JPH1162796A - Ignition timing control device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To reduce a cause for vibration by controlling an ignition timing for every cylinder in accordance with a target ignition timing, and compensating an ignition timing of a cylinder placed at each side end in a serial direction from a target ignition timing, when an engine speed is in a predetermined range and a load is not less than a predetermined load. SOLUTION: When controlling an engine, in a control means 20 to input output signals from a crank angle sensor 26, a water temperature sensor 28, a knock sensor 30, an intake air pressure sensor 32, a throttle sensor, etc., an ignition timing for an ignition plug P1∼P4 in each cylinder is controlled so as to get a target ignition timing. When an engine speed is in a predetermined engine speed range and a load is not less than a predetermined load, an ignition timing for at least either one of the first or fourth cylinder placed at each side end in a serial direction is controlled by compensating the target ignition timing. That is, the ignition timing for at least either one of the first and fourth cylinder is compensated toward a lag angle side from the target ignition timing, and thereby, twisting couple is reduced and vibration acceleration is reduced.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an ignition timing control device, and more particularly, to a method for reducing the vibration of an engine without modifying the structure of the engine by correcting the ignition timing of a cylinder which causes vibration of the engine. And an ignition timing control device capable of improving engine sound quality.

[0002]

2. Description of the Related Art In an engine mounted on a vehicle or the like, a required ignition timing changes according to a load state. Therefore, some engines are provided with an ignition timing control device that controls the ignition timing to a target ignition timing required according to the load state.

FIG. 10 shows such an ignition timing control device. In FIG. 10, reference numeral 202 denotes an ignition timing control device, and reference numeral 204 denotes control means. Control means 20
4, an ignition switch 206, a relay 208, a crank angle sensor 210, a water temperature sensor 212,
Knock sensor 214 and the like are connected. Control means 20
An ignition coil 216, a register 218, and a transistor 220 are connected to the output side of No. 4, and a distributor 222 is connected to the ignition coil 216. The spark plugs 224 to 230 are connected to the distributor 222, respectively.

As shown in FIG. 11, the ignition timing control device 202 controls the control means 204 to output a crank position signal, a crank angle signal, an air flow sensor signal, a throttle sensor signal, a water temperature sensor signal, a neutral switch signal, a starter signal, a diagnosis signal, and the like. A signal, a knock sensor signal, an AT (automatic transmission) shift signal, and an intake air temperature sensor signal are input.

The control means 204 controls the ignition timing to a fixed value by a fixed advance when the engine is started and the air flow sensor fails by an electronic advance system, and sets the ignition timing to the idle advance by the idle advance during idling operation. Controls the ignition timing to be calculated from the water temperature correction and the feedback correction, and calculates the ignition timing by normal advance during normal operation from the basic advance, water temperature correction, acceleration correction, intake air temperature correction, knock correction, and shift correction. The ignition timing is controlled to be set.

As such an ignition timing control device, there is one disclosed in Japanese Patent Application Laid-Open No. 9-100741.

[0007] The ignition timing control device disclosed in this publication changes the angular velocity measurement section in accordance with the ignition timing, thereby measuring the angular velocity at a crank angle that is not easily affected by fluctuations in the combustion velocity. The angular velocity of each cylinder can be obtained well, and the combustion state of each cylinder can be detected accurately without adding a special sensor.
It is possible to control the optimal combustion state for each cylinder.

[0008]

In order to reduce the vibration of the engine, the ignition timing control device is provided with a knock sensor in the engine, and the ignition timing is controlled by a knock pulse detected by the knock sensor. is there.

Some ignition timing control devices control the ignition timing by executing a so-called "smoothing operation" or the like for preventing a transient retard angle and suppressing a sudden torque fluctuation.

Further, there is an ignition timing control device which performs a time difference ignition control by a two spark plug system for controlling a heat generation rate by combustion for the purpose of reducing engine vibration.

As described above, the conventional ignition timing control device
Some control the ignition timing to reduce engine vibration.

However, the conventional ignition timing control apparatus simply ignites knock or vibration generated in the engine without considering the frequency of vibration noise caused by the form of engine vibration and the structure of the engine. It just controls the time.

[0013] Therefore, the conventional ignition timing control device has a disadvantage in that it cannot fundamentally reduce vibration and cannot improve engine sound quality.

[0014]

Therefore, in order to eliminate the above-mentioned inconveniences, the ignition timing of each of the cylinders of an engine in which the cylinders are arranged in series is controlled so as to become a target ignition timing, and the engine speed is controlled. Control means for controlling the ignition timing of at least one of the cylinders arranged at each end in the series direction to be corrected from the target ignition timing when the engine speed is within the set rotation speed range and the engine load is equal to or greater than the set load. Wherein the control means controls to correct at least one ignition timing of each of the cylinders disposed at each side end in the series direction from the target ignition timing to the retarded side. It is characterized by the following.

[0015]

DESCRIPTION OF THE PREFERRED EMBODIMENTS An ignition timing control device according to the present invention
When the engine rotation speed of the engine in which the cylinders are arranged in series is in the set rotation speed range and the engine load is equal to or more than the set load, at least one of the cylinders arranged at each end in the series direction is controlled by the control means. By controlling one of the ignition timings to be corrected from the target ignition timing, specifically by controlling the ignition timing to be retarded from the target ignition timing, the vibration force side, that is, engine vibration is generated. By changing the combustion state of each cylinder disposed at each side end in the series direction, which is a factor, vibration generation factors can be reduced.

[0016]

Embodiments of the present invention will be described below with reference to the drawings. 1 to 9 show an embodiment of the present invention. In FIG. 8, 2 is an engine, 4 is a cylinder block, 6 is a crankshaft, 8 is a connecting rod, 1
0 is a piston, 12 is a flywheel, and 14 is a crank pulley.

The engine 2 has a cylinder block 4
The first cylinder # 1 to the fourth cylinder # 4 are directed in the direction of the axis of the crankshaft of the crankshaft 6 supported by the crank bearing 16.
Are arranged in series. Crankshaft 6 has cylinder # 1
The piston 10 is connected to the connecting rod 8 every # 4.
Are linked. The crankshaft 6 is provided with a flywheel 12 at one end in the direction of the crankshaft center and a crank pulley 14 at the other end in the direction of the crankshaft center.

A first spark plug P1 to a fourth spark plug P4 are provided in each of the cylinders # 1 to # 4. Each of the ignition plugs P1 to P4 is fired with its ignition timing controlled by an ignition timing control device 18. Ignition timing control device 18
Has a control means 20, as shown in FIG.

On the input side of the control means 20, an ignition switch 22, a relay 24, a crank angle sensor 26 for detecting a crank angle and an engine speed, a water temperature sensor 28 for detecting a coolant temperature, and a knock sensor 30 for detecting a knock are provided. And a suction pressure sensor 32 for detecting a suction pressure as an engine load, a throttle sensor (not shown) for detecting a throttle opening of a throttle valve (not shown), and the like.

On the output side of the control means 20, each of the cylinders # 1 to # 1
For each # 4, the first to fourth ignition coils C1 to C4, the first to fourth registers R1 to R4,
To the fourth transistors T1 to T4.
The first to fourth ignition coils P1 to P4 are connected to the first to fourth ignition coils C1 to C4, respectively.

The control means 20 controls the first to fourth cylinders # 1 to # 4 based on signals input from the sensors 26 to 32.
The ignition timing of each of the fourth spark plugs P1 to P4 is controlled to reach the target ignition timing, and the engine speed Ne is controlled.
Is within the set rotation speed range (NESTA ≦ Ne ≦ NEEND) and the engine load PMM is equal to or greater than the set load (PMM ≧ K
In the case of STAPM), control is performed so that the ignition timing of at least one of the first and fourth cylinders # 1 and # 4 arranged at each end in the series direction is corrected from the target ignition timing.

More specifically, control is performed so that the ignition timing of at least one of the first and fourth cylinders # 1 and # 4 arranged at each end in the series direction is corrected to the retard side from the target ignition timing.

Next, the operation will be described.

During operation of the engine 2, crank bending vibration is applied to the cylinder block 4 by a torsional couple and flywheel surface runout.

The torsional couple, as shown in FIG.
(F _H · y) of the side force (lateral force) F _H generated by the resultant force of the reciprocating inertia force F _C and the distance y between the action points
Therefore, the cylinder block 4 is torsionally deformed. Since the vibration caused by the torsional couple (F _H · y) is generated with the center of gravity of the engine 2 as a node, the influence of the torsional couple of the first cylinder # 1 on the side of the crank pulley 14 farthest from the center of gravity becomes large. . Note that the force F _H ′ is
It is a reaction force of the side force F _H acting on. Further, the amplitude of the flywheel surface vibration becomes large when the fourth cylinder # 4 on the flywheel 12 side is ignited.

The torsional couple and flywheel surface run-out vibration acting on the cylinder block 4 are particularly problematic at engine speeds around 3000 to 5000 rpm during acceleration operation of the engine 2. In terms of frequency, it is generated at a frequency of 200 to 600 Hz, and there is a problem that it causes vehicle interior noise.

Such a problem can be dealt with by reducing the level of the exciting force. The ignition timing control device 18 is configured to control the first and fourth cylinders # on the vibrating force side.
1. The vibration of the engine 2 is reduced by controlling the ignition timing of # 4 and changing the combustion state.

As shown in FIG. 1, when the control is started, the ignition timing control device 18 determines whether or not the engine speed Ne is within a set speed range (NESTA ≦ Ne ≦ NEEND) (step 100). The set rotation speed range is, for example, a middle rotation speed range near 3000 to 5000 rpm.

If the determination (step 100) is YES, the engine load PMM is equal to or greater than the set load (PMM ≧ K
STAPM) (step 102). The load equal to or greater than the set load is, for example, a high load that is equal to or greater than a medium load.

If this determination (step 102) is YES, the ignition timing of at least one of the first and fourth cylinders # 1 and # 4 is corrected to the advance value AESA on the retard side from the target ignition timing (step 104). ). In this embodiment, the ignition timing of both the first and fourth cylinders # 1 and # 4 is corrected to the retard side.

As shown in FIG. 2, a retardation correction value AETV is obtained from a retardation correction value map, and a retardation correction value AET is calculated from a target ignition timing AESAO.
It is obtained by subtracting V.

As a result, the ignition timings of the first and fourth cylinders # 1 and # 4 are set to the second and third cylinders # 2 and # 3 as shown in FIG.
The ignition timing # is corrected to the retard side by the retard correction value AETV. This correction is performed for the first and fourth cylinders # 1 and # 1.
It is also possible to use a different retardation correction value map for each # 4.

If the judgment (step 100) and the judgment (step 100) are NO, the first to fourth spark plugs P1 to P4 of the first to fourth cylinders # 1 to # 4 are determined according to the normal ignition map. Each time, the ignition timing is controlled to reach the target ignition timing. It should be noted that the ignition timing in this case is determined for each cylinder #
1 to # 4 are the same.

As described above, the ignition timing control device 18
Changes the combustion state of the first and fourth cylinders # 1 and # 4 arranged at each side end in the series direction, which causes vibration of the engine 2 in which the cylinders # 1 to # 4 are arranged in series. By
The torsional couple can be reduced as shown by the dashed line in FIG. 4, and the vibration acceleration can be reduced as shown by the broken line in FIG.

For this reason, as shown by the dashed line in FIG. 6, the engine 2 can reduce the vibration of the engine 2 without changing the structure of the engine 2 and can reduce the vibration and improve the sound quality. can do.

[0036]

As described above, the ignition timing control apparatus of the present invention changes the combustion state of each cylinder disposed at each end in the series direction, which causes vibration in an engine having each cylinder disposed in series. By doing so, it is possible to reduce the causes of vibration.

Therefore, the ignition timing control device can reduce the vibration of the engine without changing the structure of the engine, and can improve the sound quality of the engine.

[Brief description of the drawings]

FIG. 1 is a flowchart of ignition timing control showing an embodiment of the present invention.

FIG. 2 is a diagram showing a retardation correction value map.

FIG. 3 is a timing chart of an ignition timing at the time of retard side correction.

FIG. 4 is a diagram showing a change in couple during an expansion stroke.

FIG. 5 is a diagram showing a change in vibration acceleration of a cylinder block.

FIG. 6 is a diagram showing vibration due to engine speed.

FIG. 7 is a diagram illustrating generation of a couple.

FIG. 8 is a diagram illustrating crank bending vibration.

FIG. 9 is a circuit configuration diagram of the ignition timing control device.

FIG. 10 is a circuit configuration diagram of an ignition timing control device showing a conventional example.

11 is a diagram illustrating control of the ignition timing control device of FIG.

[Explanation of symbols]

 2 Engine 4 Cylinder block 6 Crankshaft, 8 Connecting rod 10 Piston 12 Flywheel 14 Crank pulley 16 Crank bearing 18 Ignition timing controller 20 Control means 22 Ignition switch 24 Relay 26 Crank angle sensor 28 Water temperature sensor 30 Knock sensor 32 Suction pressure sensor

Claims (2)

[Claims] 1. An engine in which cylinders are arranged in series, the ignition timing of each of the cylinders is controlled so as to reach a target ignition timing, the engine speed is within a set speed range, and the engine load is equal to or greater than the set load. In this case, the ignition timing control device further comprises control means for controlling at least one ignition timing of each of the cylinders arranged at each side end in the series direction from the target ignition timing. 2. The control unit according to claim 1, wherein the control unit controls the ignition timing of at least one of the cylinders disposed at each side end in the series direction so as to correct the ignition timing from the target ignition timing to the retard side. The ignition timing control device according to claim 1, wherein