JPS58150073A - Ignition timing control for engine - Google Patents

Abstract

PURPOSE:To improve the accuracy in knocking control by obtaining the number of times of ignition between the generation of a knocking and the generation of the next knocking and controlling the ignition timing according to said ignition frequency. CONSTITUTION:An electronic control circuit 34 reads-out the fundamental ignition spark advance and the fundamental fuel injection amount from ROM according to each signal from an air flow meter 2 and an engine revolution number sensor 32, and properly corrects the above values according to each signal from a cooling-water temperature sensor 24 and an intake temperature sensor 4 etc., and then controls an ignitor 28 and an injection controller 12. The ignition timing is delayed when the output level of a knocking sensor 18 exceeds a prescribed level. In this case, the number of times of ignition between the generation of a knocking and the generation of the next knocking is obtained, and when said frequency exceeds the first prescribed frequency, the ignition timing is advanced, and when said frequency reduces below the second prescribed frequency which is smaller than the first prescribed number, the ignition timing is delayed.

Description

[Detailed description of the invention] The present invention relates to an ignition timing control method for engine/engine.

In particular, the present invention relates to an improvement in an ignition timing control method for controlling the ignition timing so as to keep the frequency of knocking constant.

The so-called knocking phenomenon, in which an abnormal knocking noise occurs inside the engine while the vehicle is running, is well known. Severe knocking occurs when the ignition timing is too advanced in a high load range above a certain value. Occur. This kind of knocking causes unpleasant noise, and if the knocking is even strong, strong air column vibrations will occur inside the cylinder, and abnormal high temperatures will occur in some parts of the cylinder, causing damage to the machine. It shows in giving. However, if the knocking is slight, the knocking may occur by advancing the ignition timing, and the vehicle O fuel efficiency can be improved by increasing the combustion efficiency by t%, and this kind of improvement in fuel efficiency From this point of view, it is preferable to allow a moderate amount of knocking in order to obtain an operating condition with optimum efficiency of the engine. Therefore, it is possible to optimize the operating efficiency of the work/judge and knock/g,
Ignition timing control that performs knocking control is performed in accordance with various conditions so that the sound level is below a predetermined level.

Such ignition timing control consists of a microphone, etc. that detects knocking noise and outputs an electrical signal, and is attached to the main body of the instrument. The ignition timing is corrected so that the ignition timing is delayed by a certain amount when the electric signal level is lower than a predetermined level, and the ignition timing is advanced by a certain amount when the electric signal level is below a predetermined level.

In correcting the ignition timing in this way, the %
A method of delaying the ignition timing when knocking occurs and advancing the ignition timing when knocking/gagging does not occur for a predetermined time or a predetermined number of ignitions, and calculating the average value of the plating/gusting output during the predetermined number of ignitions. A known method is to store the average value and compare it with a predetermined level after a predetermined number of ignitions have elapsed, thereby correcting the ignition timing between the next predetermined number of ignitions.

However, if the ignition timing is set to the optimum advance angle,
Knocking occurs once every few dozen ignitions,
In the former method, even if knocking at a rate of several tens of K1 ignitions is detected and the ignition timing is delayed, the probability that knocking will occur at the next ignition is extremely low, making it inappropriate for knocking control. Become. It was. As mentioned above, within a predetermined period of time after the ignition timing is delayed, the rounded ignition timing, which has a low probability of causing knocking, is advanced, resulting in large rounded torque fluctuations that greatly fluctuate the ignition timing, and sometimes ignition timing. There is a problem that the timing is too advanced and strong knocking occurs. In addition, in the latter method, the ignition timing is controlled every predetermined number of ignitions, so if knocking occurs continuously in a transient state where the engine/gear/road conditions change, the ignition timing can be delayed. There are some problems.

The present invention has been made to solve the above problems, and an object of the present invention is to provide a carpenter's ignition timing control method that improves the accuracy of knocking control.

In order to achieve this object, the first invention is configured as follows.

A process that retards the ignition timing when knocking occurs and advances the ignition timing when knocking no longer occurs.
In the ignition timing control method, the number of ignitions between the occurrence of knocking and the next occurrence of knocking is determined, and when this number of ignitions reaches a first predetermined number of times or more, the ignition timing is advanced and the number of ignitions is advanced from the first predetermined number of times. When the number of times falls below a predetermined number of small @2, the ignition timing is delayed, and when the number of times becomes between the first predetermined number and a predetermined number of 1g2, the ignition timing is controlled to be constant. , if knocking does not occur for a long period of time, it is preferable to advance the ignition timing by one point as soon as possible from the point of view of improving fuel efficiency.
6. The configuration of the invention is that when the number of ignitions exceeds a predetermined number, the ignition timing advance amount is controlled to be larger than the normal advance amount, and after the ignition timing advance amount is largely controlled, knocking occurs. The ignition timing is delayed regardless of the number of ignitions. In this way, greatly advancing the ignition timing is an advantageous method for increasing torque when knocking does not occur for a long period of time, but if knocking occurs after the ignition timing is greatly advanced, the strength of this knocking increases. It is possible that Therefore, the configuration of the invention of Yuki 3 is to control the advance amount of the ignition timing to be larger than the normal advance amount when the number of ignitions without knocking reaches a predetermined number, and then gradually adjust the ignition and ignition timing. It was designed to proceed to the next step.

Next, FIG. 1 shows an example of a 92/J equipped with an ignition timing control device to which the present invention is applied. An air meter 2 is provided on the side as an intake air amount unit. The air flow meter 2 has a base plate 2A that is rotatably provided in the damper/gucha/pa.

It is composed of a front/back/plate/bottom meter 2B that detects the opening degree of two people.

Therefore, the amount of intake air is detected as the voltage output from the bottom/shy meter 2B. (9) In the vicinity of the air meter 2, an intake air temperature sensor 4 is provided to detect the temperature tLt of the intake air.

A throttle valve 6 is arranged downstream of the air flow meter 2;

A surgitator 8 is provided. This sergitator/ri8
Innotheque manifold 10 is connected to
A fuel injection device 112 is disposed protruding into this intake/take manifold lO.

The Innotake manifold IO is connected to the combustion chamber 14A of the main body 14, is connected to the combustion chamber 14A of the main body 14, and is connected to the combustion chamber 14A of the main body 14, and is connected to the three-way catalyst via the exhaust manifold 16 of the combustion chamber 14A of the main body 14. Connected to a filled catalyst co/parter (not shown). The main body 14 was configured with a microphone and the like. A plating/grease/sustaining plate 18 is provided for detecting scratches/gauges in the coating/gin. In addition, 20 is a spark plug, and 22 is a 0.0. C/S 24 is a cold/hot water temperature S/S for detecting the engine/gin cooling water temperature.

The spark plug 20 of the secondary/discharge/main body 14 is connected to a distributor 26, and the distributor 26 is connected to an igniter 28. This distributor 2
6 consisted of a pickup and a signal rotor fixed to the distributor shaft. A cylinder discrimination cell 3G) and a engine speed/rotation speed cell 32 are provided.

This nuisance discrimination section 30 outputs a cylinder discrimination signal to the electronic control circuit 34, for example, every 720 degrees of the crank angle. A tilt angle reference position signal is outputted to the electronic control circuit 34 every degree.

The electronic control circuit 34, as shown in Figure 2,
Access memory (RAM) 36, read only memory (ROM) 3g, and central processing unit (CPU)
40, a first input/output port 42, a second human output port 44, a first output port 46, and an output port 48 of the IIE2, and includes a RAM 36, a ROM 3
8. The input/output port 44 of the first input/output boat 42, 112 of the CPU 40s, the output port 46 of the CPU 1, and the second output port 48 are connected by a path 50. 1st
The input/output port 42 includes buffers 52A, 52B, 5
2C1 Multiplexer 54% Analog-Digital (A
/D) The air flow meter 2, the cooling water temperature station 24, and the intake air temperature station 4 are connected via the converter 56. This multiplexer 54 and A/D converter 56 are
It is controlled by a signal output from the input/output port 42. The 01 cell 22 is connected to the second input/output port 44 via a buffer 60 and a conoperator 62.

The cylinder discrimination section 30 and the engine speed/rotation speed section 32 are connected via the waveform shaping circuit 64, and the plating/gusset section 18 is connected via the input circuit 66 and the A/D converter 68. It is connected. This input circuit 66 and A/D
The converter 68 is controlled by a signal output from the second human output port 44, and passes the plating/glue output at every predetermined crack/cut angle. In addition, the first output port 46 is connected to the igniter 28 via a drive circuit 70.

Second output port 48 is connected to fuel injector 12 via drive circuit 72 .

The ROM 38 of the electronic control circuit 34 stores in advance a map of the basic ignition advance angle represented by engine/engine/revolution speed and intake air amount, basic fuel injection amount, etc. The basic ignition advance angle and the basic fuel injection amount are read out based on the signals from the engine/engine/rotational speed unit 32, and various signals including the signals from the cooling water temperature sensor 24 and the intake air temperature unit 4 are used to read out the basic ignition advance angle and basic fuel injection amount. , a corrected ignition advance angle and a corrected fuel injection amount are added to the basic ignition advance angle and basic fuel injection amount, and the igniter 28 and the fuel injection device 12 are controlled. 0. The air-fuel ratio signal output from the air-fuel mixture 22 is used for air-fuel ratio control to control the air-fuel ratio of the air-fuel mixture to near the stoichiometric air-fuel ratio.

★Ta. When the level of the electrical signal output from the plating/guse/su 18 is set in advance and exceeds a predetermined level,
It is determined that knocking has occurred, and the igniter 28 is controlled so that the ignition timing is delayed. On the contrary, 1 note/
When the level of the electric signal output from the engine ignition sensor 18 is below a predetermined level, it is determined that knocking does not occur, and the ignition timing is controlled to be advanced.

Next, embodiments in which the present invention is applied to the above-mentioned works will be described in detail.

Figure 3 shows an interrupt routine that is interrupted at the top dead center of each failure when implementing the first invention using an electronic control circuit.

First, in step 81, the level of the plating/greasing/staining output is compared with a predetermined level to determine whether or not knocking is occurring. If the level of the knock/dose/success output is less than a predetermined level F, that is, if knocking is not occurring, the count value C of color/return is incremented by 1 in step 82. This counter counts the number of times the engine will ignite if no knocking occurs, that is, the number of times the engine will ignite between the occurrence of knocking and the next occurrence of knocking. In step 83, based on the count value C of the color/re, the number of ignitions is 10 predetermined times a(
For example, it is determined whether the number is 9 or more (100 times) or more. If the number of ignitions exceeds the predetermined number of [1], in step 84, the corrected ignition advance angle 0kK with knocking as a parameter is calculated as, for example, #ki-1+I C'CA (cradle angle) from 1 to 1. , in step 85, the color/reset is reset, and in step 86, the intake air amount and 1727
Basic ignition advance angle determined by rotation speed #! The igniter 28 is controlled by adding the corrected ignition advance angle tkl to lse to set the ignition advance angle to 0. On the other hand, in step 83, the number of ignitions is 1
If it is determined that the number of times is less than the predetermined number of times, the corrected ignition advance angle -ki is set to 1 in step 87, and the ignition advance angle # is determined in step 86 in the same manner as described above, and the igniter is controlled.

On the other hand, if it is determined in step 81 that knocking has occurred, it is determined in step 88 whether or not the number of ignitions is equal to or less than a second predetermined number (for example, 10 times). If it is determined that the number of times is less than the predetermined number of times, in step 89, the corrected ignition advance angle is set to 1 for 0, for example #.
The ignition advance angle is determined at step 86 via step 85, and the igniter is controlled. On the other hand, if it is determined in step 88 that the number of ignitions is equal to or greater than the second predetermined number, then in step 90 the corrected ignition advance angle is set to 0 and 5 is set to 1, and the igniter is turned on as described above via step 86. Control.

As described above, according to this embodiment, when the number of ignitions is equal to or greater than the first predetermined number, the ignition timing is controlled at, for example, #mse+#kl+1℃゛A, and when the number of ignitions is equal to or less than the 20th predetermined number, for example, The ignition timing is controlled at a knee temperature of 11°C in esme+', and the number of ignitions is between the first predetermined number of times and the second predetermined number of times! For example, the ignition timing is controlled by hse+'ki-1°α.

Figure 1m4 is an interrupt routine that is interrupted at the top dead center of each cylinder when implementing the second invention using an electronic control circuit. Note that in FIG. 4, parts corresponding to those in FIG. 3 are designated by the same reference numerals, and explanations thereof will be omitted. In step 91, it is determined whether or not the number of ignitions has exceeded a predetermined number (for example, 200 times).0 When the number of ignitions has exceeded a predetermined number of times, that is, if knocking has not occurred for a long period of time, 9 and IFi.

In step 92, the corrected ignition advance angle Ski is
ki-s + 2 degrees Celsius, and in step 93, the flag 1 indicating that the angle has been rapidly advanced is turned on, and in step 94, the number of ignitions exceeds the 10th predetermined number (for example, 100 times). - clear flag 2 to advance the ignition timing, and step 85 and step 8
6, the igniter is controlled with an ignition advance angle of 0 in the same manner as described above. on the other hand.

If it is determined in step 91 that the number of ignitions is less than the predetermined number of times, then in step 83 the first predetermined number of times (
For example, 100 times), the ignition timing is controlled as described above. On the other hand, if it is determined in step 83Kl that the number of ignitions has exceeded the first predetermined number, it is determined in step 95 whether or not the 7 lag 2 is turned on. If the 7 lug 2 is not turned on, the 79 lug 2 is turned on in step 96, and then 1 is set to #ki-1+1°CA for the corrected ignition advance angle in step 84, and the ignition is advanced in step 86. Find the angle and control the ignition timing. If the flag 2 is on in step 95, that is, if the ignition timing control was performed in step 840 last time, the process proceeds to step 87 and step 86 in the same manner as described above.

If it is determined in step 81 that knocking has occurred, it is determined in step 97 whether or not the 7 lug 1 is on, that is, whether or not the rapid advance angle in step 92 was performed previously.

If 7 lag 1 is turned on, 7 lag 1 is cleared in step 98, and the corrected ignition advance angle θbi is set to, for example, θki-1 in step 89, regardless of the number of ignitions when knocking does not occur. -16CA, step 85. Proceeding to step 86, the ignition timing is controlled.

On the other hand, if it is determined in step 97 that 7lag 1 is not turned on, it is determined in step 88 whether or not the number of ignitions is equal to or less than a second predetermined number (for example, 10 times), and If it is less than the predetermined number of times in Step 89
If the number of ignitions exceeds the predetermined number of times, the process goes to step 90, where each corrected ignition advance angle is determined and the ignition timing is controlled.

As described above, according to this embodiment, the ignition timing is greatly advanced when knocking does not occur for a long period of time, and when knocking occurs thereafter, the ignition timing is immediately delayed, and as in the embodiment of the first invention, the ignition timing is greatly advanced. Depending on the number of ignitions between knocks, the ignition timing is controlled to be delayed, advanced, or constant. Therefore, according to this embodiment, the accuracy of knocking control can be improved and the amount of torque increase can be increased.

This effect can be obtained.

FIG. 5 shows an interrupt routine that is interrupted at the top dead center of each cylinder when implementing the third invention using an electronic control circuit. Note that in FIG. 5, parts corresponding to those in FIG. Step 82 is entered, and the number of ignitions between the occurrence of knocking and the next occurrence of 0 knocking is determined using a color/reference method.
When the number of times of zero ignition reaches a predetermined number, in step 100, the corrected ignition advance angle is set to 0 and the amount is set to "kl-1+1" CA, and in step 93, the amount of ignition is set to 7. If the number of 0 ignitions is not a predetermined number of times, it is determined in step 101 whether the number of ignitions exceeds a predetermined number of times.

If it is determined in step 1G1 that the number of ignitions exceeds the predetermined number, in step 102, the corrected ignition advance angle #ki is set to l'ki-1+0.1@CA, and steps 93, 94, and 86 Then gradually advance the ignition timing. If it is determined in step 101 that the number of ignitions is less than a predetermined number, then in step 83 it is further determined whether or not the number of ignitions has exceeded a predetermined number (for example, 100) of the crane 1, and as described above, Step 8419 uses the corrected ignition advance angle of step 81 to control the ignition timing.

On the other hand, if it is determined in step 81 that there is knocking, it is determined whether or not there was a previous sudden advance as described above, and step 8919 controls the ignition timing using the corrected ignition advance in step 90.

As described above, according to this embodiment, when the number of ignitions reaches a predetermined number or more, the ignition timing is greatly advanced, and thereafter the ignition timing is gradually advanced. Therefore, according to this embodiment,
This has the effect of increasing the amount of torque increase and preventing the occurrence of large knocks.

As explained above, according to the present invention 14, an excellent effect can be obtained in that an ignition timing control method with improved accuracy of knocking control can be provided.

[Brief explanation of drawings]

FIG. 1 is a schematic diagram showing a machine/engine to which the present invention is applied;
FIG. 2 is a block diagram showing the electronic control circuit of FIG.
Figure 3 is a rounding flowchart explaining the first invention in detail, Figure 4 is a rounding flowchart explaining the W42 invention in detail,
Figure 5 is a flowchart for explaining the 30th invention in detail. 18...Notsuki/Gensor 28...Igniter 34...Electronic control circuit agent Tatsuyuki Unuma (and 2 others) Figure 2 Shin 3

Claims (3)

[Claims] (1) In an ignition timing control method that retards the ignition timing when knocking occurs and advances the ignition timing when knocking no longer occurs, the number of ignitions between the occurrence of knocking and the next occurrence of knocking. Find #
When the number of ignitions reaches a first predetermined number of times or more, the ignition timing is advanced, and when the number of mosquito ignitions becomes a second predetermined number of times or less, which is smaller than the first predetermined number of times, the ignition timing is delayed. An ignition timing control method according to the present invention, wherein the ignition timing is controlled so that the ignition timing becomes constant when the number of ignition times falls between the first predetermined number of times and the second predetermined number of times. (2) In the ignition timing control method, which delays the ignition timing when knocking occurs and advances the ignition timing when knocking no longer occurs, there is a gap between the occurrence of knocking and the next occurrence of knocking. When the number of ignitions reaches the predetermined number μF, the ignition timing advance amount is controlled to be greater than the normal advance amount, and when knocking occurs after controlling the ignition timing advance amount to a large value. A work in which the ignition timing is delayed by t-% regardless of the number of ignitions/
Ignition timing control method for (3) In an ignition timing control method that delays the ignition timing when knocking occurs and advances the ignition timing when knocking no longer occurs, the number of ignitions between the occurrence of knocking and the next occurrence of knocking. Find #
1. An ignition timing control method for ignition timing, characterized in that the number of ignitions reaches a predetermined number (9), and (1) the advance amount of the ignition timing is controlled to be larger than the normal advance amount, and then the ignition timing is gradually advanced.