JPH089429Y2 - Ignition timing control device for internal combustion engine - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION (Industrial field of application) The present invention relates to an ignition timing control device for an internal combustion engine, and more specifically, in a case where both knock control and traction control are performed through ignition timing control, the two are balanced. At the same time, the present invention relates to an ignition timing control device for an internal combustion engine that determines the ignition timing optimally.

(Prior art) In recent years, by improving the comfort of both driving and safe driving performance, appropriate driving force is applied to the road surface so that the drive wheels do not slip when starting or accelerating on a slippery road surface. A traction control technique for transmitting, smoothly starting and accelerating has been proposed, and an example thereof is the technique described in JP-A-62-67257. In the above conventional technique, the driving force is controlled based on the throttle opening and the ignition timing.

(Problems to be solved by the invention) By the way, in ignition timing control of an internal combustion engine, a plurality of types of ignition timing control range characteristics are set in advance in accordance with the ontan number of the fuel used, and the knocking occurrence state is appropriately adjusted. It has been proposed to select the characteristic to determine the ignition timing, and the applicant of the present invention has previously proposed a similar technique in Japanese Patent Application No. 2-213188. In this technique, as shown in FIG. 4, three kinds of ignition timing control range characteristics of ZONE0-2 are set in advance according to the ONTAN number, and the knock correction amount is compared with the retard lower limit value RDRK0-2. Along with determining the ZONE, the correction of the advance angle direction after the knock has ended is also determined from the advance angle upper limit value AVLMT0-2. That is, if the knock correction amount exceeds RDLMT0, for example, it is determined to be ZONE1, the ignition timing is determined within that range, and it is configured not to advance beyond AVLMT1 even after the knock ends.

Therefore, when the above-mentioned traction control and this type of control are used together, the knock correction amount and the traction correction amount coexist, and the selection of ZONE is erroneous, so that the ignition timing cannot be accurately determined. There is.

Therefore, an object of the present invention is to prevent misselection of the characteristics when traction control and knock control using a plurality of types of characteristics coexist, so that the ignition timing can be appropriately controlled. It is to provide an ignition timing control device for an engine.

Furthermore, when knock control and traction control are used together, regardless of whether or not a plurality of types of characteristics are used, the ignition timing is retarded together, so that the retardation amount overlaps and is necessary for traction control. The engine output may be reduced more than the amount of the exhaust gas, and the retard amount may be increased to raise the exhaust temperature excessively.

Therefore, a second object of the present invention is to provide an ignition timing control device for an internal combustion engine, which is designed to optimally determine the retard amount in an operating state where knock control and traction control overlap.

(Means and Actions for Solving the Problems) In order to achieve the above-mentioned object, the present invention provides, for example, in claim 1, a plurality of engine operating state detecting means for detecting the operating state of the engine, and a plurality of units depending on the octane number of the fuel used Ignition timing control range setting means for setting the ignition timing control range of the seed, knock detection means for detecting knock generated in the engine, ignition timing control of the plurality of types corresponding to the octane number of the fuel used based on the output of the knock detection means Ignition timing determination means for selecting one of the ranges, and determining the ignition time from the engine operating state and knock occurrence state detected based on the range,
And an ignition timing control device for an internal combustion engine, comprising an ignition means for igniting an air-fuel mixture in an engine combustion chamber based on an ignition timing determined by the ignition timing determination means, and suppressing slip of drive wheels of a vehicle on which the engine is mounted. And a detection means for detecting an operating state of the traction control device, wherein the ignition timing determination means is configured to stop the selection of the ignition timing control range when the traction control state is detected. did.

(Example) Hereinafter, an example of the present invention will be described. FIG. 1 is an overall view showing an ignition timing control device for an internal combustion engine according to the present invention.
Referring to FIG. 1, reference numeral 10 indicates a multi-cylinder internal combustion engine for vehicles, which includes 6 cylinders and the like. The internal combustion engine 10 is provided with an intake air passage 12, and the air introduced from the air cleaner 14 is introduced into the combustion chamber 20 of one cylinder via the intake manifold 18 while the flow rate thereof is adjusted by the throttle valve 16.
A pipe 24 is connected to the intake air passage 12 at a proper position downstream of the throttle valve 16 and branched, and an intake air which measures the pressure of the intake air in the vicinity of the end portion of the branch passage by an absolute value to detect the engine load. A pressure sensor 26 is provided. Further, a water temperature sensor 30 is provided near the cooling water passage 28 of the internal combustion engine 10 to detect the temperature of the engine cooling water, and the intake air passage
A throttle position sensor 32 for detecting the opening of the throttle valve 16 is provided at an appropriate position near the throttle valve 16. Further, an atmospheric pressure sensor is provided at an appropriate position of the engine to detect the atmospheric pressure.

Further, a distributor 36 is provided in the vicinity of the internal combustion engine 10, and a magnet that rotates in synchronization with the rotation of a crankshaft (not shown) that rotates as the piston 38 moves up and down and a magnet that faces the magnet are provided inside the distributor 36. A crank angle sensor 40 for angle detection, which is composed of arranged members, is housed and outputs a pulse signal at every predetermined crank angle. Further, a drive wheel speed sensor 41 and an idle wheel speed sensor 43 for detecting the rotational speed of the vehicle are mounted near the drive wheels and idle wheels (both not shown) of the vehicle on which the engine 10 is mounted (the illustration is simplified). Because of the change, only one of the left and right is shown). Further, a piezoelectric knock sensor 44 for detecting vibrations due to knock generated from the combustion chamber 20 is provided at an appropriate position of the cylinder block 42 of the internal combustion engine 10.
Is provided. Sensors 26, 30, 3 such as the intake pressure sensors mentioned above
The outputs of 2,34,40,41,43,44 are sent to the control unit 50.

FIG. 2 shows the details of the control unit 50. To explain according to FIG. 2, the analog output of the intake pressure sensor 26, etc. is input to the level conversion circuit 52 in the control unit and converted to a predetermined level, and then the ·Computer
Entered in 54. The microcomputer includes an A / D conversion circuit 54a, an I / O 54b, a CPU 54c, a ROM 54d, a RAM 54e, a calculation counter and a timer (the counter and the timer are not shown), and the level conversion circuit output is the CPU 5
After being converted into a digital value in the A / D conversion circuit 54a according to the command of 4c, it is temporarily stored in the RAM 54e. The outputs of the crank angle sensor 40 and the like are waveform-shaped by the waveform shaping circuit 56 and then input into the microcomputer via the I / O 54b.

The output of the knock sensor 44 is the control unit 50.
Is sent to the knock detection circuit 60. The knock detection circuit 60 includes a filter means 60a and a comparator means 6
0b and D / A conversion means 60c, comparator means 60b
In, the knocking occurrence state is detected by comparing the reference value sent from the microcomputer through the D / A conversion means 60c with the sensor output value sent through the filter means 60a.

As is well known, the CPU 54c in the microcomputer 54 calculates the engine speed from the output of the crank angle sensor 40, determines the engine load state from the output of the intake pressure sensor 26, and calculates the basic ignition timing to generate a knock. The final ignition timing is determined by appropriately correcting it from the state, and the output circuit
Ignition device 70 such as an igniter is commanded to ignite via 68, and ignition plug 72 of a predetermined cylinder is ignited via distributor 36 to ignite the air-fuel mixture in combustion chamber 20.

Further, in the microcomputer 54, the CPU 54c
When it is determined from the output ratio of the driving wheel speed sensor 41 and the idle wheel speed sensor 43 (for example, (driving wheel speed-idling wheel speed) / idling wheel speed) that the driving wheel is in a slip (idling) state above a predetermined level. , Calculates a traction control value to reduce the engine output according to the slip amount. The control values include a throttle opening, an ignition timing, and a fuel injection amount. The throttle opening is decreased according to the slip amount, and the ignition timing is retarded or the fuel injection amount is cut or decreased. The CPU 54c determines a control value for one or a combination of these on the basis of the operating state, sends the ignition timing from the output circuit 68 to the ignition device 70 as described above, and the throttle opening control value for the second output circuit. The signal is sent to the throttle valve actuator 76 via 74 to drive the throttle valve 16. Also,
The fuel injection amount control value is sent to the fuel injection device 80 via the third output circuit 78, and the fuel supply is adjusted through the injection valve 82. Since the traction control device itself does not have the gist of the present invention, further detailed description will be omitted.

Next, the operation of the present control device will be described with reference to the flow chart of FIG. The program shown in FIG. 3 is started at an appropriate crank angle.

First, in S10, it is determined whether or not the bit of the flag FTC is set to 1. This flag indicates whether or not traction control is being executed, and when the traction control is executed in the microcomputer, the bit is set to 1. When it is determined that the bit is on in S10, the process proceeds to S12, where Z
Prohibit movement of ONE. In this ZONE, as described earlier with reference to FIG. 4, the knock correction value is set to the retard lower limit value RDLMT0-2.
It is decided by comparing with. That is, knock occurs frequently and the knock correction value increases in the retard direction.For example, when it exceeds RDLMT0, it is determined to be ZONE1, and as long as it is determined to be in that ZONE, the ignition timing is advanced even after the knock ends. Corrections to directions are limited to AVL MT1. If the knock continues to occur and the knock correction value exceeds the next retard angle lower limit value RDLMT1, it is determined to be ZONE2, and at that time, the advance return amount is further limited to AVLMT2. The ZONE thus determined is canceled in a predetermined operating state. For example, if it is in ZONE1, if the knock correction value advances to AVLMT1, a predetermined time has elapsed, and if the knock does not reoccur even after gradually advancing, then the second retard angle lower limit When the value RDRL0 matches the advanced angle upper limit value ADLMT0 of the upper side ZONE0, it is forcibly shifted from ZONE1 to ZONE0. The retard lower limit value and the advance angle upper limit value are variably set according to the operating state. The upper limit value AVLMT0 on the most advanced side is set so as to coincide with the basic ignition timing.

Next, in S14, the ignition timing correction value (hereinafter referred to as "traction retard value") θigTC by traction control and the knock correction value θigKC are compared. That is,
As shown in FIG. 5, when ignition timing is used for traction control, it may be overlapped with knock control. Therefore, the traction retard value θigTC and the knock correction value θigKC are compared, and when it is determined that the traction retard value θigTC is larger (in the retard direction), the routine proceeds to S16, where the basic ignition timing θigM is corrected. As the traction retard value θigTC
Is used to set the bit of the flag θigTC to 1 in S18, and if not, proceed to S20 and knock correction value θi
Using gKC, the bit of the flag FθigTC is reset to zero in S22. That is, as shown by the phantom line in the same figure, if both retard values are used in duplicate, the retard amount from the basic ignition timing θigM becomes large, reducing the engine output more than necessary as described above, and Although the amount may be excessively increased, such inconvenience can be eliminated by doing so.

When it is determined that the bit of the flag FTC is reset to zero at the next program start-up, and when it is determined that the traction control is completed, the process proceeds to S24, where the bit of the flag FθigTC is set to 1. It is determined whether or not it is set, that is, whether or not the traction retard value θigTC is used as the correction amount of the ignition timing. When the result in S24 is affirmative, the program proceeds to S26, in which the predetermined unit amount Δθ is subtracted from the traction retard angle value θigTC to correct in the advance direction, and the traction retard angle value θigTC after subtraction is changed to S28.
Then, the knock correction value θigKC is compared again. That is, it is determined whether or not the traction retard value has advanced to the knock correction value. If the result is negative, the program proceeds to S30 to continue to use the traction retard value, and advances the traction retard value θigTC by Δθ via S10, S24, S26 and S28. It should be noted that the reason why the traction control is not advanced immediately after the traction control is finished but is advanced by a predetermined amount Δθ is to avoid hunting of the control.

If it is determined in S28 that the traction retard value θigTC has reached the knock correction value θigKC (indicated by the symbol a in FIG. 5), the process proceeds to S32, where the correction value of the basic ignition timing θigM is set to the knock correction value. Switch to θigKC and flag FθigT in S34
Reset the bit in C to zero. Therefore, when the program is started next time or later, the determination in S24 is denied and the process proceeds to S36, where the movement of ZONE is permitted, and the use of the knock correction value θigKC is confirmed in S38.

As described above, in this embodiment, when the traction control is started, the movement to the ZONE is prohibited, so that the selection of the ZONE is not erroneously recognized and the control value is not erroneously calculated. Further, when the knock correction value and the traction retard angle value coexist, a large value is selected in the retard angle direction, and the basic ignition timing is corrected with this, so that knock control and traction control can be performed at the same time. At the same time, the retard amount does not become excessive and the driving force is not unnecessarily lowered or the exhaust temperature is excessively increased. Further, since the traction retard value is gradually advanced even after the traction control is completed, hunting does not occur in the control.

FIG. 6 shows a second embodiment of the present invention. In this case, it is assumed that the fuel injection amount is set to zero (fuel cut) as traction control. Explaining with reference to the figure, in the case of this embodiment, first in S100, it is judged whether or not the traction control (fuel cut) is executed, and when the result is affirmative, the routine proceeds to S102, where the knock correction value is set. θigKC is the retard angle reference value RDLMY0− of ZONE0-2 described above.
Fix it to 2 and prohibit the movement of the zone in S104. Incidentally, in S102, it is assumed that the delay angle reference value of ZONE that belonged to before the start of execution of the traction control is fixed. Also S100
When the result is negative and it is determined that the traction control is completed, the process proceeds to S106 and the movement of the ZONE is restarted.

In the case of the present embodiment, it is premised that the fuel supply is stopped as the traction control, and as a result, combustion does not actually occur, and therefore knock may not occur.
However, if the ignition timing is arbitrarily determined in such a state, there is a risk of erroneous control, and a risk of erroneous determination due to noise or the like. Therefore, the knock correction value is fixed to the retard lower limit value of ZONE immediately before the traction control is started to prevent it. With such a configuration, it is possible to prevent hunting from occurring with ignition timing control after the traction control is ended and the fuel supply is restarted.

(Advantages of the Invention) The ignition timing control device for an internal combustion engine according to claim 1 comprises a traction control device and a detection means for detecting an operating state thereof, and the ignition timing determination means, when the traction control state is detected, Since the selection of the ignition timing control range is stopped, the selection is not erroneous, and therefore the ignition timing control value is not erroneously determined.

The ignition timing control device for an internal combustion engine according to claim 2, wherein the ignition timing determination means is based on an ignition timing control range selected immediately before the traction control state is detected when the traction control state is detected. The ignition timing can be determined more accurately, so that it is possible to determine the ignition timing more accurately.For example, even when the fuel supply is stopped in the traction control, the ignition timing is not mistakenly determined and the traction control ends. Hunting does not occur between later control values.

An ignition timing control device for an internal combustion engine according to claim 3, further comprising a traction retard correction means for detecting a slip of a drive wheel of a vehicle in which the engine is mounted and correcting the basic ignition timing by a second predetermined amount. The ignition timing determining means is provided with the second
Since the basic ignition timing is corrected by the larger value of the predetermined amount for the knock correction and the first predetermined amount for knock correction, the retard amount becomes unnecessary and the engine output becomes unnecessary. It does not lower or cause an excessive rise in exhaust temperature.

[Brief description of drawings]

FIG. 1 is a schematic diagram of an ignition timing control device for an internal combustion engine according to the present invention, FIG. 2 is a block diagram showing details of its control unit, FIG. 3 is a flow chart showing the operation of the control device, and FIG. FIG. 5 is an explanatory view showing an ignition timing control zone used therein, FIG. 5 is a timing chart for explaining the operation of the flow chart of FIG. 3, and FIG. 6 is a second chart of the present invention.
It is a flow chart which shows an Example. 10 ... Internal combustion engine, 12 ... Intake air passage, 14 ... Air cleaner, 16 ... Throttle valve, 18 ... Intake manifold, 20 ... Combustion chamber, 24 ... Pipe, 26 ... Intake pressure sensor, 28 ... Cooling water passage, 30 Water temperature sensor, 32 Throttle position sensor, 34 Atmospheric pressure sensor, 36 Distributor, 38 Piston, 40 Crank angle sensor, 41 Drive wheel speed sensor, 42: cylinder block, 43: idle wheel speed sensor, 44: knock sensor, 50
...... Control unit, 52 ...... Level conversion circuit, 54 ...... Microcomputer, 60 ...... Knock detection circuit, 68,74,78
...... Output circuit, 70 …… Ignition device, 72 …… Spark plug, 76
...... Throttle valve actuator, 80 …… Fuel injection device, 82 …… Injection valve

Continuation of the front page (56) References JP-A-62-75073 (JP, A) JP-A-60-212673 (JP, A) JP-A-1-208528 (JP, A)

Claims (3)

[Scope of utility model registration request] Claims: 1. Engine operating state detecting means for detecting the operating state of the engine; b. Ignition timing control range setting means for setting a plurality of types of ignition timing control ranges according to the octane number of the fuel used; c. Knock detection means for detecting the knock that occurs, d. Selecting one of the ignition timing control ranges of the plurality of types corresponding to the octane number of the fuel used based on the output of the knock detection means, and detecting the engine operation based on that An ignition timing determining means for determining an ignition timing from a state and a knock generation state, and e. An ignition means for igniting an air-fuel mixture in an engine combustion chamber based on the ignition timing determined by the ignition timing determining means. Of the ignition timing control device of f., A traction control device that suppresses slippage of drive wheels of a vehicle on which the engine is mounted, and g. Means, wherein the ignition timing determining means, when the traction control condition is detected, the ignition timing control apparatus for an internal combustion engine, characterized in that the manner to stop the selection of the ignition time control range. 2. The ignition timing determining means determines the ignition timing based on the ignition timing control range selected immediately before the traction control state is detected, when the traction control state is detected. The ignition timing control device for an internal combustion engine according to claim 1. 3. An engine operating state detecting means for detecting an operating state of the engine including at least the engine speed and an engine load, b. A knock detecting means for detecting knock occurring in the engine, c. An engine speed and Ignition timing determining means for determining the basic ignition timing of the engine from the engine load, and correcting the basic ignition timing by a first predetermined amount when knock is detected, and d. The ignition timing determining means determines An ignition timing control device for an internal combustion engine, comprising: ignition means for igniting an air-fuel mixture in an engine combustion chamber based on ignition timing; e. Detecting the slippage of a drive wheel of a vehicle on which the engine is mounted to detect the basic ignition timing. And a traction retard correction means for retarding a second predetermined amount, and the ignition timing determining means determines the basic ignition timing with a larger value of the first and second predetermined amounts. To correct Ignition timing control apparatus for an internal combustion engine, characterized in that the configuration was.