JPS5830475A - Idle run stabilizing method for internal combustion engine - Google Patents

Idle run stabilizing method for internal combustion engine

Info

Publication number
JPS5830475A
JPS5830475A JP12909781A JP12909781A JPS5830475A JP S5830475 A JPS5830475 A JP S5830475A JP 12909781 A JP12909781 A JP 12909781A JP 12909781 A JP12909781 A JP 12909781A JP S5830475 A JPS5830475 A JP S5830475A
Authority
JP
Japan
Prior art keywords
ignition timing
combustion
inert gas
ignition
internal combustion
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Pending
Application number
JP12909781A
Other languages
Japanese (ja)
Inventor
Hachiro Sasakura
笹倉 八郎
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Denso Corp
Original Assignee
NipponDenso Co Ltd
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by NipponDenso Co Ltd filed Critical NipponDenso Co Ltd
Priority to JP12909781A priority Critical patent/JPS5830475A/en
Publication of JPS5830475A publication Critical patent/JPS5830475A/en
Pending legal-status Critical Current

Links

Classifications

    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02PIGNITION, OTHER THAN COMPRESSION IGNITION, FOR INTERNAL-COMBUSTION ENGINES; TESTING OF IGNITION TIMING IN COMPRESSION-IGNITION ENGINES
    • F02P5/00Advancing or retarding ignition; Control therefor
    • F02P5/04Advancing or retarding ignition; Control therefor automatically, as a function of the working conditions of the engine or vehicle or of the atmospheric conditions
    • F02P5/05Advancing or retarding ignition; Control therefor automatically, as a function of the working conditions of the engine or vehicle or of the atmospheric conditions using mechanical means
    • F02P5/14Advancing or retarding ignition; Control therefor automatically, as a function of the working conditions of the engine or vehicle or of the atmospheric conditions using mechanical means dependent on specific conditions other than engine speed or engine fluid pressure, e.g. temperature

Landscapes

  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Electrical Control Of Ignition Timing (AREA)

Abstract

PURPOSE:To stabilize the number of revolution of idling by retarding the ignition timing of each cylinder periodically during idling operation. CONSTITUTION:If ignition assumes to occur at time A, the time required for opening the exhaust valve will be prolonged, consequently increasing a combustion ratio, campared with the case R when ignition timing is delayed, thereby producing better combustion. However, the composition of inert gas is increased in the next cycle, resulting in deteriorated status of combustion. In the case of R where ignition timing is delayed, the composition of inert gas to be fed in the next cycle will be a little decreased due to lack of combustion time at the case R, thereby reducing the range of fluctuations in combustion.

Description

【発明の詳細な説明】 焼を安定化させる点火時期の制御方法に関するものであ
る。
DETAILED DESCRIPTION OF THE INVENTION The present invention relates to a method of controlling ignition timing to stabilize combustion.

一般にアイドル時はシリンダ内に残る残留排気ガスの割
合が非常に大きい。この残留排気ガス中の不活性ガス(
例えばCO2 )の割合は前のサイクルの燃焼状態によ
って変化するため、点火時期を一定にしておいても燃焼
時間が変化し、アイドル回転の変動となって現われる。
Generally, when the engine is idling, the proportion of residual exhaust gas remaining in the cylinder is very large. Inert gas in this residual exhaust gas (
For example, the proportion of CO2) changes depending on the combustion state of the previous cycle, so even if the ignition timing is kept constant, the combustion time changes, which appears as a fluctuation in the idle speed.

従来はアイドル回転を高めに設定することにより回転変
動を目立たなくしていたが燃費率等の面から望ましいも
のではなかった。
Conventionally, engine speed fluctuations were made less noticeable by setting the idle speed higher, but this was not desirable in terms of fuel efficiency and other factors.

本発明はアイドル時に各気筒の点火時期を周期的に遅角
変化させることにより不活性ガスを制御し、燃焼変動を
小さくすることによってアイドル回転を下げることを目
的とするものである。即ち点火時期を進めると良好な燃
焼をし、不活性ガスが増加する。不活性ガスが増加する
と着火性が悪くなる。逆に、点火時期を遅らせると着火
性は良くなるが燃焼時間が不足し、出力が低下すると共
に不活性ガスが減少する。従って本発明では、アイドル
状態を検出しアイドル状態では内燃機関の気筒数nに対
して例えばn+1回の点火の周期毎に点火時期を遅らせ
るようにして燃焼変動を小さくするようにしている。
An object of the present invention is to control inert gas by periodically retarding the ignition timing of each cylinder during idling, and to reduce idling speed by reducing combustion fluctuations. That is, advancing the ignition timing results in better combustion and increases the amount of inert gas. As the amount of inert gas increases, ignitability deteriorates. Conversely, if the ignition timing is delayed, ignitability improves, but the combustion time becomes insufficient, resulting in a decrease in output and a decrease in inert gas. Therefore, in the present invention, the idling state is detected, and in the idling state, the ignition timing is delayed every n+1 ignition cycles for the number n of cylinders of the internal combustion engine, thereby reducing combustion fluctuations.

以下本発明を図に示す実施例により説明する。The present invention will be explained below with reference to embodiments shown in the drawings.

第1図はその構成を示すものであり、2は機関のスロッ
トル弁が全閉位置にあることを検出し高レベル信号を出
力するスロットルセンサ、8はスピード・メータ・ケー
ブルの回転を検出し、所定の回転数以下のとき高レベル
信号を出力する回転センサ、4は冷却水の温度をワック
ス体の体積膨張を利用して検出し、所定の温度以上のと
き高レベル信号を出力する水濡センサである。また、1
はAND回路であり、各センサ2,3.4がいずれも高
レベル信号を出力しているとき出力が葛レベルとなって
暖機後のアイドル状態であることを検出する。bはマイ
クロコンピュータであり、点火時期の演算等を行なう中
央処理ユニツ) (OPU)50、演算結果等を一時的
に記憶するだめのランダム・アクセス・メモリ(RAM
)51、演算プログラムや点火時期データ等を記憶して
いるリード・オンリ・メモリ(ROM)52、および入
出力信号の受渡しを行なう入出力装置(Ilo)5aを
備えている。6は機関クランク軸の回転数および回転位
置を検出する電磁ピックアップを用いた回転センサであ
り、7は機関の吸入空気量を検出する吸気量センサであ
る。8は点火装置であり、イグナイタ、゛点火コイル、
ディストリビュータ、点火プラグを有し、マイクロコン
ピュータ5よりの点火時期信号を受けて機関に点火を行
なうものである。
Figure 1 shows its configuration; 2 is a throttle sensor that detects that the engine's throttle valve is in the fully closed position and outputs a high-level signal; 8 is a throttle sensor that detects the rotation of the speed meter cable; A rotation sensor that outputs a high level signal when the rotation speed is below a predetermined number, and a water wetness sensor 4 that detects the temperature of cooling water using volumetric expansion of a wax body and outputs a high level signal when the temperature is above a predetermined temperature. It is. Also, 1
is an AND circuit, and when each sensor 2, 3.4 is outputting a high level signal, the output becomes a low level and detects that the engine is in an idle state after warming up. b is a microcomputer, which includes a central processing unit (OPU) 50 that performs calculations such as ignition timing, and a random access memory (RAM) that temporarily stores calculation results, etc.
) 51, a read-only memory (ROM) 52 that stores calculation programs, ignition timing data, etc., and an input/output device (Ilo) 5a that exchanges input/output signals. 6 is a rotation sensor using an electromagnetic pickup that detects the rotational speed and rotational position of the engine crankshaft, and 7 is an intake air amount sensor that detects the intake air amount of the engine. 8 is an ignition device, which includes an igniter, an ignition coil,
It has a distributor and a spark plug, and receives an ignition timing signal from the microcomputer 5 to ignite the engine.

上記構成になる装置の作動を第8図に示すフローヂャー
トにより説明する。マイクロコンピュータ5の中では図
示してないクロック信号によってプログラムを進め第3
図に示した点火時期の選択をする部分では、ステップ1
0で前記AND回路1の出力によりアイドル状態を判別
しアイドル状態であればステップ1】に分岐する。ステ
ップ11では[ouNTJという名称で割り付けられた
RAM51のカウンタの内容を気筒数nに1を加えた定
数“n −1−1”と比較し等しいか又は定数よシ大き
い場合にステップ12へ分岐しアイドル運転時に良好な
燃焼を行ない得る点火時期より遅角した点火時期(θB
ET)を実行点火時期(θxxEaT)として設定する
。次のステップ13では[0UNJに数値“00″をセ
ットし、以後図示しないプログラムで点火時期出力タイ
ミングを演算し点火時期信号を出力する。ステップ11
においてl’−0UNTJの内容が“n +1”より小
さい場合、ステップ15に分岐しθRET よりも進角
した良好な燃焼を行ない得る点火時期(θADV )を
実行点火時期(θwxrraT)として設定すると共に
、ステップ16にて「OUN TJの内容に“1”を加
えて[0UNTJに再設定する。また、ステップ10に
てアイドル状態でなければステップ14で回転数Nと単
位回転当りの吸気量Q/Nとから、マツプを検索して最
適な点火時期を算出する。このようにしてアイドル時に
はn +1回の点火周期で点火時期を遅角するので各気
筒の点火時期はn回に1回の割合で遅角される。
The operation of the apparatus configured as described above will be explained with reference to the flowchart shown in FIG. In the microcomputer 5, the program is advanced by a clock signal (not shown).
In the part shown in the figure for selecting the ignition timing, step 1
0, the idle state is determined based on the output of the AND circuit 1, and if it is the idle state, the process branches to step 1]. In step 11, the contents of the counter in the RAM 51 allocated under the name [ouNTJ are compared with a constant "n - 1-1" which is the number of cylinders n plus 1, and if they are equal or larger than the constant, the process branches to step 12. The ignition timing (θB
ET) as the effective ignition timing (θxxEaT). In the next step 13, a numerical value "00" is set in 0UNJ, and thereafter the ignition timing output timing is calculated by a program not shown and an ignition timing signal is output. Step 11
If the content of l'-0UNTJ is smaller than "n + 1", the process branches to step 15 and sets the ignition timing (θADV) that is advanced than θRET and allows good combustion as the effective ignition timing (θwxrraT). At step 16, add "1" to the contents of OUN TJ and reset it to 0UNTJ.If it is not idling at step 10, at step 14, set the rotation speed N and intake air amount per unit rotation Q/N. From this, the map is searched to calculate the optimal ignition timing.In this way, at idle, the ignition timing is retarded every n+1 ignition cycles, so the ignition timing for each cylinder is delayed once every n times. delayed.

第2図は不活性ガスの割合と燃焼の状態、それに点火時
期の影響について説明したものである。
Figure 2 explains the proportion of inert gas, the state of combustion, and the influence of ignition timing.

内燃機関では圧縮上死点でのすきま容積に前サイクルの
燃焼ガスが残っている為次サイクルに不活性ガスが持ち
込まれる。この割合は圧縮比をE、燃焼ガスの圧力をP
ex、新気の圧力をFBとすると(pex/PB*]l
i)で表わされる。故にFBの値が小さい程残留割合が
大きくなりその比熱容量の為燃焼時間が長くなる。第2
図の中段は不活性ガスの割合と燃焼割合の時間変化の関
係を示したもので、新気の圧力PBが760闘Hg(絶
対圧)すなわちスロットル弁全開相当では不活性ガスの
割合が少ないので急速に燃焼し、上死点(TDa )位
置よりやや遅れたところで燃焼を完了する。FBがs6
ozmHg(絶対圧)すなわちアイドル相当では約8倍
の前サイクルの燃焼ガスを持ち込む為、燃焼時間が長く
なり2点鎖線で示した排気弁の開き時期(111X・0
)を過ぎても燃焼が完了せず、第2図上段すのように筒
内圧力は非燃焼時の筒内圧力aに比べてあまり上昇しな
い。そして前サイクルから持ち込まれたガス中の未燃焼
ガスは新気と同等である数年活性ガスの割合は前サイク
ルの燃焼割合によって変動し、点火時期が一定であって
も軸出力の変動を引き起すことになる。
In an internal combustion engine, combustion gas from the previous cycle remains in the gap volume at compression top dead center, so inert gas is brought into the next cycle. This ratio represents the compression ratio as E and the pressure of the combustion gas as P.
ex, if the pressure of fresh air is FB, then (pex/PB*]l
i). Therefore, the smaller the value of FB, the larger the residual proportion and the longer the combustion time due to its specific heat capacity. Second
The middle part of the figure shows the relationship between the proportion of inert gas and the change in combustion rate over time.The proportion of inert gas is small when the pressure PB of fresh air is 760 to Hg (absolute pressure), which is equivalent to fully opening the throttle valve. It burns rapidly and completes a little later than the top dead center (TDa) position. FB is s6
ozmHg (absolute pressure), which is equivalent to idle, brings in about 8 times as much combustion gas from the previous cycle, so the combustion time becomes longer and the exhaust valve opening timing shown by the two-dot chain line (111X・0
), combustion is not completed, and the cylinder pressure does not rise much compared to the cylinder pressure a during non-combustion, as shown in the upper row of FIG. The unburned gas in the gas brought in from the previous cycle is equivalent to fresh air.The proportion of active gas varies depending on the combustion rate of the previous cycle, and even if the ignition timing is constant, it causes fluctuations in shaft output. I'll wake you up.

第2図の下段では同じ不活性ガスの割合における点火時
期の影響を説明したもので、Aで示した如く点火時期を
進めた場合は排気弁が開くまでの時間が長くなるのでR
で示した点火時期を遅らせた場合より燃焼割合が大きく
なり良好な燃焼となるが、次のサイクルは不活性ガスの
割合が増加し燃焼が悪くなる。即ち変動が大きくなる。
The lower part of Figure 2 explains the effect of ignition timing at the same inert gas ratio.If the ignition timing is advanced as shown in A, the time until the exhaust valve opens will be longer, so R
The combustion ratio is larger than when the ignition timing is delayed, resulting in better combustion, but in the next cycle, the ratio of inert gas increases and combustion becomes worse. In other words, the fluctuation becomes large.

Rで示した如く点火時期を遅らせた場合は、燃焼時間の
不足により次のサイクルに持ち込まれる不活性ガスの割
合がやや少なくなり燃焼の変動幅は小さくなる。
When the ignition timing is delayed as shown by R, the proportion of inert gas carried into the next cycle is slightly reduced due to insufficient combustion time, and the fluctuation range of combustion becomes smaller.

上記のような因果関係から本発明においてはアイドル時
に点火時期を進めておいて良好な燃焼を得ると共に、周
期的に各気筒の点火時期を遅らせることによって不活性
ガスの割合を低下させることにより燃焼変動を小さく押
さえるので、従来より低いアイドル回転を安定して実現
することができる。
Due to the causal relationship described above, in the present invention, the ignition timing is advanced during idling to obtain good combustion, and the ignition timing of each cylinder is periodically delayed to reduce the proportion of inert gas. Since fluctuations are kept small, it is possible to stably achieve a lower idle speed than before.

上記実施例では気筒数nに対してn + 1個の点火周
期で点火時期を遅らせる遅角モードを供給したが、n 
−1あるいは2 n +1または2n−1のような周期
としても同様の効果が得られ、さらに他の点火回数毎に
遅角モードを供給する構成としてもよい。
In the above embodiment, a retard mode is provided in which the ignition timing is delayed by n + 1 ignition cycles for the number of cylinders n.
A similar effect can be obtained by setting the period to -1, 2 n +1, or 2n-1, and a configuration may also be adopted in which the retard mode is supplied every other number of ignitions.

以上述べたように本発明は、アイドル状態を検出した場
合、良好な燃焼を得る点火時期よりも遅角した点火時期
を周期的に各気筒に与えるようにしているので、不活性
ガスの割合を低下させ燃焼変動を小さく押えることがで
き、低いアイドル回転を安定して実現することができる
という優れた効果がある。
As described above, in the present invention, when an idling state is detected, ignition timing that is retarded than the ignition timing that achieves good combustion is periodically given to each cylinder, so the proportion of inert gas is reduced. This has the excellent effect of suppressing combustion fluctuations to a small level and stably achieving low idle speed.

【図面の簡単な説明】[Brief explanation of the drawing]

第1図は本発明の一実施例を示す全体構成図、第2図は
本発明の作動説明に供する特性図、第8図は第1図中の
マイクロコンピュータにおける演算処理手順を示す要部
フローチャートである。 l・−・AND回路、2・・・スロットルセンサ、8・
・・回転センサ、4・・・水温センサ、5・・・マイク
ロコンピュータ、8・・・点火装置。 代理人弁理士   岡 部   隆
FIG. 1 is an overall configuration diagram showing one embodiment of the present invention, FIG. 2 is a characteristic diagram for explaining the operation of the present invention, and FIG. 8 is a flowchart of main parts showing the arithmetic processing procedure in the microcomputer in FIG. 1. It is. l・-・AND circuit, 2・throttle sensor, 8・
... Rotation sensor, 4... Water temperature sensor, 5... Microcomputer, 8... Ignition device. Representative Patent Attorney Takashi Okabe

Claims (1)

【特許請求の範囲】[Claims] 火花点火式内燃機関がアイドル状態にあるか否かを判別
し、機関がアイドル状態にあるとき良好な燃焼が行われ
る点火時期にて点火を行うと共に、この点火時期よりも
所定量遅角した点火時期を各気筒に周期的に与えるよう
に点火時期を制御することを特徴とする内燃機関のアイ
ドル安定化方法。
A method that determines whether or not a spark ignition internal combustion engine is in an idling state, ignites at an ignition timing that allows good combustion when the engine is in an idling state, and ignites at a predetermined amount retarded than this ignition timing. A method for stabilizing the idle of an internal combustion engine, characterized by controlling ignition timing so as to periodically apply ignition timing to each cylinder.
JP12909781A 1981-08-17 1981-08-17 Idle run stabilizing method for internal combustion engine Pending JPS5830475A (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
JP12909781A JPS5830475A (en) 1981-08-17 1981-08-17 Idle run stabilizing method for internal combustion engine

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
JP12909781A JPS5830475A (en) 1981-08-17 1981-08-17 Idle run stabilizing method for internal combustion engine

Publications (1)

Publication Number Publication Date
JPS5830475A true JPS5830475A (en) 1983-02-22

Family

ID=15000996

Family Applications (1)

Application Number Title Priority Date Filing Date
JP12909781A Pending JPS5830475A (en) 1981-08-17 1981-08-17 Idle run stabilizing method for internal combustion engine

Country Status (1)

Country Link
JP (1) JPS5830475A (en)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR2456719A1 (en) * 1979-05-18 1980-12-12 Denki Kagaku Kogyo Kk PROCESS FOR THE PRODUCTION OF DICHLOROBUTENE BY CHLORINATION OF 1,3-BUTADIENE

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR2456719A1 (en) * 1979-05-18 1980-12-12 Denki Kagaku Kogyo Kk PROCESS FOR THE PRODUCTION OF DICHLOROBUTENE BY CHLORINATION OF 1,3-BUTADIENE

Similar Documents

Publication Publication Date Title
JPS6410663B2 (en)
US5927252A (en) Ignition timing control apparatus for internal combustion engine
JPH0517390B2 (en)
US4696272A (en) Ignition timing control method for internal combustion engines at idle
JPS5830475A (en) Idle run stabilizing method for internal combustion engine
JP2929619B2 (en) Ignition timing control device for internal combustion engine
JPS61169666A (en) Ignition timing control device in internal-combustion engine
JPH06137242A (en) Air-fuel ratio control device of engine
JP2007077842A (en) Control device for internal combustion engine
JPS5830476A (en) Idling stabilization method for internal combustion engine
JP2586101B2 (en) Control device for multi-cylinder internal combustion engine
JPH0353001Y2 (en)
JPS58107864A (en) Control method of knocking in internal-combustion engine
JPH0531244Y2 (en)
JPS6217369A (en) Ignition timing control method under idling of internal-combustion engine
JPH0536999Y2 (en)
JPH068298Y2 (en) Ignition timing control device for internal combustion engine
JPS6125930A (en) Control of fuel injection amount of internal-combustion engine
JPS63280860A (en) Ignition timing controller for internal combustion engine
JP2734056B2 (en) Ignition timing control device for internal combustion engine
JPS63246444A (en) Combustion control device for internal combustion engine
JPS6011652A (en) Engine fuel injection device
JPS6198970A (en) Ignition timing control method of internal-combustion engine
JPS63173826A (en) Fuel injection method for internal combustion engine
JPS6410662B2 (en)