JPS60162035A - Fuel octane value discrimination controller of internal- combustion engine - Google Patents

Abstract

PURPOSE:To obtain optimum power of an engine by detecting whether knocking occurs or not and automatically changing the engine operating parameter used for regular gasoline drive or premium gasoline drive on the basis of the result determined on octane number of applied gasoline. CONSTITUTION:There are provided both a knock discriminating part 2 which discriminates presence and absence of knocking from the output of the knock sensor 1 of an internal combustion engine, and an octane number discriminating part 3 which discriminates octane number from either knocking strength or knocking occurrence frequency exhibited from the output of said part 2, or from both. Receiving the output of the octane number discriminating part 3, an operating parameter changing part 5 changes the basic characteristic of the operating parameter of the internal combustion engine. When regular gasoline and premium gasoline are converted to each other, change of the characteristic suitable for demanded gasoline can be made automatically, hence obtaining constantly optimum engine power.

Description

DETAILED DESCRIPTION OF THE INVENTION [Technical Field of the Invention] The present invention relates to a device for determining the fuel octane number of an internal combustion engine and controlling all operating parameters of the engine.

It is well known that the octane number of gasoline has a strong correlation with knock resistance in internal combustion engines.

That is, gasoline #1 with a high octane number is less likely to cause knocking. Figure 1 shows the output shaft torque characteristics of the engine for various operating specifications when using commercially available regular gasoline and premium gasoline (which also has a higher octane number than regular gasoline). (a)
is the ignition timing, (b) 11 boost pressure, (C) is the compression ratio, (
d) It is a characteristic diagram for the value air-fuel ratio. In each figure, point A is the knock limit point when regular gasoline is used, and point 8 is the knock limit point when premium gasoline is used. Then, if the ignition timing is advanced beyond these knock limit points, the supercharging pressure is set to the high supercharging side, the compression ratio is set to the high compression side, or the air-fuel ratio is set to the lean side, knock occurs.

According to (a) to (d) in FIG. 1, when using premium gasoline, if each operating parameter is shifted to point iB, the output shaft torque of the engine can be improved compared to when using V-Gief gasoline.

From the above, such characteristics? When switching between regular gasoline and premium gasoline in an internal combustion engine, it is possible to increase the engine's output by changing the type of gasoline used so that each operating parameter of the engine is at its optimum value. .

[Conventional Technical Office]

By the way, in conventional internal combustion engines, each operating puff meter is set only for a specified gasoline, for example, V-gular gasoline, so when using premium gasoline, the engine's output direction cannot be expected as it is, and some In the process each operating parameter had to be reconfigured for premium gasoline.

[Summary of the invention]

This invention has been made in relation to the above points, and uses a knock sensor to detect the occurrence of knock. Depending on the state of occurrence of knock, the octane number of the gasoline in use is either a regular gasoline fly or a premium gasoline. Is there one? Is it possible to automatically switch the operating parameters of the engine to regular gasoline or premium gasoline based on the determination result? This is the purpose.

[Embodiments of the invention]

Figure 2 shows a first embodiment of this invention. In Figure 2, (1) is the knock of the n1 engine installed on the engine? This is a knock sensor that detects knocks. (2) is a knock discrimination section that determines whether or not a knock has occurred from the output signal of the knock sensor, and the bandpass filter c! lj, noise level/l/detector (2), and comparator 1 tL; b. Band pass fill c! The input of B is connected to the knock sensor (1), and the output is connected to one comparison input of the comparator 1 and the noise level detector (2). The output of the noise level detector 4 is connected to the other comparison input of the ratio voltage regulator I (c). (3) is calculated from the output of the knock discriminator (2), determines whether the octane number of gasoline is high or low, and determines whether or not it is necessary to change engine operating parameters. This is the octane number determination unit that determines the octane number, and is the integrator 01J.

Comparator (2), flip-flop (2), reset circuit (
(b) be configured accordingly. The input of the integrator Op is the comparator ■(
connected to the output of Also, is the integrator 6I) an integral value? A reset input sound is provided to reset to zero level, and the reset input is connected to an ignition signal output of an ignition timing controller (511), which will be described later. One comparison input of the comparator ■Q is connected to the output of the integrator 6υ, and the other input is connected to the expanded comparison voltage source (V
THl) continues to do so. Moreover, the reset input is connected to the output of the flip-flop (the set input is to the comparator 1) and the reset circuit -1.

Is (4) the result of the octane number determination section (3)? This is a display section for displaying information, and is connected to the output of the flip-flop Q. (5) is an operating parameter switching section which switches the operating parameters of the engine according to the determination result of the octane number determining section (3), and is composed of an operating parameter control section and a driving section. (511) is an ignition timing controller that outputs an ignition signal indicating p% ignition timing to the ignition device <512),
(61 generates the high voltage necessary for the engine's fire.) The ignition signal output from the fire timing controller (511) is also input to the reset input of the integrator cIυ. (5
21) is a boost pressure controller, and an actuator (522
) Q Activate, West Gade Pug (7)? Is the engine suction boost pressure controlled by opening/closing? Be variable.

Next, the operation of each part will be explained. Figure 8 shows the knock discrimination section (2
) shows @f\=' for each part. The knock sensor (1) is a generally well-known vibration acceleration sensor that is attached to the engine's cylinder block, etc., and converts the engine's mechanical vibration into an electrical signal, as shown in Figure 8 (a). Full output of vibration wave signal. The bandpass filter QO passes only the knock-specific frequency components from the output signal of the knock sensor (1), suppresses all noise components other than knock, and suppresses all noise components other than knock.
b) (As shown in (a), it outputs a signal with good S/N. The noise level detector (a) is, for example, a half-wave rectifier circuit,
It can be configured with an averaging circuit, an amplifier circuit, etc., and a bandpass filter c! The output signal of D (marked in Fig. 8 (b)) is converted to V DC voltage level by half-wave rectification and averaging, amplified with a predetermined amplification degree, and then converted to (b) in Fig. 8 (b). As shown, the output signal of the bandpass filter 12℃ (Figure 8 Q))
It outputs a full DC voltage that is higher than the noise component in (a) and higher than the knock component. The comparator I@ receives the output signal of the bandpass filter elH ((a) in Fig. 8(b)).
) and the noise level/L/output signal of the detector (a) (Fig. 8(b))), and if no knock occurs (
The output signal J+ of the bandpass filter Q0 is shown in FIG.
Is (a) in Figure 8(b) the output signal of the noise level detector ((b) in Figure 8(b))? On the other hand, if a knock occurs (8th diagram section), the output signal of the band pass filter ELD (8th M(b) (a)) is the output signal of the noise level detector 4. (Figure 8 (
In order to overcome the trunk of b)), a pulse train is generated as shown in Figure 8(C). Output. Therefore, the occurrence of knock can be determined by the presence or absence of the output of the pulse train (FIG. 8(C)) from the output of the comparator.

Figure 4 shows the operation of each part of the octane number determination section (3)? show.

Figure 4) shows the pulse train output by the comparison device IEnO. As shown in Figure 8 (b) and (C), when a strong knock occurs, the number of busses in the pulse train of the comparator I corresponding to the knock is large, and when a weak knock occurs, becomes less. Therefore, the voltage corresponding to the occurrence of one knock in the pulse train (Fig. 4 (C)) output from the comparator
The number of responses indicates the strength of the knock. Integrator e is comparator I
Pulse train output by @? Integrate and output the integrated voltage as shown in Figure 4 ((1). This integrated voltage is largely reset by the ignition signal output from the ignition timing signal device (511). Therefore, the integration The peak value of the integrated voltage output from the integrator 0υ is a value corresponding to the knock intensity.
□) When the output voltage of the integrator υ exceeds VTR,'i, a high level signal is output as shown in FIG. 4(e). That is, when the intensity of the knock that occurs is stronger than a predetermined level, the comparator section 1 outputs a full high level signal. 7
The flip-flop Q is set when the output of the comparator is at a high level (the output of the flip-flop Q becomes a high level)
It is reset when the output of the U set circuit 341 is high (V). The reset circuit outputs a high-level bus when the engine is started, for example. Figure 4(f) shows the output pulse r of the reset circuit (b).

In addition, the operation of the output of the flip-flop is shown in Figure 4 (
g).

First, when the engine starts, the flip-flop (to) is reset by the reset circuit and the lf''L% output becomes a low level.In other words, the operating parameters are changed to the non-lambda mode (premium gasoline mode). , when the output of the comparator ■□ outputs a 1/c high level as shown in Fig. 4(e), the output of the flip-flop (to) switches to a high level.
(regular gasoline mode). The regular gasoline mode will be maintained until the engine stops.In addition, if the output of the comparator does not reach a high level after the engine starts, the The output of the flip-flop (to the flip-flop) is t-i in the low Bei IV (premium gasoline mode).

In this way, the octane number determination section (3) determines the octane number 2 based on the knock intensity of the engine, and determines whether or not it is necessary to switch the M rotation parameter based on the predetermined knock strength level determination (octane number determination). to decide.

Then, the operating parameter switching section (51) switches the operating parameters of the engine according to the judgment result of the octane number judgment section (3). The ignition timing is determined based on the ignition timing characteristics of the nfC standard set by NFC, and the full ignition signal is output.This standard ignition timing characteristic is determined by the operating characteristics of the distributor's centrifugal pannier or pressure diaphragm, or the electronic advance. In the angle control device, this standard ignition timing characteristic is stored in the memory.Then, this standard ignition timing characteristic is determined by the output of the octane number determination section (3) (output of the flip-flop trowel). When in use, it will automatically switch to the retarded position.The switching method can be carried out by relieving the pressure diaphragm with an operating pressure gauge, etc., or by pressurizing it with another pressure source. As a practical method, there is a method of retarding the standard ignition timing signal, or in the case of an electronic advance control system, storing two standard ignition timing characteristics in a memory and turning them off.
There is a way to change it. These methods of electrically controlling the ignition timing are well-known techniques, and will not be explained here.
Omitted.

Also, the boost pressure controller (521) is connected to the intake manifold μ of the engine.
It detects the F pressure, constantly monitors whether the suction manifold pressure is below the set value, and if it is above the set value, the actuator (522) is driven to prevent the suction manifold pressure from rising above the set value, and the wastegate is activated. Pulp f7) is controlled to open and close to check the supercharging pressure? Control to set position. For example, a servo motor is used for this actuator (522), and the waste gate pulp (7) is controlled to open and close in the υ position by a rod or wire.

Also, is the diaphragm using the suction manifold pressure? The actuator (522) is operated and controlled by driving the rod of the sea urchin gate pulp (7).
), it is also possible to provide a relief pulse in the suction manifold pressure transmission path to control the pressure sound of the diacra charging operation. Then, the J boost pressure controller (521) determines the set value of the suction manifold pressure based on the output of the octane rating foot (3). In the case of premium gasoline, switch to the high supercharging side, and in the case of regular gasoline, switch to the low supercharging side. The method of controlling and switching the boost pressure is also a well-known technique, and detailed explanation thereof will be omitted.

In addition, the display part (4) is Octane 1 + Il + Format foot part (3)
Based on the output (output of flip-flop a), the determination result (result of determination as to whether the gasoline being used is premium gasoline or regular gasoline) is displayed to the person connected to the engine using an identification lamp or the like.

As described above, in the above embodiment, the octane number of the fuel used is determined based on the strength of the knock generated by the engine, and the engine's 1i! ! rotation parameter? It's something you can really appreciate.

Next, a block diagram of a 20th embodiment, which is a modified example of the octane foot part (3), is shown in FIG. 5, and will be explained. In Figure 5, (to) is a pulse generator, (to) is a counter, (b) is a timer, and father is a flip-flop.
is a reset circuit, and the flip-flop Q and the reset circuit (to) are the same as the second factor and operate in the same way. The input of the pulse generator can is connected to the output of comparator I(2), and the output is connected to the counting input of the counter. Also, the timer (b) is connected to the reset input of the counter (counter). The output of the counter (to) is output from the flip-flop (2
) is connected to the set input of Other than this, the configuration is the same as that shown in FIG.

The entire operation of the second embodiment is shown in FIG. The pulse generator (2) generates the path μ string (Fig. 6 (C)) output from the comparator I
), as shown in Figure 6 (h), the pulse ? Output. In other words, the pulse generator outputs one pulse per knock for one ignition. The output power p of the pulse generator (to) is counted by the counter (to), and the count contents are shown in Fig. 6 (i).
As shown in Figure (j), pulses are output at predetermined time intervals, and the count of the counter (up to) is reset to zero by the buffless operation. Further, the output of the counter (to) reaches a high level when the sum &score of the counter (to) exceeds a predetermined value (count value 8 in FIG. 6) as shown in the sixth factor (k). Then, the output of the flip-flop Q (to the counter) is at a high level.
When the output mode is met, the engine switches to the regular gasoline mode.

In this way, the above-mentioned OFF 5 price determination section (3) outputs a high-level signal when a predetermined number of knocks occur within a predetermined time. Output. Is this how often knocks occur? The calculation is performed using the above method, and as a result, a judgment 7 is made as to whether or not it is necessary to switch the operating parameters of the engine.

Above 1. In the second embodiment, basic operating parameters are determined by knock detection. Cut! However, does knocking occur due to knock detection? The engine's operating parameters are controlled in real time to control the basic operating parameters by determining the octane number. You can also switch. This first embodiment will be described below as an eighth embodiment.

The seventh factor shows the configuration diagram of the Glock according to the 80th embodiment of the present invention. In Figure 7, is the same sign as the second cause the same part? show.

The difference from Figure 2 is that Shu has a retarded #voltage generator,
) is for comparators. The input of the retard side (A41 voltage generator (B)) is connected to the output of the comparator I (C), and the output is connected to one comparison input of the comparator II and the ignition timing controller (511
) is connected to the retard control input VC. The retard control voltage generator also has a reset input, which is connected to the output of the flip-flop. Comparator ■ (2)
compares the output voltage of the retard control voltage generator (to) with a predetermined voltage level μ(VTR,), and outputs the comparison result to the constant flip-flop reset input.

Next, the third fire example v#J will be explained. Knock sensor (1, knock discrimination part (2), display part (4), operation/
<For the meter control ff41 section (5), see No. 11/)
This is similar to the example. Therefore, octane number determination section (3)
I will only explain. FIG. 8 shows the operation of the octane number determining section (3).

For example, the retard control voltage generator @ is composed of an integrating circuit n6,
ratio? ! When a pulse train like that shown in Fig. 8(C) is output from the second device 1@, the pulse train ? Integrate and output as shown in Figure 8 (1); raise. In addition, when the pulse train is not output from the comparator (on), the output of the retard control voltage generator (off) gradually decreases at a predetermined speed.In other words, the ignition timing is retarded to the knock limit point. Retard the angle!!l
El ゛ Occurs during quasi-pressure r rear/v time.

The ignition timing controller (511) inputs the retard control voltage and retards the ignition timing fd! By doing I□□□, the knock generation tube is suppressed.

On the other hand, when the retard control voltage output from the retard control voltage generator (b) exceeds a predetermined voltage (VTH,
Then, as shown in Figure 8, 1+ season, the output will change to a high level. In other words, the retard control voltage (Fig. 8 (1)) is obtained by integrating the pulse train output from the comparator QJ over time), so as explained in the first embodiment, the knock intensity And how often? Since it is a synthesized knock, the comparator ① determines the octane number of gasoline based on the knock intensity and frequency of occurrence. And is the flip-flop prisoner a high-level output of comparator skill? receive! Figure 8 (nJ) reverses to the crystal level and maintains the high level /L'i until the engine floats.Furthermore, the output of flip-flop 4=1 gives the level /L/(premier). When the voltage is reversed from the high level (regular gasoline mode) to the high level (regular gasoline mode), the output voltage of the retard control voltage generator is reset to zero level as shown in FIG. 8 (1).If When the flip-flop) is reversed to the retard side, the output of the voltage generator ■? Part-i: If this happens, the ignition timing of the engine will be excessively retarded due to the switching of the reference ignition timing to the retarded side and the retardation control, resulting in poor engine drivability. Therefore, as mentioned above, when the output of the octane number determination section +3) is switched to premium gasoline mode, the output of the retard control voltage generator (2) is ? Reset.

In this way, according to the eighth embodiment, it is possible to determine the octane value of the gasoline used based on the strength and frequency of knocking. This system determines the engine's operating parameters, changes the engine operating parameters, and completely suppresses the occurrence of knocking in real time.

In the eighth embodiment, the ignition timing is determined by the output of the retard control voltage generator (b). Although controlled in real time, other operating parameters may also be controlled in real time.

Furthermore, although the ignition timing and supercharging pressure were taken as examples of the engine operating parameters in the above fI3 emergency embodiment, the compression ratio or the air-fuel ratio may also be completely controlled. Regarding compression ratio control, a second piston is installed in the cylinder head to vary the combustion chamber volume during compression. (V can be implemented by installing a cylinder head and driving it up and down, or by installing a rotary valve or the like on the cylinder head and driving it rotationally.) The driving source is the same as in the case of supercharging pressure reduction. Regarding air-fuel ratio control, in the case of fuel injection type, what is the operating time of the injector? Is this possible by switching, and in the case of a carburetor type, is it possible to install a pulp in the fuel supply path and limit the duty of puff leg operation, or is there another bypass route? Establishment and opening/closing of that bypass route? This is possible by switching.

Also, in the above embodiment, does the reset circuit (to) generate a pulse when the engine starts? How to occur? However, by detecting the opening and closing of the gas tank filler lid during gasoline refueling, or by detecting the change in the gasoline residual gauge, is it possible to determine whether gasoline has been newly injected? Detected and reset pulse? It may also be output. Further, in this case, a backup electric current may be added so that the output mode of the flip-flop (to) is memorized and retained even when the engine is stopped.

〔Effect of the invention〕

As explained above, what is the difference between regular gasoline and premium gasoline according to the present invention? When using conversion, the octane number of the gasoline used is determined by detecting the presence or absence of knock with a knock sensor, and the engine operating parameters are determined based on the determination results. It is possible to automatically switch between regular gasoline and premium gasoline, saving you the trouble of resetting operating parameters.
Also, because you forgot to reset this, the optimum engine output could not be obtained.
You can avoid the situation where it disappears.

[Brief explanation of drawings]

Fig. 1 is an output shaft torque characteristic diagram of the engine, Fig. 2 is a diagram showing the first embodiment of the present invention, a Glock configuration diagram, Fig. 3 is an explanatory diagram of the operation of the knock discrimination section (2), and Fig. 4 is An explanatory diagram of the operation of the octane number determination section (3), FIG. 5 is the octane number determination section 5 (3)
A variation of? FIG. 6 is an explanatory diagram of the operation of the second embodiment, FIG. 7 is a block diagram showing the eighth embodiment of the present invention, and FIG. FIG. 12 is an explanatory diagram of the operation of the octane number determination section (3) of the eighth embodiment. (1) is a knock sensor, (2) is a knock discrimination unit, (3)
is an octane number determination section, (4) is an indicator section, (5) is an operating parameter control section, (6) is an ignition coil, and (7) is a waste gate pulp. Agent Masuo Oiwa Figure 1 Figure 2 Figure 3 Figure 4 Figure 5 Figure L --1 Figure 6 Figure 7 Figure 8 (7'l) ' Procedure corrector (voluntary) 1. Display of case Special Application No. 59-18588 2, Title of the invention: Fuel octane number determination control device for an internal combustion engine 3, person making the amendment 4, agent 5, column for detailed description of the invention in the specification to be amended, and drawings. Contents of the amendment (1) "By the signal" in line 6 on page 8 of the specification is amended to "by the signal." (2) ``Gapana'' on page 10, line 6 of the same book is corrected to ``gabana.'' 3. (3) ``leaf'' on page 10, line 14 of the same book is corrected to ``lee.'' (4) "Lube (7) rod" in page 11, line 11 of the same book is corrected to read "rube (7) is rod." (5) Figure 7 of the drawings shall be amended as shown in the attached sheet. Attached documents catalog correction drawing (Figure 7) 1 or more copies

Claims (2)

[Claims] (1) A knock sensor that detects knock of an internal combustion engine, a knock determination means that determines whether knock has occurred based on the output of this knock sensor, an octane number determination means that determines the octane number of fuel from the output of this knock determination means, and this octane number A fuel octane number determination control device for an internal combustion engine, comprising operating parameter switching means for switching all basic characteristics of operating parameters of an internal combustion engine based on the output of the determining means. (2) The fuel octane number determination control for an internal combustion engine according to claim 1, wherein the octane number determination means determines the octane number from one or both of knock intensity, knock occurrence frequency, and oxygen. Device.