JPH0742890B2 - Engine controller - Google Patents
Engine controllerInfo
- Publication number
- JPH0742890B2 JPH0742890B2 JP60028051A JP2805185A JPH0742890B2 JP H0742890 B2 JPH0742890 B2 JP H0742890B2 JP 60028051 A JP60028051 A JP 60028051A JP 2805185 A JP2805185 A JP 2805185A JP H0742890 B2 JPH0742890 B2 JP H0742890B2
- Authority
- JP
- Japan
- Prior art keywords
- pressure
- engine
- temperature
- cylinder
- sensor
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Expired - Lifetime
Links
Description
【発明の詳細な説明】 （産業上の利用分野） 本発明は、気筒内圧力が設定圧を越えたときに設定圧以
下に制御するエンジンの制御装置に関するものである。Description: TECHNICAL FIELD The present invention relates to an engine control device that controls a pressure in a cylinder to be lower than a set pressure when the pressure exceeds the set pressure.
（従来の技術） 従来、エンジンの気筒内圧力を検出して、その圧力の最
大点が所定のクランク角度となるように点火時期をフィ
ードバック制御するものは知られている（例えば特開昭
59−18269号公報参照）。(Prior Art) Conventionally, there is known one in which the pressure in the cylinder of an engine is detected and the ignition timing is feedback-controlled so that the maximum point of the pressure becomes a predetermined crank angle (for example, Japanese Unexamined Patent Application Publication No. Sho.
59-18269 publication).
一方、信頼性の面からエンジンの気筒内圧力が設定圧を
越えたときにそれ以下となるように点火時期を補正し、
異常燃焼を防止するものも知られている。On the other hand, from the aspect of reliability, when the engine cylinder pressure exceeds the set pressure, the ignition timing is corrected so that it becomes less than that,
It is also known to prevent abnormal combustion.
（発明が解決しようとする課題） ところが、その後者のようなものでは、気筒内圧力を異
常燃焼を検出する１つの要素としており、出力確保の点
から、吸気温若しくはエンジン温が比較的低いときを基
準に上記設定圧を設定しているので、吸気温若しくはエ
ンジン温が高いときには設定圧付近で異常燃焼が発生す
る確率が非常に高くなり、異常燃焼に対し十分に対処す
ることができない。(Problems to be Solved by the Invention) However, in the latter case, when the intake air temperature or the engine temperature is relatively low, the cylinder pressure is used as one element for detecting abnormal combustion, and from the viewpoint of securing output. Since the set pressure is set on the basis of, the probability that abnormal combustion occurs near the set pressure when the intake air temperature or the engine temperature is high becomes extremely high, and it is not possible to sufficiently cope with the abnormal combustion.
本発明は、異常燃焼の発生を未然に防止することができ
るエンジンの制御装置を提供することを目的とする。An object of the present invention is to provide an engine control device capable of preventing abnormal combustion from occurring.
（課題を解決するための手段） 本発明は、気筒内圧力を検出する圧力センサを有し、該
圧力センサの出力に基づいて気筒内圧力が設定圧を越え
たときに設定圧以下に制御するエンジンの制御装置にお
いて、吸気温若しくはエンジン温を検出する温度センサ
と、該温度センサの出力を受け、検出された吸気温若し
くはエンジン温が異常燃焼が発生する温度以上になった
ときに上記設定圧が低下する方向に補正する補正手段と
を備えている構成とする。(Means for Solving the Problem) The present invention has a pressure sensor for detecting the pressure in the cylinder, and controls the pressure to be equal to or lower than the set pressure when the pressure in the cylinder exceeds the set pressure based on the output of the pressure sensor. In a control device for an engine, a temperature sensor that detects an intake air temperature or an engine temperature and an output of the temperature sensor are received, and when the detected intake air temperature or the engine temperature exceeds a temperature at which abnormal combustion occurs, the set pressure is set. And a correction unit that corrects in a direction in which
（作用） 温度センサによって検出された吸気温若しくはエンジン
温が異常燃焼が発生する温度以上になったときに、補正
手段によって気筒内圧力の上限を定める設定圧を低下す
る方向に補正され、異常燃焼の発生が防止される。(Operation) When the intake air temperature or the engine temperature detected by the temperature sensor becomes equal to or higher than the temperature at which abnormal combustion occurs, the correction means corrects the set pressure that determines the upper limit of the in-cylinder pressure so as to decrease the abnormal combustion. Is prevented from occurring.
（実施例） 以下、本発明の実施例を図面に沿って説明する。(Example) Hereinafter, the Example of this invention is described along drawing.
エンジンの制御装置の全体構成を示す第１図において、
１はエンジで、その燃焼室２には吸排気弁3,4を介して
開閉される吸排気口5,6を介して連通する吸気通路７及
び排気通路８が接続されている。吸気通路７には、上流
側から、エアクリーナ９、吸気温センサ10、エアフロー
メータ11、スロットル弁12及び燃焼噴射弁13が順に配設
されている。また、燃焼室２に臨んで点火プラグ14及び
圧力センサ15が配設されている。16はエンジン冷却水通
路で、水温センサ17が設けられている。In FIG. 1 showing the overall configuration of the engine control device,
An engine 1 is connected to the combustion chamber 2 through an intake passage 7 and an exhaust passage 8 which communicate with each other through intake and exhaust ports 5 and 6 which are opened and closed via intake and exhaust valves 3 and 4, respectively. An air cleaner 9, an intake air temperature sensor 10, an air flow meter 11, a throttle valve 12 and a combustion injection valve 13 are sequentially arranged in the intake passage 7 from the upstream side. Further, an ignition plug 14 and a pressure sensor 15 are arranged facing the combustion chamber 2. Reference numeral 16 denotes an engine cooling water passage, which is provided with a water temperature sensor 17.
18はコントロールユニットで、吸気温センサ10、エアフ
ローメータ11、圧力センサ15、水温センサ17及びデイス
トリビュータ19よりの出力を受け、設定空燃比となるよ
うに燃料噴射弁13よりの噴射量を定めるとともに、イグ
ナイタ20及びディストリビュータ19を介して点火プラグ
14の点火時期を調整し、気筒内圧力が設定回転数ごとに
定められた最大気筒内圧力（以下Pmax設定圧という）を
越えないように制御される。Reference numeral 18 denotes a control unit, which receives outputs from the intake air temperature sensor 10, the air flow meter 11, the pressure sensor 15, the water temperature sensor 17, and the distributor 19 and determines the injection amount from the fuel injection valve 13 so as to obtain a set air-fuel ratio. Together with the ignition plug via the igniter 20 and the distributor 19.
The ignition timing of 14 is adjusted so that the in-cylinder pressure does not exceed the maximum in-cylinder pressure (hereinafter referred to as Pmax set pressure) determined for each set rotational speed.
コントロールユニット18は、例えば第２図に示すよう
に、ディストリビュータ19よりの回転数信号S1にて基準
となるPmax設定圧を演算する基本回路21と、水温センサ
17よりの水温信号S2及び吸気温センサ10よりの吸気温信
号S3を受けPmax設定圧に補正係数を乗算して補正圧を演
算する補正回路22と、該補正回路22よりの補正圧と圧力
センサ15にて検出された検出圧とを比較する比較回路23
と、検出圧が補正圧よりも高いときに点火時期を補正す
る点火時期補正回路24とを有する。検出圧が補正圧より
も低いとき（第３図実線参照）は、異常燃焼の起る確率
は低いので、点火時期の補正を行うことなく、運転状態
に基づいて定められる点火時期とする一方、補正圧を越
えるとき（第３図一点鎖線参照）は、ノッキング等の異
常燃焼が発生する可能性が高いので、点火時期を、運転
状態に基づいて定められる時刻T1から時刻T2へと補正し
て遅角することで、十分に圧縮されないうちに点火し、
最大気筒内圧力がPmax設定値よりも小さくなるように制
御し（第３図二点鎖線参照）、異常燃焼の発生を未然に
防止する。The control unit 18 includes, for example, as shown in FIG. 2, a basic circuit 21 for calculating a reference Pmax set pressure by a rotation speed signal S 1 from a distributor 19 and a water temperature sensor.
A correction circuit 22 for receiving the water temperature signal S 2 from 17 and the intake temperature signal S 3 from the intake temperature sensor 10 to calculate a correction pressure by multiplying the Pmax set pressure by a correction coefficient, and the correction pressure from the correction circuit 22. Comparison circuit 23 for comparing the detected pressure detected by the pressure sensor 15
And an ignition timing correction circuit 24 that corrects the ignition timing when the detected pressure is higher than the correction pressure. When the detected pressure is lower than the correction pressure (see the solid line in FIG. 3), the probability of abnormal combustion occurring is low, so the ignition timing is determined based on the operating state without correction of the ignition timing, while when exceeding the correction pressure (see the chain line FIG. 3 line), since the abnormal combustion such as knocking is likely to occur, the ignition timing, and from the time T 1 determined based on the operating state to the time T 2, the correction And by retarding it, it ignites before it is compressed enough,
The maximum cylinder pressure is controlled to be smaller than the Pmax setting value (see the chain double-dashed line in FIG. 3) to prevent abnormal combustion from occurring.
Pmax設定圧は第４図に示すように設定されている。即
ち、低回転域では、ノッキング発生防止のために、ノッ
ク限界を考慮してエンジン回転数の上昇に伴い徐々に大
きくする一方、高回転域では、信頼性の点から、回転数
の上昇に伴い徐々に小さくしている。そして、実際の最
大気筒内圧力Pmaxは、Pmax設定値と補正係数Cf,Ckとの
積によって決定される。即ち、 Pmax＝（Pmax設定値）×（補正係数Cf,Ck） 補正係数Cfは、例えば第５図に示すように、吸気温が10
0℃を越えると、１より徐々に小さくなるように定めら
れている。また、補正係数Ckは、例えば第６図に示すよ
うに、エンジン冷却水温が100℃を越えると、１より徐
々に小さくなるように定められている。The Pmax set pressure is set as shown in FIG. That is, in the low speed range, the knock limit is taken into consideration to gradually increase the engine speed as the engine speed increases, while in the high speed range, the engine speed increases as the engine speed increases in terms of reliability. It is gradually getting smaller. Then, the actual maximum cylinder pressure Pmax is determined by the product of the Pmax set value and the correction coefficients Cf and Ck. That is, Pmax = (Pmax set value) × (correction coefficient Cf, Ck) The correction coefficient Cf is, for example, as shown in FIG.
It is set to gradually decrease from 1 when the temperature exceeds 0 ° C. Further, the correction coefficient Ck is set to become gradually smaller than 1 when the engine cooling water temperature exceeds 100 ° C., for example, as shown in FIG.
従って、最大気筒内圧力Pmaxは、吸気温及び水温ともに
100℃以下であれば、Pmax設定圧を基準としてそれ以下
に制御され、吸気温若しくは水温が100℃を越える場合
には、Cf又はCkのうち小さい方をPmax設定圧に乗算した
補正圧を基準としてそれ以下に制御される。Therefore, the maximum cylinder pressure Pmax is
If it is 100 ° C or less, it is controlled below that of the Pmax set pressure, and if the intake air temperature or water temperature exceeds 100 ° C, the smaller of Cf or Ck is multiplied by the Pmax set pressure to be the reference pressure. As below is controlled.
（発明の効果） 本発明は、上記のように、吸気温若しくはエンジン温に
より気筒内圧力の上限を定める設定圧が補正されるの
で、異常燃焼を発生する確率が高まる場合に設定圧を補
正することができ、異常燃焼の発生を未然に防止するこ
とができる。(Advantages of the Invention) According to the present invention, as described above, the set pressure that determines the upper limit of the cylinder pressure is corrected by the intake air temperature or the engine temperature, so the set pressure is corrected when the probability of abnormal combustion increases. Therefore, it is possible to prevent the occurrence of abnormal combustion.
図面は本発明の実施例を示し、第１図はエンジンの制御
装置の全体構成図、第２図はエンジンコントロールユニ
ットのブロック図、第３図は気筒内圧力の変化を示す
図、第４図はエンジン回転数とPmax設定圧との関係を示
す図、第５図は吸気温と補正係数Cfとの関係の一例を示
す図、第６図は水温と補正係数Ckとの関係の一例を示す
図である。 １……エンジン、10……吸気温センサ、15……圧力セン
サ、17……水温センサ、18……コントロールユニット。The drawings show an embodiment of the present invention, FIG. 1 is an overall configuration diagram of an engine control device, FIG. 2 is a block diagram of an engine control unit, FIG. 3 is a diagram showing changes in cylinder pressure, and FIG. Shows a relationship between engine speed and Pmax set pressure, FIG. 5 shows an example of relationship between intake air temperature and correction coefficient Cf, and FIG. 6 shows an example of relationship between water temperature and correction coefficient Ck. It is a figure. 1 ... Engine, 10 ... Intake air temperature sensor, 15 ... Pressure sensor, 17 ... Water temperature sensor, 18 ... Control unit.
フロントページの続き (72)発明者 田原 良隆 広島県安芸郡府中町新地３番１号 マツダ 株式会社内 (56)参考文献 特開 昭61−43251（ＪＰ，Ａ)Front page continuation (72) Inventor Yoshitaka Tahara 3-1, Shinchi Fuchu-cho, Aki-gun, Hiroshima Mazda Co., Ltd. (56) Reference JP-A-61-43251 (JP, A)
Claims (1)
該圧力センサの出力に基づいて気筒内圧力が設定圧を越
えたときに設定圧以下に制御するエンジンの制御装置に
おいて、 吸気温若しくはエンジン温を検出する温度センサと、 該温度センサの出力を受け、検出された吸気温若しくは
エンジン温が異常燃焼が発生する温度以上になったとき
に上記設定圧が低下する方向に補正する補正手段とを備
えていることを特徴とするエンジンの制御装置。1. A pressure sensor for detecting a pressure in a cylinder,
In a control device for an engine that controls a pressure in a cylinder below a set pressure when the pressure in the cylinder exceeds the set pressure based on the output of the pressure sensor, a temperature sensor that detects an intake air temperature or an engine temperature and an output of the temperature sensor is received. An engine control device comprising: a correction unit that corrects the set pressure so as to decrease when the detected intake air temperature or engine temperature exceeds a temperature at which abnormal combustion occurs.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP60028051A JPH0742890B2 (en) | 1985-02-14 | 1985-02-14 | Engine controller |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP60028051A JPH0742890B2 (en) | 1985-02-14 | 1985-02-14 | Engine controller |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPS61187561A JPS61187561A (en) | 1986-08-21 |
| JPH0742890B2 true JPH0742890B2 (en) | 1995-05-15 |
Family
ID=12237953
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP60028051A Expired - Lifetime JPH0742890B2 (en) | 1985-02-14 | 1985-02-14 | Engine controller |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPH0742890B2 (en) |
Families Citing this family (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| RU2731355C1 (en) * | 2016-12-13 | 2020-09-01 | Ниссан Мотор Ко., Лтд. | Internal combustion engine control method and control device |
Family Cites Families (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS6143251A (en) * | 1984-08-03 | 1986-03-01 | Nissan Motor Co Ltd | Controller for engine |
-
1985
- 1985-02-14 JP JP60028051A patent/JPH0742890B2/en not_active Expired - Lifetime
Also Published As
| Publication number | Publication date |
|---|---|
| JPS61187561A (en) | 1986-08-21 |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| US5682856A (en) | Apparatus for controlling an internal combustion engine and method thereof | |
| US4448162A (en) | Optimum control for internal combustion engines | |
| JPH08151971A (en) | Ignition timing control device for internal combustion engine | |
| JPH0512543B2 (en) | ||
| US5016590A (en) | System for controlling ignition timing of an internal combustion engine | |
| JPH04109075A (en) | Ignition timing control device for internal combustion engine | |
| JPH0742890B2 (en) | Engine controller | |
| JPS60159372A (en) | Ignition-timing control for internal-combustion engine | |
| JPS63106365A (en) | Method of controlling ignition timing of internal combustion engine | |
| JP2903848B2 (en) | Idle speed control device for internal combustion engine | |
| JP2528168B2 (en) | Ignition timing control device for internal combustion engine | |
| JPS6380075A (en) | Ignition timing control device for internal combustion engine | |
| JPS5840028B2 (en) | Ignition timing control device | |
| JPH0357878A (en) | Combustion controller of engine | |
| JPH0138263Y2 (en) | ||
| JPH0759931B2 (en) | Ignition timing control device for internal combustion engine | |
| JP3187866B2 (en) | Control device for two-stroke engine with crankcase compression | |
| JPS6380028A (en) | Fuel injection quantity controller | |
| JPS62210243A (en) | Boost pressure control device for internal combustion engine | |
| JP2810411B2 (en) | Engine ignition timing control device | |
| JPS63176665A (en) | Knocking controller for internal combustion engine | |
| JPS62291473A (en) | Ignition timing control device for engine | |
| JPH0742926B2 (en) | Engine ignition timing control device | |
| JPS59141171U (en) | Ignition timing and fuel injection amount control device for internal combustion engines | |
| JPS60201035A (en) | Method of controlling electronically controlled engine |