JPH0942131A - Ignition timing control method of engine - Google Patents

Abstract

PROBLEM TO BE SOLVED: To make an efficient combustion and a proper ignition timing changeover both achievable by performing ignition timing control on the basis of data different in the cases where a gas flow occurs and vice versa, and varying the timing advance or timing delay motion of ignition timing stepwise by a changeover of these data. SOLUTION: A tumble control valve 7 installed in a main intake port 5a makes a main intake port 5n open or close by means of rotation operation, generating a tumble flow in a combustion can 3a by closing this port, and it stops this tumble flow by opening it. A fact of whether a control signal to be delivered out of a drive circuit 30j of an electronic control unit 30 to the tumble control valve 7 is immediate after transferred into a state of being opened from the closed state or not is judged. In the case where it is so, in order to give a limit to a timing control motion, a timing advance limiter is set up there, adding a timing advance limiter portion to the last ignition timing, and ignition timing at the point of time is set up. This operation is formable into various setting operations such as an engine motion corresponding type or a time corresponding type and so on.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an engine ignition timing control method, and more particularly to a method for appropriately controlling the ignition timing of an engine having an intake control valve for causing gas flow such as tumble and swirl.

[0002]

2. Description of the Related Art Generally, as a method for controlling the ignition timing of an engine, an electronic control unit (i.e., data that indicates the ignition timing for each operating region based on a map indicating the relationship between the engine speed and the air amount per stroke in advance) is generally used. Hereinafter, simply "ECU"
It is known that the ignition timing is set in accordance with the operating state by referring to this data. On the other hand, an intake control valve such as a tumble control valve or a swirl control valve is installed in the intake passage in order to improve the stability of combustion in the combustion chamber, increase the combustion speed, improve fuel efficiency, etc. The engine ignition timing control method as described above can be applied to an engine including such an intake control valve.

The intake control valve closes a part of the intake passage by closing the intake control valve to change the direction of the air flowing into the engine combustion chamber to generate a predetermined gas flow. No flow occurs and is therefore fully opened for maximum air intake into the engine combustion chamber.

When tumble, swirl, etc. are generated by using such an intake control valve, the combustion state in the combustion chamber changes as described above, so that the optimum ignition timing is obtained even in the same operating state. Fluctuates. That is, it is necessary to change the ignition timing depending on whether or not such gas flow occurs. Therefore, when controlling the ignition timing of the engine, consider the opening and closing operation of the intake control valve,
A control operation corresponding to this is required. That is, when the gas flow is generated, the combustion speed is increased, so that the optimum ignition timing is shifted to the retard side as compared with the case where the optimum ignition timing is not generated.

It is to be noted that the open state and the closed state of the intake control valve are selected differently in the same operating region because the intake control valve is opened / closed in accordance with the hysteresis of the opening / closing of the intake control valve being increased. This occurs when changing the state.

[0006]

In the engine having the intake control valve as described above, when the ignition timing is controlled, the ignition timing is set to an appropriate timing in the open state and the closed state of the intake control valve as described above. Need to change and adjust. In this adjustment, the operation of changing the ignition timing is instantaneously performed at the same time as the opening / closing operation control signal is sent to the intake control valve by the above-described ECU or the like. However, the actual operation of the intake control valve is delayed from the change of the ignition timing due to the operation delay of the actuator. Therefore, there is a problem that an appropriate ignition timing is not set in a predetermined time region when switching the opening and closing of the intake control valve, that is, the time until the actuator that performs the opening and closing operation of the intake control valve finishes its operation.

Therefore, in the engine ignition timing control device disclosed in Japanese Unexamined Patent Publication No. 62-253961, the ignition timing is required to be advanced at the transition time when the swirl is switched between a strong state and a weak state. There is disclosed control that is set on the retard side. However, such a control that is always set to the retard side cannot support the mutual switching operation between the state in which the swirl is strong and the state in which the swirl is strong, and the condition that only the retard side is set is not sufficient. It is not enough to prevent knocking, and the ignition timing is set to the retard side when the intake control valve is switched from the closed state to the open state, that is, when switching to the direction of stopping gas flow such as swirl. Doing so also lowers the combustion efficiency.

Further, in the engine ignition timing control device disclosed in Japanese Patent Application Laid-Open No. 62-322223, the optimum value of the ignition timing is set from the time of switching by the switching means for changing and adjusting the strength of the swirl to the lapse of a predetermined period. There is disclosed a control method for preventing the change to the. However, with such control, good ignition timing cannot be maintained at all while the ignition timing is not changed, and stable and precise control of the combustion state cannot be performed.

The present invention has been made in view of the above circumstances. An object of the present invention is to provide an intake control valve to generate a gas flow to realize efficient combustion and to control the opening and closing of the intake control valve in the mutual directions. An object of the present invention is to provide an ignition timing control method for an engine, which enables appropriate ignition timing switching at the time of switching.

[0010]

In order to achieve the above object, an engine ignition timing control method according to a first aspect of the present invention provides a tumble in an engine combustion chamber, which is provided in an intake passage of an engine and partially closes the passage. An intake control valve that causes gas flow such as swirl and an ignition timing control unit that controls the ignition timing to advance or retard according to the operating state are provided, and the combustion state is adjusted by controlling the opening and closing of the intake control valve. In addition, in the ignition timing control method of the engine in which the ignition timing control unit adjusts the ignition timing, the ignition timing control unit does not generate the gas flow due to the operation of the intake control valve. The ignition timing control is performed based on different data depending on the case, and the ignition timing control is performed in a predetermined time region at the time of switching between closing and opening of the intake control valve by switching the data. And to perform stepwise changing the operation of advancing or retarding a fire time.

Next, in the engine ignition timing control method according to a second aspect of the present invention, a limiter is provided for the stepwise operation of the advance angle and retard angle for the advance angle amount or retard angle amount for each predetermined number of engine operation cycles. I'm trying to do it.

According to a third aspect of the present invention, there is provided an ignition timing control method for an engine, wherein the ignition timing control section performs an advance or retard operation stepwise when the intake control valve is switched between open and closed. Instead, the ignition timing advance or retard operation based on the difference between the two data is continuously changed.

Further, in the engine ignition timing control method according to a fourth aspect of the present invention, a knocking occurrence is obtained by a knock determination operation for advancing a predetermined amount of ignition timing when the intake control valve is switched from closed to open. The time data of is used as feedback and is controlled under time control in which knocking does not occur.

[0014]

According to the engine ignition timing control method of the first aspect, the ignition timing control section uses different data when the gas flow is generated by the intake control valve and when it is not. For example, the ignition timing is controlled with reference to two types of maps showing the data of the ignition timing according to the operating condition. That is, it is necessary to set different ignition timings depending on whether or not gas flow such as swirl is generated by the operation of the intake control valve even in almost the same operating state. I am trying to use the data of.

In this case, the operation of the intake control valve is switched between the open state and the closed state according to the operating state thereof, and the ignition timing is advanced or retarded within a predetermined time period from the start of the switching. I am trying to change it step by step.

For example, when the operation of stopping the gas flow such as swirl is performed by switching the intake control valve from the closed state to the open state, generally, it is the case that the operating state changes from the middle low load to the high load. The ignition timing is also changed accordingly. That is, when a swirl or the like occurs, the ignition timing is set to the retard side because the combustion speed is increasing, but the ignition timing is advanced to the advance side when switching from the close to the open. Is adjusted to.

In the present invention, the difference between the corresponding speed (instantaneous) of the ignition timing change when the control signal to the intake control valve is issued and the response speed of the actuator of the intake control valve is taken into consideration. That is, since the response operation time of the actuator of the intake control valve is longer than the ignition timing change adjustment time, if only the ignition timing is immediately advanced during that time, knocking or the like may occur. Therefore, the advance operation of the ignition timing is changed stepwise in response to the operation delay of the intake control valve. As a result, for example, when the air control valve is switched from the closed state to the open state, the ignition timing is gradually adjusted in accordance with the actual operation of the intake control valve, so that the switching timing is always good and appropriate. It is possible to set the ignition timing.

According to the engine ignition timing control method of the second aspect, the stepwise operation of the advance angle or the retard angle in the first aspect is the advance angle amount or the retard angle amount for each predetermined number of engine operation cycles. This is done by setting restrictions. For example,
It is possible to set a limitation for each cycle of the engine operation and perform a fine stepwise advance or retard operation according to the engine operation. As a result, it becomes possible to adjust the ignition timing suitable for the operation of the actuator of the intake control valve when the intake valve is switched between open and closed.

Next, according to the engine ignition timing control method of the third aspect, the ignition timing control unit does not perform the advance or retard operation stepwise, but continuously changes the ignition timing. Make a smooth adjustment. For example, based on a predetermined arithmetic expression, the ignition timing can be continuously changed from the time when the instruction to switch the opening and closing of the intake control valve is given to the end of the operation to perform precise ignition timing adjustment.

The engine ignition timing control method according to claim 4 is intended only for the case where the intake control valve is switched from closed to open. According to this, the knock determination unit detects the knocking occurrence state when the intake control valve switches from the closed state to the open state, and uses the time data of the knocking occurrence to perform ignition under the time control in which the knock does not occur. The timing advance control is performed. That is,
By using the learning data of knocking occurrence, it is possible to perform ignition timing when the intake control valve performs the operation from closing to opening while surely preventing occurrence of knocking.

[0021]

Embodiments of the present invention will be described below in detail with reference to the drawings.

FIG. 1 shows the configuration of an engine device with an intake control valve to which the ignition timing control method according to the present invention is applied.

The engine body 1 is composed of a cylinder block 2 and a cylinder head 3. In the intake passage 8 on the upstream side of the cylinder head 3, an air flow meter 10 and an air cleaner 11 for detecting the amount Q of air taken into the engine are sequentially arranged.

An intake port 5 and an exhaust port 19 are connected to the combustion chamber 3a of the cylinder head 3, and an ignition plug 12 is installed near the center of the upper portion of the combustion chamber 3a. An intake valve 4 and an exhaust valve 18 for opening and closing the intake port 5 and the exhaust port 19 are installed at the opening of the combustion chamber 3a side. A partition wall 6 is provided inside the intake port 5, and the partition wall 6 divides the intake port 5 into a main intake port 5a and a sub intake port 5b. The main intake port 5a is provided with a tumble control valve 7 which is an intake control valve for generating a tumble flow in the combustion chamber 3a according to the operating state of the engine. The tumble control valve 7 opens and closes the main intake port 5a by a rotating operation. When it is closed, a tumble flow is generated in the combustion chamber 3a, and when it is opened, the tumble flow is stopped.

Therefore, when the engine is required to have a high efficiency of combustion, it is closed to generate a tumble flow when the engine is under a low load, and is opened when the engine is under a high load to demand sufficient air intake, and the main intake port 5a and the auxiliary intake port 5b are opened. Air is introduced into the combustion chamber 3a from both intake ports.

An injector 13 is installed at a position near the cylinder head 3 in the intake passage 8 so as to face the auxiliary intake port 5b, and fuel is injected while ensuring an air-fuel ratio according to the engine operating condition. Further, a throttle valve 9 is provided between the cylinder head 3 and the air flow meter 10, and the air intake amount is adjusted according to the operation of an accelerator (not shown). The cylinder block 2 is provided with a water temperature sensor 15 for detecting the engine water temperature and a knock sensor 14 for detecting the occurrence of knocking. Further, the engine speed Ne is set in the engine body 1.
A crank angle sensor 21 for detecting is detected.

Next, the ECU 30 for controlling various operations of the engine processes signals from the CPU 30a as a main arithmetic unit, the ROM 30b in which the control program and preset fixed data are stored, and the sensors. A RAM 30c for storing subsequent data and data processed by the CPU 30a, a timer 30e, an input interface 30f for inputting signals from various sensors, and a CPU 3
An output interface 30g for outputting a control signal from the control unit 0a to the injector 13 is composed of microcomputers connected to each other via a bus line 30h.

Then, the CPU 30a reads the R according to the control program and the fixed data stored in the ROM 30b.
The AM 30c, various data stored in the backup RAM 30d, various control amounts such as the fuel injection amount and the ignition timing are calculated based on the counting operation of the timer 30e, and corresponding signals are output from the output interface 30g to the predetermined drive circuits 30i and 30j, respectively. It outputs to the injector 13, the tumble control valve 7, the spark plug 12, etc. via 30k etc.

Next, the operation of performing the ignition timing control according to the embodiment of the present invention using the engine device having the above-mentioned structure will be described with reference to FIG.

This drawing shows a routine for calculating the ignition timing, which is a tumble control valve 7 which is an intake control valve.
An example of stepwise change of the ignition timing at the time of switching between open and close is shown. It should be noted that this routine starts on the precondition that the current state of the tumble control valve 7 is the closed state.

First, step 101 (hereinafter simply referred to as "S1
01 ”) is used to determine whether the control signal to the tumble control valve 7 sent from the drive circuit 30j of the ECU 30 is an open signal or a closed signal.
This determination is based on the engine speed Ne and the load T shown in FIG.
An intake control valve opening / closing region map showing an open region and a closed region (hatched in the figure) of the intake control valve under the relationship with p is stored in the ROM 30b of the ECU 30, and using this map, Further, it is determined from the current open / closed state of the tumble control valve 7 whether the current control signal is an open operation control signal or a close operation control signal. If it is determined that the signal is an open signal, the process proceeds to S104.

At S104, a determination is made to confirm the state of the previous (immediately before) opening / closing control signal. Here, if it is determined that the signal state immediately before is “closed”, that is, immediately after the state is changed from the closed state to the open state, S
At 105, the advance angle limiter is set. This setting and control operation is performed by control signals from the CPU 30a of the ECU 30 and the drive circuit 30i. this is,
When the control signal for performing the opening operation is issued to the tumble control valve 7 in the closed state, the ignition timing is normally assumed to be the integrity of combustion assuming that the tumble flow is not generated in the combustion chamber. It is changed to the advance side in order to ensure. However, in consideration of the response delay of the actuator of the tumble control valve 7, the advance angle limiter is set in order to limit the advance angle operation.

Then, in S106, the advance angle limiter is added to the previous ignition timing to set the ignition timing at that time. This operation can be performed in various stages, such as an engine operation type that sets the ignition timing for each cycle of the engine operation or a time type that sets the ignition timing at every predetermined time. It can be an action.

FIG. 4 is a diagram showing such a stepwise ignition timing setting operation, in which the vertical axis represents the ignition advance angle and the horizontal axis represents the time.

5 (A) and 5 (B) are respectively an intake control valve closing ignition timing map for setting the ignition timing ADVON when the control valve is closed and an ignition timing A when the control valve is opened.
The ignition timing map at the time of opening the intake control valve for setting DVOFF is shown. The vertical axis shows the load Tp, and the horizontal axis shows the engine speed Ne. Using such a map, for example, different ignition timings are adopted depending on whether the tumble control valve 7 is open or closed even in the same operating state. These maps are also EC similar to the intake control valve opening / closing region map of FIG.
It is stored in the ROM 30b of the U30.

In FIG. 4, the region (a) is the closed state of the tumble control valve 7, that is, the state where the ignition timing (ADVON) is continuously set based on the closing ignition timing map.

Next, the region (b) shows the operating states of the above-mentioned S105 and S106. As can be understood from the figure, the advance amount is limited by the set advance limiter, It is restricted so as not to advance the predetermined angle θ1 or more in one cycle. Therefore, the ignition timing is advanced stepwise as shown in the figure.

The region (c) is the state after the opening operation of the tumble control valve 7 is completed, and the ignition timing (ADVOFF) based on the open ignition timing map.
It is in a state where the setting of is continuously performed.

Next, after the stepwise advancing operation in S106 is completed, the process proceeds to S109, and the ignition timing map at open time shown in FIG. 5B is referred to. And S1
At 10, the calculation of the ignition timing based on this map is continued.

Next, when it is determined in S104 that the immediately preceding opening / closing signal is the open signal, it is determined in S107 whether or not a predetermined time has elapsed in that state. As shown in FIG. 4, the predetermined time t1 secures at least the time when the opening operation instruction signal is transmitted and the actuator of the tumble control valve 7 starts the operation, and then the operation ends. When the predetermined time t1 has not elapsed (NO), the process proceeds to S106,
Similar to the above-described operation, a predetermined stepwise ignition timing advance operation is performed until it is completed.

Next, when it is determined in S107 that the predetermined time t1 has elapsed (YES), the advance angle limiter is released in S108, and the above-described S109 and S are performed.
An ignition timing calculation operation based on the ignition timing map at the time of opening is performed by 110.

If the control signal to the tumble control valve 7 is judged to be a closed signal in S101, the tumble control valve 7 has not changed in the closed state, so that the advance limiter of the advance limiter is changed in S102. After the cancellation, the ignition timing calculation operation based on the closing ignition timing map is performed in S103.

In FIG. 4, the line 100 indicated by the broken line indicates the ignition timing when the advance operation is performed based only on the opening / closing control signal without performing the stepwise advance operation using the advance limiter. Shows changes. That is, in the case of the ignition timing indicated by the broken line, the advance angle advances rapidly before the tumble flow is completely eliminated, so that knocking occurs or a shock or the like due to a sudden torque change occurs.
Therefore, such a harmful effect is eliminated by the stepwise advance operation as in the embodiment.

The flow chart of FIG. 2 shows the flow when the tumble control valve 7 is switched from the closed state to the open state, that is, the state in which the tumble flow is being generated, and the state in which the tumble flow is stopped, as described above. However, conversely, the operation from the open state to the closed state can be performed by the same flow. That is, in that case, the determination is made in a state in which the open state and the closed state in the above flowchart are interchanged, and the advance angle limiter is set as the "retard angle limiter". According to such an operation, it becomes possible to secure a good combustion state in the combustion chamber between the state where there is no tumble flow and the time when the tumble flow is properly generated, and it is possible to prevent a sudden torque fluctuation. .

Next, an ignition timing control method according to the second embodiment will be described.

In this embodiment, when the tumble control valve 7, which is an intake control valve, is opened / closed, a change in the ignition timing caused by two kinds of ignition timing data at the time of opening and at the time of closing is changed from that of the first embodiment. Unlike the stepwise change, this is a control method that changes smoothly and continuously.

In this embodiment, based on the following arithmetic expression,
The final ignition timing ADV at each operation timing from open to close or from close to open is calculated.

ADV = ADVON × KONOFF + ADVOFF × (1-KONOFF) Equation (1) where ADV is the final ignition timing, and ADVO is as described above.
N is the ignition timing when the control valve is closed, and ADVOFF is the ignition timing when the control valve is open. Further, KONOFF is an ignition timing calculation coefficient.

KONOFF is a coefficient which is set to 1 when the tumble control valve 7 is in the closed state and 0 when the tumble control valve 7 is in the open state, and which changes between 1 and 0 depending on the open / close operation state. In this embodiment, control is performed so as to change during a predetermined set time t2 in consideration of the operation time.

FIG. 6 shows a change in the ignition timing calculation coefficient KONOFF in the control method of the embodiment. FIG. 6A shows a state in which the closed state changes to an open state, and FIG. Shows the change from the open state to the closed state. The part of the inclined line is the switching operation time. Figure 7
The routine of the routine interruption process for calculating the ignition timing according to the present embodiment is shown in FIG.

First, in S200, the ECU 30 determines the actual open / closed state of the tumble control valve 7 determined based on the operating region.

When it is determined that this is the open state, S20
At 1, the set value 1 (for example, 0.2) is subtracted from the ignition timing calculation coefficient KONOFF. Then, in S202, it is determined whether or not the ignition timing calculation coefficient KONOFF <0. Here, in the case of YES, S20
It is limited to 0 at 3. That is, in this state, it is determined that the tumble control valve 7 is still open. Therefore, in S204, the final ignition timing ADV is calculated based on the open ignition timing map as shown in FIG. 5 (B) (S209).

Further, in S202, KONOFF <0
If the determination is NO, the final ignition timing is calculated based on the above equation (1). That is, S204
And in S205, reference is made to the open time map and the close time map, and based on this, the final ignition timing A according to the above equation (1)
DV is calculated (S209).

Next, in the opening / closing state determination in S200, when it is determined that the control valve opening / closing state is the closed state,
In S206, the set value 2 (for example, 0.2) is added to the ignition timing calculation coefficient KONOFF.

Then, in S207, KONOFF
It is determined whether or not> 1, and if YES, S
At 208, the state of limiting by 1 is maintained. That is, in this state, it is determined that the tumble control valve 7 is kept closed.

On the other hand, if NO in S207,
It is determined that the tumble control valve 7 has started the operation to the open state, and the ignition timing is appropriately calculated for the switching state based on the above equation (1). That is, S
In 204 and S205, the open and closed maps are referred to, and the final ignition timing ADV is calculated by the above equation (1) (S209).

FIG. 8 shows actual numerical values relating to the above equation (1) when the ignition timing is controlled by the control method according to the second embodiment.

Data is shown when the set values 1 and 2 in S201 and S206 in the flowchart of FIG. 7 are 0.2.

In the figure, A in the upper part shows the numerical value of each element during the switching operation of the tumble control valve 7 from the closed state to the open state, and as can be understood from the figure, the ignition timing calculation coefficient KONOFF. Is changed from 1.0 which is a normal value in the closed state to 0, and during that period, the final ignition timing ADV is gradually advanced from 10 ° to 20 °.

Further, B in the lower part of the figure shows the numerical value of each element at the switching operation timing of the tumble control valve 7 from the open state to the closed state. Ignition timing calculation coefficient KO
It is understood that NOFF changes from 0 to 1.0, and the final ignition timing ADV is retarded from 20 ° to 10 ° accordingly.

By the control as described above, it becomes possible to precisely control the ignition timing according to the setting of the set values 1 and 2 during the switching operation of the intake control valve. As a result, it is possible to favorably prevent the occurrence of knocking when transitioning from the closed state to the open state and the prevention of torque shock when transitioning from the open state to the closed state.

Next, an ignition timing control method according to the third embodiment will be described with reference to FIGS. 9 and 10.

The third embodiment is a control method limited to the switching of the intake control valve from the closed state to the open state. The knock generation data from the knock sensor 14 provided in the engine device shown in FIG. By utilizing this, the ignition timing control is performed while surely preventing the occurrence of knocking when the tumble control valve 7 is closed and opened. That is, the signal of the knock sensor 14 is used for the timing of switching the tumble control valve 7 from the closed state to the open state, and the excessive advance operation of the ignition timing at the time of switching from the state in which the tumble flow is generated to the stopped state. It is something that is surely prevented.

The formula used in the calculation of the final ignition timing ADV in the present embodiment is the same as the above formula (1), and its explanation is omitted.

FIG. 9 shows the ignition timing calculation coefficient KON from the closed state to the open state using the signal from the knock sensor 14.
It is a diagram showing the change 1 → 0 of OFF, and shows that the ignition timing is calculated by adjusting the signal from the knock sensor 14, that is, the learning time TONOFF determined based on the knocking occurrence state as shown in the figure. ing.

That is, the learning time TONOFF is increased when knocking occurs within the switching operation time of the tumble control valve 7 from the closed state to the open state,
This value is reduced when knocking does not occur. That is, when knocking occurs, it is possible to reduce the advance speed of the ignition timing by increasing it, and conversely, when knocking does not occur, the time is controlled to be shortened. .

FIG. 10 shows a routine for calculating the learning time TONOFF. First, as a start condition, the tumble control valve 7 is switched from the closed state to the open state based on the switching signal.

In this situation, it is determined in S300 whether or not knocking has occurred based on the signal from knock sensor 14.

If knocking occurs here, in S301, a predetermined set value 2 is added to the learning time TONOFF. This addition operation is performed until the learning time TONOFF reaches a predetermined limiter. That is, in S302,
If it is determined that TONOFF> limiter 2 and YES, then TONOFF is limited to the limiter 2 in S303.

In step S302, if TONOFF is equal to or less than the limiter 2 after the addition of the set value 2 in step S301, that is, if NO, one calculation operation ends and the process returns to the start.

On the other hand, when it is determined in S300 that knocking has not occurred, a predetermined set value 1 is subtracted from the learning time TONOFF in S304.

Then, in S305, the learning time TO
It is determined whether NOFF has become equal to or less than the predetermined limiter 1. That is, TONOFF is the limiter 1
If it is less than (YES), T is determined in S306.
ON / OFF is limited to the limiter 1. If TONOFF is greater than or equal to limiter 1, 1
The calculation operation of the number of times ends, and the process returns to the start.

As described above, the knocking occurrence data obtained by the knock sensor 14 is used as learning data to control the advance operation of the ignition timing during the switching operation of the tumble control valve 7 from the closed state to the open state. As a result, it is possible to deal with a case where the occurrence of knocking cannot be prevented by the operation so far due to the time-dependent change in the operation delay of the actuator of the tumble control valve 7, and it is possible to obtain accurate knocking under various conditions. It is possible to perform an advance operation that does not occur.

The present invention is not limited to the configurations of the various embodiments described above, and various modifications can be made within the scope of the gist of the invention. For example, in the engine device shown in FIG. 1, the tumble control valve 7 is set as the intake control valve, but the present invention is not limited to this. Even if a valve for generating a swirl flow or the like is installed, it is exactly the same. It is possible to control.

Further, in the first embodiment, an example in which the stepwise changing operation of the ignition timing is performed every predetermined cycle of the operation of the engine is shown, but the present invention is not limited to this, and the step is performed by setting a limiter at predetermined time intervals. You may make it perform a dynamic operation adjustment.

[0076]

As described above, according to the engine ignition timing control method of the present invention, it is possible to improve the setting of the ignition timing when switching the opening and closing of the intake control valve in the engine having the intake control valve. can do. As a result, it is possible to effectively prevent knocking that is likely to occur when the intake control valve is opened / closed and shock due to torque fluctuation.
The effect of the intake control valve and the effect of the ignition timing control are well combined to improve the combustion state in the engine combustion chamber.

[Brief description of drawings]

FIG. 1 is an explanatory diagram of an overall configuration of an engine device to which an embodiment is applied.

FIG. 2 is a flowchart showing a control method according to the first embodiment.

FIG. 3 is an explanatory diagram showing an example of an opening / closing region map for performing opening / closing control of an intake control valve.

FIG. 4 is a diagram showing a stepwise advance angle operation control of the first embodiment.

5 (A) and 5 (B) are an explanatory diagram of a closing ignition timing map and an opening ignition timing map of the intake control valve.

6 (A) and 6 (B) are explanatory views showing a change state of an ignition timing calculation coefficient during an intake control valve opening / closing operation in the second embodiment.

FIG. 7 is a flowchart showing an ignition timing calculation method according to a second embodiment.

FIG. 8 is a table showing numerical values at each stage of final ignition timing calculation in the second embodiment.

FIG. 9 is a diagram showing a change state of an ignition timing calculation coefficient during a switching operation from closing to opening of an intake control valve in the third embodiment.

FIG. 10 is a flowchart showing a learning time calculation operation in the third embodiment.

[Explanation of symbols]

 1 Engine Main Body 7 Tumble Control Valve 14 Knock Sensor 30 ECU

Claims (4)

[Claims] 1. An intake control valve, which is provided in an intake passage of an engine and closes a part of the passage to generate a gas flow such as tumble or swirl in an engine combustion chamber, and an ignition timing advance or advance depending on an operating state. An ignition timing control section is provided for performing ignition retard control, and an ignition timing control method for an engine configured to perform ignition timing adjustment by the ignition timing control section together with combustion state adjustment by opening / closing control of the intake control valve, The ignition timing control unit performs the ignition timing control based on different data depending on whether the gas flow is generated or not by the operation of the intake control valve, and controls the closing and opening of the intake control valve. In the predetermined time region during the switching between the intervals, the operation for advancing or retarding the ignition timing by switching the data is performed in a stepwise manner. Jin ignition timing control method. 2. The stepwise operation of the advance angle and the retard angle is performed by providing a limiter to the advance angle amount or the retard angle amount for each predetermined number of cycles of the engine operation. Engine ignition timing control method. 3. The ignition timing control unit based on the difference between the two data instead of the operation in which the ignition timing control unit performs the advance or retard operation stepwise at the time of switching the operation of opening and closing the intake control valve. 2. The ignition timing control method for an engine according to claim 1, wherein the advance or retard operation is continuously changed. 4. A knocking occurrence time data obtained by a knocking judgment operation is used as feedback for the advance operation of a predetermined amount of ignition timing when the intake control valve is switched from closed to open, and knocking does not occur. The ignition timing control method for an engine according to claim 1, wherein the ignition timing control method is performed under time control.