) and the process returns.

FIG. 9 shows a control flow of the second embodiment of the present invention. As shown in FIG. 10, the lower the temperature, the more the amount of fuel adhering to the wall surface increases, and the lean A / F state occurs in the initial stage of acceleration, so that the output tends to decrease, and therefore the rich A / F state. In order to obtain a torque equivalent to the above, it is necessary to advance the ignition timing more than in the case of the rich A / F. Further, as shown in FIG. 11, the lower the temperature, the slower the combustion speed becomes, so the required ignition timing Since it is necessary to advance the ignition timing as soon as possible, this is corrected by changing the skip amount according to the water temperature (THW) (see step 204 of the control flow below) to prevent the rattling in the initial stage of acceleration. To do. FIG. 12 shows the operation of the second embodiment in comparison with the prior art.

The contents of each step of the control flow of the second embodiment of the present invention shown in FIG. 9 will be described below, but only the underlined step 204 is different from the first embodiment. The other steps are the same as those in the first embodiment. In step 201, it is determined whether or not the idle is off. If Yes, the process proceeds to step 202, and if No, the process proceeds to step 211. In step 202, the rotation speed (NE) and load (GN)
The required ignition timing (SAp) is calculated from a preset map (see FIG. 5). In step 203, the idle flag XIDL is 1
If Yes, the process proceeds to step 204, and if No, the process proceeds to step 207.・ In step 204, the idling according to the water temperature (THW)
ON-OFF skip amount (SAskip) is preset
The map is obtained (see FIG. 13).

At step 205, the new ignition timing (SA) is obtained by adding the skip amount (SAskip) to the current ignition timing (SA). In step 206, the idle flag XIDL is set to 0
To In step 207, it is judged whether or not the new ignition timing (SA) obtained in step 205 is smaller than the required ignition timing (SAp) obtained in step 202, and Yes.
If so, the process proceeds to step 208, and if No, the process proceeds to step 210. At step 208, it is judged whether or not the new ignition timing (SA) obtained at step 205 is equal to the required ignition timing (SAp) obtained at step 202. If Yes, the routine proceeds to step 215, and it is No. Step 2
Go to 09.・ In step 209, the current ignition timing (SA) is 1 °.
The new ignition timing (SA) is set to the added value, and the process proceeds to step 215. In step 210, the required ignition timing (SAp) obtained in step 202 is set as a new ignition timing (SA).

On the other hand, when it is determined in step 201 that the vehicle is in the idle state and the process proceeds to step 211, the following steps are taken. In step 211, the idle request ignition timing (SAidle) corresponding to the engine speed (NE) is obtained from a preset map (see FIG. 7), and the process proceeds to step 212. In step 212, the idle request retard angle amount (SAthw) corresponding to the water temperature (THW) is obtained from a preset map (see FIG. 8) and the process proceeds to step 213. In step 213, the idle request retard angle amount (SAth) corresponding to the water temperature (THW) found in step 212 is calculated from the idle request ignition timing (SAidle) found in step 211.
The value obtained by subtracting w) is set as a new ignition timing (SA), and the routine proceeds to step 214. In step 214, the idle flag XIDL is set to 1
Then, the process proceeds to step 215. In step 215, the ignition timing is controlled to a new ignition timing (SA) and the process returns.

FIG. 14 is a flow chart of the control of the third embodiment of the present invention. This is because the greater the difference between the required ignition timing and the current ignition timing, the greater the rattling during acceleration. It is intended to prevent this by changing the advance angle amount in the initial stage of acceleration according to the difference between the required ignition timing and the current ignition timing (see steps 304 and 304 'of the control flow below).

The contents of each step of the control flowchart of the third embodiment of the present invention shown in FIG. 14 will be described below, but steps 304 and 30 with underlines are shown.
Only 4 ′ is different from the first embodiment, and the other steps are the same as in the first embodiment. In step 301, it is determined whether or not the idle is OFF. If Yes, the process proceeds to step 302, and if No, the process proceeds to step 311. -In step 302, the rotation speed (NE) and the load (GN)
The required ignition timing (SAp) is calculated from a preset map (see FIG. 5). -In step 303, the required points obtained in step 302
Difference between fire timing (SAp) and current ignition timing (SA) (S
As). -In step 304, the required points obtained in step 303
Difference between fire timing (SAp) and current ignition timing (SA) SA
Idle ON → OFF skip amount (SAski
p) is obtained from a preset map (see Fig. 15)
It

At step 305, a new ignition timing (SA) is obtained by adding the skip amount (SAskip) to the current ignition timing (SA). In step 306, the idle flag XIDL is set to 0
To In step 307, it is determined whether or not the new ignition timing (SA) obtained in step 305 is smaller than the required ignition timing (SAp) obtained in step 302. Yes.
If so, the process proceeds to step 308, and if No, the process proceeds to step 310. In step 308, it is determined whether the new ignition timing (SA) obtained in step 305 is equal to the required ignition timing (SAp) obtained in step 302. If Yes, the process proceeds to step 315 and No Step 3
Go to 09. -In step 309, the current ignition timing (SA) is 1 °
The new ignition timing (SA) is set to the added value, and the process proceeds to step 315. In step 310, the required ignition timing (SAp) obtained in step 302 is set as a new ignition timing (SA).

On the other hand, when it is determined in step 301 that the vehicle is in the idle state and the processing proceeds to step 311, the following steps are taken. In step 311, the idle request ignition timing (SAidle) corresponding to the rotation speed (NE) is obtained from a preset map (see FIG. 7), and the process proceeds to step 312. In step 312, the idle request retard amount (SAthw) corresponding to the water temperature (THW) is obtained from the preset map (see FIG. 8) and the process proceeds to step 313. In step 313, from the idle request ignition timing (SAidle) obtained in step 311, the idle request retard amount (SAth) according to the water temperature (THW) obtained in step 312.
The value obtained by subtracting w) is set as a new ignition timing (SA), and the routine proceeds to step 314. In step 314, the idle flag XIDL is set to 1
And proceed to step 315. In step 315, the ignition timing is controlled to a new ignition timing (SA) and the process returns.

FIG. 16 shows a control flow of the fourth embodiment of the present invention. This is the required ignition timing at the initial stage of acceleration when the ignition timing is advanced for each revolution. If the difference in the ignition timing is the same, the lower the rotation speed, the longer it takes to reach the required ignition timing, that is, the lower the rotation speed, the greater the rattling due to the ignition timing smoothing. This is intended to be prevented by increasing the skip amount (see step 404 of the control flow). FIG. 17 shows the operation of the fourth embodiment described above in comparison with the case of the prior art.

The contents of each step of the control flow of the fourth embodiment of the present invention shown in FIG. 16 will be described below, but only the underlined step 404 is different from the first embodiment. The other steps are the same as those in the first embodiment. In step 401, it is determined whether or not the idle is off. If Yes, the process proceeds to step 402, and if No, the process proceeds to step 411. -In Step 402, the number of revolutions (NE) and the load (GN)
The required ignition timing (SAp) is calculated from a preset map (see FIG. 5). At step 403, the idle flag XIDL is 1
If Yes, the process proceeds to step 404, and if No, the process proceeds to step 407.・ In step 404, the idling according to the rotation speed (NE) is performed.
ON-OFF skip amount (SAskip) is preset
It is obtained from the map (see FIG. 18).

At step 405, a new ignition timing (SA) is obtained by adding the skip amount (SAskip) to the current ignition timing (SA). In step 406, the idle flag XIDL is set to 0
To In step 407, it is determined whether or not the new ignition timing (SA) obtained in step 405 is smaller than the required ignition timing (SAp) obtained in step 402. Yes.
If so, the process proceeds to step 408, and if No, the process proceeds to step 410. In step 408, it is determined whether or not the new ignition timing (SA) obtained in step 405 is equal to the required ignition timing (SAp) obtained in step 402. If Yes, the process proceeds to step 415, and if No. Step 4
Go to 09.・ In step 409, the current ignition timing (SA) is 1 °.
The new ignition timing (SA) is set to the added value, and the process proceeds to step 415. In step 410, the required ignition timing (SAp) obtained in step 402 is set as a new ignition timing (SA).

On the other hand, if it is determined in step 401 that the vehicle is in the idle state and the processing proceeds to step 411, the following steps are taken. In step 411, the idle request ignition timing (SAidle) corresponding to the engine speed (NE) is obtained from a preset map (see FIG. 7), and the process proceeds to step 412. In step 412, the idle request retard angle amount (SAthw) corresponding to the water temperature (THW) is obtained from the preset map (see FIG. 8), and the process proceeds to step 413. In step 413, from the idle request ignition timing (SAidle) obtained in step 411, the idle request retard amount (SAth) corresponding to the water temperature (THW) obtained in step 412.
The value obtained by subtracting w) is set as a new ignition timing (SA), and the routine proceeds to step 414. In step 414, the idle flag XIDL is set to 1
Then, the process proceeds to step 415. In step 415, the ignition timing is controlled to a new ignition timing (SA) and the process returns.

[0023]

Since the present invention is constructed and operates as described above, when the operation is shifted from the idle region to the non-idle region, the invention occurs in the first half of the increase of the torque due to the ignition timing advance, and The increase in torque due to the increase in the air amount occurs in the latter half, and since the two do not overlap, the torque shock due to the sudden increase in torque is suppressed and the delay in acceleration is suppressed. In claim 2, the lower the temperature of the wall surface of the intake pipe, the larger the amount of attenuation in the decay period, so that the wall surface of the fuel adheres and the acceleration lean state occurs.
Even when the required ignition timing is advanced, it is corrected correspondingly, and a predetermined acceleration feeling can be obtained regardless of the temperature. Further, in claim 3, when the operation is shifted from the idle region to the non-idle region, the more the ignition timing calculated from the rotation speed and the load is on the advance side, the larger the attenuation amount of the attenuation period is. Even if the required ignition timing changes, a predetermined constant acceleration feeling can always be obtained. Further, in claim 4, when the operation is shifted from the idle region to the non-idle region, the lower the rotational speed, the larger the attenuation amount in the decay period, so that the rotational speed of the non-idle region of the transition destination changes. However, it is possible to always obtain a predetermined sense of acceleration.

[Brief description of drawings]

FIG. 1 is a diagram showing a fuel consumption amount (or a volume efficiency η _v ) and an idling stability with respect to an ignition timing at idling.

FIG. 2 is a diagram schematically showing a configuration of a first exemplary embodiment of the present invention.

FIG. 3 is a flowchart of control according to the first embodiment of the present invention.

FIG. 4 is a diagram showing the operation of the first embodiment of the present invention in comparison with the prior art.

FIG. 5 is a map in which required ignition timing (SAp) is set with respect to rotation speed (NE) and load (GN).

FIG. 6 is a map in which an idle ON → OFF skip amount (SAskip) is set according to an idle request delay amount (SAthw).

FIG. 7 is a map in which an idle request ignition timing (SAidle) is set according to a rotation speed (NE).

FIG. 8 is a map in which an idle request delay amount (SAthw) is set according to a water temperature (THW).

FIG. 9 is a flowchart of control according to the second embodiment of the present invention.

FIG. 10 is a diagram showing changes in torque with respect to ignition timing in a lean A / F state and a rich A / F state.

FIG. 11 is a diagram showing changes in torque with respect to ignition timing at low temperature and high temperature.

FIG. 12 is a diagram showing the operation of the second embodiment of the present invention in comparison with the prior art.

FIG. 13: Idle ON → OF according to water temperature (THW)
It is a map in which an F skip amount (SAskip) is set.

FIG. 14 is a flowchart of control according to the third embodiment of the present invention.

FIG. 15 is a map in which an idle ON → OFF skip amount (SAskip) is set according to the difference SAs between the required ignition timing (SAp) and the current ignition timing (SA).

FIG. 16 is a flowchart of control according to the fourth embodiment of the present invention.

FIG. 17 is a diagram showing the operation of the fourth embodiment of the present invention in comparison with the related art.

FIG. 18: Idle ON → OF according to the rotation speed (NE)
It is a map in which an F skip amount (SAskip) is set.

[Explanation of symbols]

 1 ... Engine Body 2 ... Spark Plug 3 ... Distributor 4 ... Ignition Coil 5 ... Water Temperature Sensor 6 ... Electronic Control Unit (ECU)

Claims (4)

[Claims] 1. An ignition timing control apparatus for an internal combustion engine, comprising: an ignition timing retarding amount attenuating means for attenuating an ignition timing retarding amount when an operation is shifted from an idle region to a non-idle region. The ignition timing control device is characterized in that the amount is made larger than the amount of attenuation in the latter half of the attenuation period. 2. The ignition timing control device according to claim 1, further comprising an intake pipe wall surface temperature detecting means, wherein the lower the intake pipe wall surface temperature, the larger the amount of attenuation in the attenuation period. 3. Further, when the operation is shifted from the idle region to the non-idle region, the more the ignition timing calculated from the rotational speed and the load is on the advance side, the larger the attenuation amount of the attenuation period is. The ignition timing control device according to claim 1, wherein: 4. The method according to claim 1, wherein, when the operation is shifted from the idle region to the non-idle region, the lower the rotational speed, the larger the damping amount of the damping period.
Ignition timing control device according to.