JPH11311173A - Ignition timming controller for internal combustion engine - Google Patents

Abstract

PROBLEM TO BE SOLVED: To control deterioration of operation characteristic at the acceleration of engine just after braking operation, which is caused by erroneous calculation of shift position of transmission. SOLUTION: Even if a gear ratio NVR is erroneously calculated at the time of braking or just after the braking (S310), the shift position corresponds to the actual shift position (S350) by performing compensation such that the calculated gea ratio NVR may correspond to the actual gear ratio. Thus, erroneous detection of shift change is not generated, resulting in prevention of erroneous forbidding of delay angle control at the acceleration.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

The present invention relates to an ignition timing control device for an internal combustion engine, and more particularly to an ignition timing control device for an internal combustion engine capable of improving operating characteristics during engine acceleration.

[0002]

2. Description of the Related Art In order to reduce the longitudinal vibration of a vehicle accompanying an increase in engine output during acceleration of an internal combustion engine and improve the driving characteristics, conventionally, a basic ignition timing determined according to an operation state when the internal combustion engine is accelerated has been conventionally known. The retard control is being performed. This longitudinal vibration of the vehicle is caused by a change in the output shaft torque transmitted from the transmission to the drive wheels. To suppress the longitudinal vibration of the vehicle, it is necessary to suppress the change in the output shaft torque.

In Japanese Patent Application Laid-Open No. Hei 4-203266, in order to precisely suppress the fluctuation of the output shaft torque, the ignition timing is retarded when the engine is accelerated.
The timing for performing the retard control is set in consideration of the torque transmission time until the output shaft torque is transmitted to the drive wheels. Since the torque transmission time varies depending on the shift position of the transmission, the timing for performing the retard control is set based on the shift position of the transmission.
Therefore, according to the publication, even if a difference occurs in the torque transmission time depending on the shift position of the transmission, the fluctuation of the output shaft torque can be accurately suppressed.

[0004] When the above-described retard control is performed at the time of engine acceleration at which a shift change of the transmission is performed, the engine output is reduced even though the driver desires acceleration, so that a feeling of acceleration is reduced. Run short. Therefore, in the above-mentioned publication, the retard control described above is prohibited in order to ensure the acceleration performance when the engine is accelerated when the transmission is shifted.

[0005]

It is known that the shift position of the transmission is identified based on a signal from a shift position sensor for detecting the shift position. However, it is not possible to add a new sensor. It is disadvantageous in terms of cost and the like. Therefore, an engine control unit (hereinafter referred to as an ECU) calculates a shift position by obtaining a ratio of the engine speed to the vehicle speed from the engine speed detected by the speed sensor and the vehicle speed detected by the vehicle speed sensor. I have.

However, when the shift position is calculated in this manner, the difference between the processing speed of the ECU with respect to the vehicle speed and the processing speed of the ECU with respect to the engine speed indicates, in particular, when the braking operation is performed by the driver or when the braking operation is performed. Immediately after that, the ratio of the engine speed to the vehicle speed changes, and the shift position may be incorrectly calculated with respect to the actual shift position.

That is, since the processing speed of the ECU with respect to the vehicle speed SPD is slow and the processing speed of the ECU with respect to the engine speed NE is high, FIGS.
As shown in (1), both the vehicle speed SPD and the engine speed NE processed by the ECU decrease, but the degree of the decrease differs. Therefore, as shown in FIG.
The ratio (gear ratio) NVR of the engine speed NE to the engine speed NE becomes lower than the threshold value S for identifying the shift position. As a result, despite the fact that the actual shift position has not changed, as shown in FIG.
Is a time t ₁ when the gear ratio NVR falls below the threshold value S.
Is calculated as the shift position on the high gear side with respect to the actual shift position.

Therefore, when the driver releases the brake operation and then immediately after the braking operation, in which the driver performs the accelerator operation, the engine is accelerated immediately after braking. Is incorrectly calculated and the shift position changes. Therefore, there is an erroneous determination that a shift change of the transmission has been performed, and the inhibition of retard control of the ignition timing at the time of engine acceleration is erroneously performed, thereby deteriorating the driving performance at the time of engine acceleration immediately after braking. was there.

[0009] In view of such a conventional problem,
SUMMARY OF THE INVENTION It is an object of the present invention to provide an ignition control device for an internal combustion engine that can suppress deterioration of driving performance at the time of engine acceleration immediately after braking due to erroneous calculation of a shift position.

[0010]

According to the first aspect of the present invention, there is provided an engine speed detecting means for detecting an engine speed of an internal combustion engine, and a vehicle speed detecting means for detecting a vehicle speed. Shift position calculating means for calculating a shift position of the transmission based on the detected engine speed and vehicle speed, shift change determining means for determining a shift change of the transmission based on the calculated shift position, and accelerating the internal combustion engine. An internal combustion engine having retard control means for performing retard control of ignition timing determined according to the engine operating state at the time, and prohibiting means for prohibiting retard control when a shift change of the transmission is determined. In the ignition timing control device, further, determination means for determining whether or not immediately after braking, and prevention means for preventing inhibition of the retard control when it is determined that the time is immediately after braking. It was intended to comprise a.

Therefore, according to the first aspect of the present invention,
As described above, immediately after braking, an erroneous determination that a shift change of the transmission has been made occurs due to an incorrect calculation of the shift position of the transmission. The prohibition of the retard control of the ignition timing is prevented, so that the prohibition of the retard control of the ignition timing at the time of engine acceleration is prevented from being erroneously performed.

When the ignition timing is retarded during engine acceleration, at least one of the timing of retard control and the retard control amount is changed based on the calculated shift position. Simply prohibiting the prohibition causes the timing of performing the retard control or the amount of the retard control to be shifted due to the miscalculation of the shift position.

Therefore, according to a second aspect of the present invention, in the ignition timing control apparatus for an internal combustion engine according to the first aspect, a timing or a timing at which the retard control means performs the retard control based on the calculated shift position. In the case where at least one of the angle control amounts is changed, the inhibition of the retard control is prevented by correcting the calculated shift position by the inhibiting means.

According to the second aspect of the present invention, even if the shift position is calculated incorrectly, the calculated shift position is corrected, so that it is erroneously determined that a shift change of the transmission has been performed. As a result, it is possible to prevent the retard control of the ignition timing at the time of accelerating the engine from being erroneously prohibited, and to prevent the timing of the retard control or the amount of the retard control from being shifted.

[0015]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS An embodiment of an ignition timing control apparatus for an internal combustion engine according to the present invention will be described below in detail with reference to FIGS.

FIG. 1 is a schematic configuration diagram of an ignition timing control device for an internal combustion engine according to the present embodiment. In this figure, air is supplied to an intake port 1a of an internal combustion engine 1 having a plurality of cylinders via an air cleaner 3 and an intake passage 2, and fuel is supplied from an injector 4 provided near the intake port 1a. Supplied. Then, a mixture of the supplied air and fuel is introduced into the combustion chamber 1b through an intake valve 5a provided for each cylinder, and the introduced mixture is ignited by a spark plug 10, whereby: It is burned in the combustion chamber 1b. Thereby, engine output is obtained. Exhaust gas after combustion is discharged through an exhaust valve 5b to an exhaust passage 6 where exhaust manifolds for respective cylinders are collected, and hydrocarbons (H, which are harmful components in the exhaust gas)
C), and is discharged outside through a three-way catalyst 13 as a catalyst device for simultaneously purifying carbon monoxide (CO) and nitrogen oxides (NOx).

The engine output obtained as described above is transmitted from the crankshaft to the manual transmission 14, and the output shaft torque from the manual transmission 14 is transmitted to the drive wheels.

In the middle of the intake passage 2 of the internal combustion engine 1, an air flow meter 7 for detecting the intake air amount of the internal combustion engine 1 in order from the upstream side, and a throttle valve which is opened and closed in conjunction with an accelerator pedal to adjust the intake air amount. 8 are provided. In the vicinity of the throttle valve 8, a throttle sensor 21 for detecting the throttle opening TA is provided.

Further, the cylinder block 1c of the internal combustion engine 1
Is provided with a water temperature sensor 22 for detecting the engine cooling water temperature THW. The distributor 11 that distributes the high voltage output from the ignition coil to the ignition plug 10 provided for each cylinder includes a rotation speed sensor 23 for detecting the engine rotation speed NE from the rotation of the rotor of the distributor 11 and a specific sensor. A cylinder discrimination sensor 24 for detecting the top dead center of the intake of the cylinder is provided. In addition, the output shaft of the manual transmission 14 is provided with a vehicle speed sensor 25 that detects the vehicle speed SPD, and the brake pedal 15 is provided with a stop lamp switch 26 that is turned on when a brake operation is performed. .

The above-described air flow meter 7, throttle sensor 21, water temperature sensor 22, rotation speed sensor 23, cylinder discrimination sensor 24, vehicle speed sensor 25, and stop lamp switch 26 are provided by an engine control unit (hereinafter referred to as E).
ECU 30).
The injector 4 and the igniter 12 are suitably driven and controlled based on output signals from the air flow meter 7, the various sensors 21 to 25, and the stop lamp switch 26.

FIG. 2 is a flowchart showing an ignition timing control routine performed by the ECU 30 of the ignition timing control device for an internal combustion engine according to the present embodiment. Note that the ignition timing control routine is a routine in which processing is performed in the main routine.

First, at step 210, it is determined whether or not a predetermined ignition timing calculation timing has been reached by checking a counter built in the ECU 30. If the ignition timing calculation timing has not been reached, the process is temporarily ended. If the ignition timing calculation timing has been reached, the process proceeds to step 212. In step 212, the intake air amount GN per one rotation of the engine obtained from the air flow meter 7 and the rotation speed sensor 23
And the required ignition timing ACAL is calculated based on various data obtained from the various sensors described above.

In the following step 214, it is determined whether or not a condition for executing retard control at the time of engine acceleration is satisfied. In the present embodiment, the acceleration retard control described later is performed at the time of acceleration after the engine is warmed up. Specifically, the acceleration retard control is performed when all of the following execution conditions are satisfied. Note that CLLO
F is a counter value counted up from the time when the throttle valve 8 is opened, and indicates an idle OFF time. ΔGN is the intake air amount GN per one engine revolution obtained this time and the engine air amount obtained last time. The difference from the intake air amount GN per one rotation, that is, the change amount of the intake air amount GN per one rotation of the engine is shown. (a) 1000 rpm ≦ NE <4000 rpm (b) SPD ≧ 5 km / h (c) THW ≧ 60 ° C. (d) CLLOF <1500 ms (e) GN ≧ 0.6 g / rev (f) ΔGN ≧ 0.15 g / rev

When it is determined in step 214 that all of the above execution conditions are satisfied, the routine proceeds to step 215, where it is determined whether a shift change of the manual transmission 14 has been performed. Whether or not the shift change of the manual transmission 14 has been performed is determined based on whether or not a current shift position esiftp calculated in a shift position calculation routine of FIG. 3 to be described later is different from a previous shift position esiftpo. This time shift position shift
When p is equal to the previous shift position shiftpo,
Proceed to step 216. Also, this time shift position esif
If tp is different from the previous shift position shiftpo, it is determined that a shift change of the manual transmission 14 has been performed.
Proceed to 3.

In step 216, the execution flag XACC
1 is set to “1”. In the subsequent step 217, the map of the relationship between the required ignition timing ACAL and the effective ignition timing AACC1 shown in FIG. Effective ignition timing A
ACC1 is calculated. The effective ignition timing AACC1 is set on the retard side within a range where the misfire does not occur in the internal combustion engine 1 with respect to the required ignition timing ACAL. AACC1, that is, the actual ignition timing AA
Ignition is performed at CC1. As a result, the engine output is reduced, and the peak value of the vehicle longitudinal acceleration during engine acceleration is reduced.

Next, at step 218, the retard control time TAC is obtained from a map showing the relationship between the current shift position esiftp of the manual transmission 14 and the engine speed NE shown in FIG.
Calculate C1. The retard control time TACC1 is a time that defines a period from the start to the return of the retard control during acceleration, and is set in consideration of the rising timing of the output shaft torque. The smaller the shift position esiftp this time, the lower the natural frequency of the gear and the slower the rise of the vehicle longitudinal acceleration. Further, the smaller the engine speed NE, the smaller the number of combustions per unit time, and the slower the rise of the vehicle longitudinal acceleration. Therefore, in the present embodiment, as shown in the map of FIG. 6, the retard control time TACC1 is set longer as the current shift position esiftp is smaller and the engine speed NE is smaller.

Next, at step 219, a retard counter CACC1 indicating the execution time of the retard control during acceleration is counted up.

On the other hand, if it is determined in step 214 that the above execution condition is not satisfied,
When it is determined in step 5 that the shift change of the manual transmission 14 has been performed, the process proceeds to step 223 and proceeds to step 22.
At 3, it is determined whether or not the execution flag XACC1 is "1". In the case of “1”, it is determined that the above-described acceleration retard control is being executed, and the process proceeds to step 219. If not, the process proceeds to step 232.

In step 220, the throttle sensor 2
It is determined whether or not the throttle valve 8 is fully closed based on the detection signal of No. 1. If not, the throttle valve 8 is set to idle-off and proceeds to step 222. If the throttle valve 8 is fully closed, the deceleration is being performed, and the acceleration retard control is unnecessary. Step 221
Now, the retard control counter CACC1 and the execution flag XAC
C1 is cleared, and the routine proceeds to step 232.

At step 222, the retard counter CAC
C1 is the retard control time TAC calculated in step 218
Check whether it has reached C1, and check the retard counter CACC1
If has not reached the retard control time TACC1, it is determined that the timing is not the return timing of the retard control during acceleration, and the routine proceeds to step 22.
Proceed to 4. In the following step 224, the required ignition timing AC
AL is replaced with the actual ignition timing AACC1.
Go to 32. If the retard counter CACC1 has reached the retard control time TACC1 in step 222, it is determined that it is the return timing of the acceleration retard control, and the process proceeds to step 226.

In steps 226 to 230,
The acceleration retard control is restored. That is, step 22
In 6, the advance angle α is added to the effective ignition timing AACC1,
The execution ignition timing AACC1 is gradually advanced. In the following step 228, it is determined whether or not the effective ignition timing AACC1 has reached the required ignition timing ACAL.
When it is determined that ACC1 has reached the required ignition timing ACAL, it is determined that the return of the acceleration retard control has been completed, and the routine proceeds to step 230. In step 230, the execution flag XACC1 and the retard counter CACC1 are cleared. In step 228, the execution ignition timing AACC1
Is determined not to have reached the required ignition timing ACAL, it is determined that the return of the acceleration retard control has not been completed, and the routine proceeds to step 224.

In step 232, the required ignition timing ACA
L is set as the final ignition timing AOP. Then, the process is temporarily terminated.

FIG. 3 is a flowchart showing a shift position calculation routine performed by the ECU 30 in the ignition timing control apparatus for an internal combustion engine according to the present embodiment. Note that the shift position calculation routine is a routine in which processing is performed every 100 ms.

First, at step 310, the gear ratio NVR
Is calculated. The gear ratio NVR is determined by the engine speed NE and the vehicle speed S.
PD, and in this embodiment, the engine speed NE
Is divided by the vehicle speed SPD, and a value multiplied by 20 is further divided into the gear ratio N
VR. That is, the vehicle speed SPD at the shift position
Is set to 20 km / h, the engine speed NE is set to the gear ratio N.
It is calculated as VR.

At step 320, it is checked whether or not the counter value CSTP of the braking counter counted in the braking counter routine of FIG. 4 described later has not reached a predetermined time. As described above, the vehicle speed S
Since the processing speed of the ECU 30 with respect to the PD is slow, and the processing speed of the ECU 30 with respect to the engine speed NE is high, the gear ratio NVR is incorrectly calculated at the time of braking or immediately after braking, and the calculated gear ratio NVR is Gear ratio. Therefore, in step 320, it is determined whether the counter value CSTP of the braking counter has not reached a predetermined time, thereby determining whether the braking has been performed or immediately after the braking, and determining the gear ratio NV.
It is determined whether or not R is incorrectly calculated. The predetermined time is set in consideration of a period during which the gear ratio NVR is incorrectly calculated.
00 ms.

In step 320, if the counter value CSTP of the braking counter has not reached 500 ms, it is determined that the braking has been performed or immediately after the braking, and the process proceeds to step 330. In the following step 330,
The gear ratio NVR calculated in step 310 is corrected.
That is, a correction value is added to the gear ratio NVR calculated in step 310 so that the erroneously calculated gear ratio NVR corresponds to the actual gear ratio. In the present embodiment, the correction value is set to 200 rpm. Step 32
0, the counter CSTP of the braking counter
If the value has reached 500 ms, it is determined that it is not during braking or immediately after braking, and the process proceeds directly to step 340.

In the following step 340, the current shift position “esiftp” is set to the previous shift position “esiftpo”.
Next, at step 350, the gear ratio NVR shown in FIG.
From the map diagram showing the relationship between the shift position and the shift position,
From the gear ratio NVR calculated in step 310 or the gear ratio NVR corrected in step 330, the current shift position esiftp is calculated. Then, the process is temporarily terminated.

FIG. 4 is a flowchart showing a braking counter routine executed by the ECU 30 of the ignition timing control device for an internal combustion engine according to the present embodiment. This braking counter routine is a routine in which processing is performed every 100 ms, similarly to the shift position calculation routine of FIG.

First, in step 410, it is determined whether or not the stop lamp switch 26 is ON, that is, whether or not braking is being performed. If it is during braking, the process proceeds to step 420, where the counter value CSTP of the braking counter is set to zero, and the process proceeds to step 430. If it is not during braking, the process proceeds to step 430. In the following step 430, the counter value CSTP of the braking counter is counted up for 100 ms.
Then, the process is temporarily terminated.

In the ignition timing control device for an internal combustion engine according to the present embodiment described above, during or immediately after braking, the difference between the processing speed of the ECU 30 for the vehicle speed and the processing speed of the ECU 30 for the engine speed is determined by
That is, since the processing speed of the ECU 30 with respect to the vehicle speed SPD is slow, and the processing speed of the ECU 30 with respect to the engine speed NE is high, the gear ratio NV in step 310 of FIG.
Even if R is erroneously calculated, step 330 in FIG.
Is corrected so that the calculated gear ratio NVR corresponds to the actual gear ratio. As a result, step 350 in FIG.
The current shift position esiftp calculated by the above also corresponds to the actual shift position. At the time of engine acceleration immediately after braking, despite the fact that the shift change of the transmission has not been performed in step 215 of FIG. An erroneous determination that a shift change of the transmission has been performed does not occur, and therefore, erroneous inhibition of the acceleration retard control is prevented. As a result, it is possible to suppress the deterioration of the driving performance during the acceleration of the engine immediately after the braking, which is caused by the erroneous calculation of the current shift position esiftp.

Further, in the ignition timing control device for an internal combustion engine according to the present embodiment, in step 218 in FIG. 2, the retard control time TACC is determined based on the current shift position esiftp.
1 is calculated, and the timing at which the acceleration retard control is performed is changed. Therefore, at the time of engine acceleration immediately after braking, the gear ratio NVR is incorrectly calculated, and the current shift position e
If shiftp is incorrectly calculated, the retard control time TAC
C1 is no longer appropriate, and the timing at which the acceleration retard control is performed deviates from the appropriate timing. However, as described above, the current shift position esiftp calculated in step 350 in FIG. 3 corresponds to the actual shift position. Therefore, it is possible to prevent the timing of performing the retard control during acceleration from being shifted, and as a result, it is possible to more appropriately suppress the deterioration of the driving performance at the time of accelerating the engine immediately after the braking.

Note that the present invention is not limited to the above-described embodiment, and a part of the configuration may be appropriately changed without departing from the spirit of the invention. That is, in the above embodiment, if the counter value CSTP of the braking counter has not reached 500 ms, the calculated gear ratio NV
By correcting R, the inhibition of the retard control at the time of acceleration immediately after braking is prevented. However, if the counter value CSTP of the braking counter has not reached 500 ms, the determination in step 215 of FIG. A detour may be made, that is, it may not be determined whether or not a shift change of the manual transmission has been performed, and the prohibition of the retard control during acceleration immediately after braking may be prevented. . In short, the present invention only needs to prevent the retard control from being inhibited during the acceleration of the engine when it is determined that the braking has just been performed.

Further, the present invention is not limited to changing the timing of performing the retard control based on the calculated shift position in performing the retard control of the ignition timing at the time of accelerating the engine. At least one of the timing or the retard control amount is changed based on the calculated shift position.

Further, the present invention is not limited to the ignition timing control device of the internal combustion engine of the vehicle equipped with the manual transmission, but can be applied to the ignition timing control device of the internal combustion engine of the vehicle equipped with the automatic transmission. Needless to say.

[0045]

As described above in detail, according to the first aspect of the present invention, the ignition timing retard control is not erroneously inhibited during the acceleration of the engine immediately after braking.
As a result, it is possible to suppress the deterioration of the driving performance during the acceleration of the engine immediately after the braking. Further, according to the second aspect of the present invention, in addition to the effect of the first aspect, in the case where at least one of the timing for performing the retard control or the retard control amount based on the calculated shift position is changed, the retard is used. It is possible to prevent a shift in the control timing or the retard control amount, and as a result, it is possible to more appropriately suppress the deterioration of the driving performance at the time of engine acceleration immediately after braking.

[Brief description of the drawings]

FIG. 1 is a schematic configuration diagram of an ignition timing control device for an internal combustion engine according to an embodiment of the present invention.

FIG. 2 is a flowchart illustrating an ignition timing control routine according to the embodiment of the present invention.

FIG. 3 is a flowchart illustrating a shift position calculation routine according to the embodiment of the present invention.

FIG. 4 is a flowchart illustrating a braking counter routine according to the embodiment of the present invention.

FIG. 5: Required ignition timing ACAL and effective ignition timing AACC
The map figure which shows the relationship of No.1.

FIG. 6 shows the gear ratio NVR of the manual transmission 14 and the engine speed N.
FIG. 8 is a map diagram showing a relationship between E and a retard control time TACC1.

FIG. 7 is a map diagram showing a relationship between a gear ratio NVR and a shift position shiftp.

FIG. 8 is a timing chart showing changes in vehicle speed SPD, engine speed NE, gear ratio NVR, and shift position esiftp during braking.

[Explanation of symbols]

DESCRIPTION OF SYMBOLS 1 ... Internal combustion engine, 1a ... Intake port, 1b ... Combustion chamber, 1c
... Cylinder block, 2 ... Intake passage, 3 ... Air cleaner, 4 ... Injector, 5a ... Intake valve, 5b ... Exhaust valve, 6 ... Exhaust passage, 7 ... Air flow meter, 8 ... Throttle valve, 10 ... Spark plug, 11 ... Distributor , 12 ... igniter, 13 ... three-way catalyst, 14 ... manual transmission, 15 ... brake pedal, 21 ... throttle sensor, 22 ... water temperature sensor, 23 ... rotation speed sensor, 24 ...
Cylinder discrimination sensor, 25: vehicle speed sensor, 26: stop lamp switch, 30: ECU

Claims (2)

[Claims] An engine speed detecting means for detecting an engine speed of an internal combustion engine, a vehicle speed detecting means for detecting a vehicle speed, and a shift position for calculating a shift position of a transmission based on the detected engine speed and vehicle speed. Calculating means; shift change determining means for determining a shift change of the transmission based on the calculated shift position; and retarding for retarding an ignition timing determined according to an engine operating state when the internal combustion engine is accelerated. An ignition timing control device for an internal combustion engine, comprising: a control unit; and a prohibition unit for prohibiting the retard control when a shift change of the transmission is determined. Determining means;
An ignition timing control device for an internal combustion engine, comprising: an inhibition means for inhibiting the retard control from being inhibited when it is determined that braking has just been performed. 2. The control device according to claim 1, wherein the retard control unit changes at least one of a timing at which the retard control is performed and a retard control amount based on the calculated shift position. 2. The ignition timing control device for an internal combustion engine according to claim 1, wherein the inhibition of the retard control is prevented by correcting the shifted position.