JPS60243367A - Ignition timing control device for compound suction type engine - Google Patents

Abstract

PURPOSE:To increase the degree of freedom of ignition advance setting by a method wherein ignition advance information, different in first operation area in which only a primary suction valve is being operated and in the second operation area in which both of the primary and secondary suction valves are being operated, is utilized to control the ignition timing. CONSTITUTION:The compound suction type engine is provided with a primary suction system 1A equipped with the primary suction valve 18 being operated overall the whole operation area and the secondary suction system 1B equipped with the secondary suction valve 19 provided with a valve operation stopping mechanism being operated in one part of the operation area. In this case, the device is equipped with an ignition device ID including a power transistor 30 and an ignition coil 32, controlled by a controller 29. The controller 12 is equipped with first and second setting means M1, M2, setting control valve operating information for the first operation area in which only the primary suction valve 18 is being operated and the second operation area in which both of the suction valves 18, 19 are being operated and is constituted so as to select the setting means M1, M2 in accordance with the operating condition of the engine.

Description

Detailed Description of the Invention [Industrial Field of Application] The present invention relates to a primary intake system having a primary intake valve that operates over the entire operating range, and to Combined intake type engine (hereinafter referred to as rcIs engine) having a secondary intake system with a secondary intake valve with a valve operation stop mechanism that operates in some operating ranges such as In particular, the present invention relates to a device for controlling ignition timing in this CIS engine.

[Conventional technology]

Conventionally, the primary intake system (hereinafter referred to as LP valve) supplies intake air (air or air-fuel mixture) into the cylinder by operating the primary intake valve (hereinafter referred to as LP valve as necessary) over the entire operating range of the engine. When the engine load reaches a higher load operating range than a predetermined engine load condition (for example, a load condition of around 45 degrees with the throttle valve opening), a known valve operation stop mechanism (for example, the ``P intake system'' 58-47131)) operates a secondary intake valve (hereinafter referred to as the "S valve" as necessary) to supply intake air into the cylinder (hereinafter referred to as the "S intake system"). A composite intake type ennon has been proposed.

Further, as such a CIS engine non-ignition timing control means, a vacuum advance device that utilizes negative pressure in an intake passage has been proposed.

[Problem 7α to be Solved by the Invention] However, such a conventional ignition timing control device for a composite intake type ennon has the following problems.

In other words, when the first operating range (hereinafter referred to as "P range-1" as necessary) in which only the P valve operates is expanded not only to the partial load range but also to the full load range at low speeds, such vacuum Advance angle devices cannot handle this problem.

Therefore, is it possible to install an electronic advance device that calculates the ignition timing by receiving signals from the CIS engine and various sensors, and controls the opening and closing of the trannostar of the ignition system to perform ignition operation? In the means, ゛ is, for example, P
There is a problem in that appropriate ignition timing control cannot be performed during the transition period of switching between this region and a second operating region (hereinafter referred to as "P+S region" as necessary) in which both the P valve and the S valve operate.

The present invention aims to solve such problems, and in a CIS engine having an electronic advance angle device, it is possible to properly control both the P region, the P+S region, and the transition period between these regions. An object of the present invention is to provide an ignition timing control device for a compound intake type engine, which can perform ignition timing control.

[Means for solving problems]

Therefore, the ignition timing control device for a composite intake type ennon of the present invention has a primary intake system with a primary intake valve that operates over the entire operating range, and a valve operation stop mechanism that operates in a part of the operating range. A composite intake type ennon having a secondary intake system with a secondary intake valve is equipped with an ignition device whose ignition operation is controlled in response to an electric control signal, and is designed to control the operating state of the ignition device. , a detection means for detecting an engine operating state, a first setting means for setting ignition advance information for a first operation range in which only the primary intake valve operates, and the primary intake valve and the secondary intake valve. a second setting means for setting ignition advance information for the @2 operating range in which the valves operate together; and a second setting means for setting ignition advance information for the @2 operating range in which the valves operate together; The present invention is characterized in that a control means for outputting an electrical control signal having information to the ignition device is provided.

[For production]

With this configuration, in the first operating range (P range), ignition timing control suitable for this is performed, while in the second operating range (P+S range), ignition timing control suitable for this (
The ignition timing is controlled to be more advanced than the ignition timing in the P region, and moreover, appropriate ignition timing control is possible even during transition between the P region and the P+S region.

〔Example〕

Hereinafter, an ignition timing control device for a compound intake type engine as an embodiment of the present invention will be explained with reference to the drawings.
Figure 2 is a partially cutaway schematic diagram to explain the valve operation stop mechanism, Figure 3 is a partial plan view of the lock plate in the valve operation stop mechanism, and Figure 4 is a partial plan view of the lock plate in the valve operation stop mechanism. is a graph for explaining the effect, and FIGS. 5 to 8 are flowcharts for explaining the effect, respectively.

Now, this device is installed in an in-line four-cylinder CIS engine that is equipped with a primary intake system and a secondary intake system.As shown in Figure 1, this engine E has a primary intake system and a secondary intake system. The IA is equipped with a primary intake valve (P valve) that operates over the entire engine speed range, and the secondary intake system IB stops operating in the low engine speed range and starts operating in the high engine speed range. It is equipped with a secondary intake valve (S valve).

Here, the first operating region (P region) in which only the P valve 18 operates
An example of the second operating range (P+S range) in which the P valve 18 and the S valve 19 operate together is shown in FIG. 4 by symbols p and p+s, respectively.

In addition, the symbol WOT in Fig. 4 is the throttle fully open line,
WCT indicates the throttle fully closed line.

Further, the P area and the P+S area actually partially overlap in order to prevent haunching due to switching.

Furthermore, in a special case, when the temperature of the engine cooling water is below a certain value, the S valve 19 starts operating when the engine speed of Ennon E exceeds a certain value, causing P+
After entering the S region, even if the engine speed drops and the S valve 19 should stop operating, the S
The operation of the valve 19 is not stopped, that is, the P+S region is expanded to the entire operating range.

In the engine valve train system of this embodiment, the P valve 18°S
The valve 19 and the exhaust valve 15 are each driven to open and close by a cam via a rocker arm, or as shown in FIG. Mechanism M
' is provided. That is, a cylinder 112 is attached to the rocker arm 101, and a bottomed cylindrical plunger 113 is slidably fitted into the cylinder 112. The planter 113 is pressed downward in FIG.
It is in contact with the 9th end.

In addition, the cylindrical wall of the cylinder 112 has two long holes 112a or 1' opposite to each other, located directly above the upper end of the plantar 113 when the plantar 113 is at the lowest position relative to the cylinder 112 (the position shown in the figure). It is set up as
A locking plate 106 constituting the locking mechanism EN is inserted into these long holes 112a.

A two-pronged fork part is formed at the tip of f1+6 (I), and as shown in Figure 3, the part near the tip of this two-pronged fork part is a plunger. Narrow gap 1 (16
a, and the part near the base end is slightly wider than the outer diameter of the plunger 113.
).

Further, the rocker arm 102 has a Schilling I C+ 4
A hydraulic type comprising a piston 105 that slides inside the cylinder 104, and a return spring 107 that is interposed between the piston 105 and the spring receiver 108 and presses the piston 105 to the right in FIG. actuator 10
3 is provided.

Then, the piston 105 and the mouth, Kublai-1-] (11
G is connected, and this connecting portion 133 is as follows.

That is, the piston 10 is located at the outer end of the piston 1()5.
A cylindrical connecting member having a rectangular cross section perpendicular to the sliding direction of 5 is fixed, and a lock brake) 1 (116
A hook-shaped portion having a substantially C-shape is provided on the piston 105 side of the piston 105 so as to surround the two connecting members with a gap along the sliding direction of the piston 105. 106 and piston 105 are connected with a gap therebetween.

Furthermore, the rocker shaft 124 is provided with a timing cam 1.
25 is provided, and this timing cam 125 is
When the rocker arm 102 swings at or near the maximum (the cam lift is at or near the maximum), the timing cam 7 roller 7126, which has a substantially cylindrical shape, is configured to largely slide outward in the radial direction of the rocker shaft 7N24. has been done.

Further, the timing plate 109 is connected to the rocker arm 10.
The groove 10 provided above the outside of the cylinder 104 is pivoted to the shaft accommodated in the main body of the cylinder 104 so as to allow the same 1 g.
The piston 105 is configured to be able to slide inside the piston 105 and engage with the notch 1 (lSa) provided at the left end in the figure and above the middle part of the piston 105.

Further, the timing plate 1 ('l9) is biased by a spring in the piston engaging direction, and when the timing plate 1 (9) is pushed upward in FIG. 2 by the timing force l, 125, the timing cam 7 The oil chamber 10 of the cylinder 104 in the actuator 103 is rotated by the roller 7126 and disengaged from the piston 105. The oil passage 122 is constantly connected to the oil passage 123 in the port 7 ) 124 .

Then, the oil control valve (
Oil passage 127 interposed with 128 (hereinafter referred to as "OC■")
Engine oil (lubricating oil) can be supplied from an oil pump 129 through.

2) When the 0CV12δ receives an ON signal from the controller 12 and becomes excited, the oil pump 129 side opens to enable supply of ennon oil, or conversely, the signal to the 0CV128 When switched to the OFF signal, the OCV] 28 opens the reservoir side, and the oil passage 123 is configured to reach the reservoir pressure.

The above-mentioned valve operation stop mechanism has a known structure, for example, as shown in Japanese Patent Laid-Open No. 58-47131.

Since the lock plate 106 and the actuator 103 that drives it are configured as described above, the OC
When V 128 is turned on and pressure oil is supplied to the actuator 103, the lock plate 106 is activated at the required timing.
is projected, and the wide gap opening 106b of the lock play 106 is located above the planar shaft 13, so that the blunt gear 113 slides within the sill 112 as the rocker arm 102 swings, and the valve is stopped. All we can do is make it happen.

Also, if (1) (c) 128 is turned off and the oil is drained from actuator 1 () 3, return spring 107
The lock plate 106 is retracted at the required timing by the action of lock play) 1 (11
6] 06a is located above the blunt gear 113, thereby causing the plunger 113 to lock play) 1
(It is possible to achieve the valve operating state by locking the valve at l6.

Note that the reference numeral 121 in FIG. 2 indicates the valve spring 120.
It shows the pone receiver for.

By the way, a detection means DH is provided for detecting the engine operating state.

That is, as shown in FIG. 1, the throttle sensor 2 detects the opening degree (throttle opening degree) θ of the throttle valve 11.
0 is provided, and a potentiometer or the like that generates a voltage proportional to the throttle opening is used as the throttle sensor 2 ( ).

Furthermore, a water temperature sensor 21 is provided to detect the cooling water temperature as a warm-up temperature of the engine E, and the number N of engine rotations is detected using ignition pulse information obtained from the primary negative terminal of the ignition coil 32, for example. A rotation speed sensor 17 is also provided.

Furthermore, a vehicle speed sensor 24 is provided which detects the vehicle speed using a pulse signal having a frequency proportional to the vehicle speed, and a known reed switch is used as the vehicle speed sensor 24.

Further, a cranking switch 26 is provided as a cranking sensor that detects the non-cranking state, and this cranking switch 26 is turned on (closed) when the starter motor is turned on, and turned off (open) otherwise. )
This is the switch.

Further, an idle switch 25 is provided, and this idle switch 25 is turned on (closed) when the throttle valve 11 is at the fully closed stop position (during engine idling operation state), and turned off (open) at other times. It's a switch.

Further, an air 70-sensor 16 is provided, and this air 70-sensor 16 detects the number of Karman vortices generated by the columnar body disposed in the intake passage 1 by ultrasonic modulation means, The amount of intake air in the intake passage 1 is detected by detecting changes in the value, and the digital output from the air flow sensor 16 is input to the controller 29. Note that the digital output from the air flow sensor 16 is applied to, for example, a 1/2 frequency divider within the controller 29, and then subjected to various processing.

In addition, it is generally said that the air 70-sensor 16 malfunctions due to intake pulsation etc. when the engine E is at low speed and under high load. By appropriately adjusting the dimensions, etc., the intake pulsation as described above almost no longer occurs, so it is considered that the measurement reliability or accuracy by the air flow sensor 16 is sufficiently high.

Furthermore, in addition to the above-mentioned sensors and switches, an intake air temperature sensor 13. Atmospheric pressure sensor 14 for detecting the atmosphere W. 02 sensor 22 that detects the oxygen concentration in exhaust gas,
Knock sensor 23 for detecting the non-knock state; Crank angle sensor 27 for detecting the crank angle by photoelectric conversion means with a distributor 33. Reference opening degree of the throttle valve 11 (this opening degree is, for example, engine speed 60)
It is set as a small opening corresponding to around 0 rpm. ) is provided with a motor position switch 28 as a position sensor for detecting the position (reference position) of the rod with the actuator 12 corresponding to the position.
The signals from these sensors and switches are sent to controller 2.
9.

The motor position switch 28 is provided behind the rear end surface of the rod for driving the throttle valve 11 during idle, and is turned on (closed) when the rod is in the most retracted state, and turned off otherwise. (open).

In addition, the intake air temperature sensor 13. Atmospheric pressure sensor 14. Water temperature sensor 21. Throttle sensor 20,02 sensor 22. Since the detection signal of the knock sensor 23 and the like is an analog signal, it is inputted to the controller 29 via an A/D converter.

Note that the atmospheric pressure sensor 14 may be incorporated into the controller 29.

The controller 29 is an appropriate input/output interface.

In addition to the CPU, the controller 29 includes memory such as RAM and ROM (including maps), and the controller 29 receives signals from the above-mentioned sensors, etc., detects the engine operating state, and operates the S valve 19. It has the function of S valve control means CMI that outputs a control signal for controlling the stop to the valve operation stop mechanism M'flOCV128.

The processing flow for such OCv control is shown in FIG.

In the flow shown in FIG. 5, calculation processing is performed every time a recca interrupt signal is input, but first, in step a1,
The operating state is read, and in the next step a2, it is determined whether or not it is in the P region, that is, whether or not the operation of the S valve 19 should be stopped.

If YES, issue a control signal to turn on the OCV 128 to turn on the OCV 128 (step a3); if NO, issue a control signal to turn the OCV 128 off; 0CV128 is turned off (step a4).

When 0CVj28 is turned on, S valve 19 is turned on as described above.
becomes a stopped state (becomes a P region) and when the OCV 128 is turned off, the S valve 19 becomes an actuated state (becomes a p+s region).

Next, the operation of this valve operation stop mechanism M will be described in more detail.

First, in FIG. 2, no pressure oil is supplied to the actuator 103, and the piston 105 is located on the right side due to the pressing force of the return spring 107. This indicates that the plunger 113 has stopped sliding and the S valve 9 is ready for operation. In this state, the timing plate 109 and the left end portion of the piston 105 can be engaged with each other.

From this state, the 0CV12B is turned on based on the signal from the controller 29 according to the operating state of the engine, and the pressure is increased to When oil is supplied, the piston 105 is pushed to the left by this pressure oil, but during the period when cam lift is not occurring, the timing plate 109 is engaged with the left end of the piston 105, so the piston 105 is Do not slide to the left.

Next, when the cam lift occurs and reaches the maximum value or near it, the rocker arm 102 swings and the timing cam 7 roller 7126 follows the timing cam 125 and is pushed up, so the timing play)' 109 rotates. As a result, the engagement with the piston 105 is disengaged, and the piston 105 slides to the left due to hydraulic pressure.

However, in this state, the rocker arm 102 swings and operates the S valve 19 before the engagement is disengaged, so the lock plate 106 connects the valve spring 120 to the opening between the upper end of the plunger 113 and the upper surface of the elongated hole 112a. The piston 105 does not slide because it is clamped by the load of the lock plate 106, but the piston 105 slides by the size of the gap provided in the connection part 133 with the lock plate 106, and the piston 105 is removed (imming play).
1 (19 is the position where it does not engage.

Then, when the cam lift described in "-" is completed, the blunt gear 113 is moved to the cylinder 11 by the pressing force of the spring 114.
2, the lock plate 106 is slid outward and its upper end becomes below the elongated hole 112a, so that the lock plate 106 becomes slidable, and as the piston 105 moves leftward due to the hydraulic pressure, the lock plate 106 moves inside the elongated hole 112a. Further, the engagement with the upper end of the blunt gloss 113 is released, and the blunt gloss 113 becomes in a slidable state. As a result, the next time a cam lift occurs and the rocker arm 102 is swung,
Since the plunger 113 slides, the operation of the S valve 9 is stopped.

In addition, in this state, when the cam lift is not activated, the timing plate 109 is in the notch 1 of the piston 105.
t', l 5 a.

Next, in order to operate the S valve 19 from such a valve stopped state according to the operating state of the ENON, the 0Cv 128 is turned off based on signals from the two controllers, and the oil passages 111, 122, When the oil in the actuator 103 is drained through 1.23, 12''7, the return spring 1
07, the piston 105 is pushed to the right, but since the timing play 09 is engaged with the notch 105a of the piston 1 ( ) 5 during the period when no cam lift occurs, the piston 105 slides to the right. It doesn't move. When cam lift occurs and reaches the maximum value or near it,
timing play) 1 (Since the engagement between 19 and the notch 105a of the piston 105 is disengaged, the piston 105
is moved to the right by the pressing force of the return spring 107. However, in this state, as described above, the cam lift occurs and the rocker arm 102 is swung, and the plunger 113 is slid inward of the sill 112.
The lock plate 106 abuts against the cylindrical wall surface of the plunger 113 and does not slide. Therefore piston 105
slides by the size of the gap provided in the connecting portion 133 with the lock plate 106, and the notch 105 of the piston 105
This is the position where a and the timing plate 109 do not engage with each other.

Then, when the above cam lift is completed, the blunt gloss 11
3 becomes 112 shillings due to the pressing force of the spring 114.
Since the lock plate 106 is slid outwardly downward and its upper end is below the elongated hole 112a, the lock plate 106 becomes slidable, and as the piston 105 is moved rightward by the return spring 107, it is removed from the elongated hole 112a. I was taken out of the department,
The narrow gap 1 (16a) of the lock plate 106 and the upper end surface of the plunger 113 engage with each other, so that the plunger 1
13 is prevented from sliding. Thereafter, the left end of the piston 105 and the timing plate 109 engage with each other.

As a result, a cam lift occurs and the rocker arm 102
When the S-valve 19 swings, the S-valve 19 is activated because the plunger 113 is prevented from sliding.

By the way, as shown in FIG. 1, an ignition fill 32 is provided, and this ignition coil 32
The primary side current is switched on and off by a power transistor 30 as a switching transistor. In other words, this device is equipped with an ignition device ID whose ignition operation is controlled in response to an electrical control signal.

In addition, this CIS ennon non intake passage 1 and exhaust passage 2
An exhaust gas recirculation passage (EGR passage) is interposed between the exhaust gas recirculation passage (EGR passage), and a control valve (EG, R valve) for controlling the amount of exhaust gas recirculation (EGR amount) is installed in this EGR passage. ing.

This EGR valve is configured as a pressure-responsive EGR valve that is driven to open and close by a single diaphragm type pressure-response device 5.

Note that the operating range in which exhaust gas is recirculated (EGR is applied) is the operating range indicated by the symbol EGR in FIG.
This operating range EGR is in the P region and P region as shown in Fig. 4.
+S area).

In addition, kGR is not applied in operating ranges other than the operating range E G'R (including the throttle valve fully closed cut operating range), and when the water temperature is lower than the above predetermined temperature, E is applied throughout the entire operating range.
GR is an enemy.

Further, the controller 29 stores a first memo 'J-Ml as a first setting means for setting ignition advance information (retard amount) for the P region, and ignition advance information (retard amount) for the P+S operating range.
a second memory M2 as a second setting means for setting the ignition advance angle (retard amount); and ignition advance information (retard amount) from the first memory M1 or second memory M2 in response to signals from the above-mentioned sensors and switches. Ignition timing control means CM outputs a control signal having the power transistor 30 of the ignition device ID.
It has the function of 2.

The processing flow for such ignition timing control is shown in FIG.

The flow shown in FIG. 6 also performs arithmetic processing every time an ignition interrupt signal is input, but first, in step b1,
The operating state is read, and in the next step b2, it is determined whether it is in the P region (whether or not the S valve 19 has been instructed to stop).

The reason why it is determined whether it is the P region or the P+S region is because the ignition advance angle is different between the P region and the P+S region, and based on this determination, the next step 1]3゜b
4, ignition advance angle information suitable for each region can be selected.

That is, if YES (if it is P area), in step b3, the map (P map) of the first memory M1 is
The retard amount R is read out based on (θ, N), but if it is NO9, that is, the P+S region, ゛, step)+4
Then, from the map (P+S map) of the second memory M2 (
θ, N), the retard amount R is read out.

In addition, the ignition advance angle in the P map is set for standard specifications,
The ignition advance angle in the P+S map is set to be more advanced than that in the P map.

The reason why the ignition advance angle is changed between the P region and the P+S region is that in the P region, the internal EGR due to valve overlap
This is because in the P+S region, the effect of different combustion conditions due to swirl caused by flow velocity and valve arrangement is greater, and the influencing factors are different in the P and P+S regions. It is from.

Next, in step b5, the retard amount R is corrected based on other operating conditions, and in the next step b6, the power transistor 30 is operated at a timing corresponding to the retard amount R.

In other words, the two controllers are the crank angle sensor 2
7. Throttle sensor 20. Input the signal from the rotation speed sensor 17, etc., and perform the following calculation to determine the P area or P+.
An electronic advance device is configured that calculates an ignition signal suitable for the S region and controls the power transistor 30 on and off to perform an ignition operation.

That is, (θ.

Retard amount R corresponding to N) (also optimal ignition timing information)
is stored in advance, and each time a reference position signal is given, the retard amount R corresponding to the engine speed N and throttle opening θ at that time is read out from each map for the P area or the +S area. An ignition signal is sent when the value matches the integrated value of the angle signal since the reference position signal was generated.

This ignition signal operates the power transistor 30, and a high voltage is generated in the ignition fill 32, causing ignition.

In addition, this engine E is equipped with a turbocharger: 3, and this turbocharger 3 is equipped with the engine E.
The compressor 5 is installed in the intake passage 1 of the Ennon E and is rotationally driven by the turbine 4.

A bypass passage that bypasses a portion of the exhaust passage 2 where the turbine is disposed is connected to the exhaust passage 2, and a waste gate valve 6 is provided to open and close this bypass passage.

This wastegate valve 6 is configured to be opened and closed by a two-diaphragm pressure-responsive device 7, or is pressure-responsive by an electromagnetic switching valve 34 (this valve 34 has a return spring (not shown) for the valve body). By selectively supplying atmospheric pressure and supercharging pressure to one pressure chamber of the device 7, the opening timing of the waste gate valve 6, etc. is adjusted, and at least two
It is now possible to realize the supercharging pressure characteristics of the species.

Further, in the intake passage 1 of the engine E, from the upstream side (engine cleaner side), air 70 - sensor 16 . Compressor of turbocharger 3 5. Intercooler 8. Electromagnetic fuel injection valve9. H') (these valves 9 and 10 have different injection capacities) and a throttle valve 11 are provided in the exhaust passage 2 of the engine E, and the turbine of the turbocharger 3 is installed in the exhaust passage 2 of the engine E in order from the upstream side (the combustion chamber side). A 4° catalytic converter 31 and a 77 roller (not shown) are provided.

Furthermore, a display meter 35 is provided in the vehicle interior.

This display meter 35 may have an exemplary display section 35a, or a segment display section 35I in which light emitting diodes (1, , ED) are arranged in a row and these LEDs blink as appropriate. ] can be considered.

Note that the reference numeral 36 in FIG. 1 indicates an ignition key switch, and the reference numeral 37 indicates a battery.

Also, in FIG. 1, a line directly connected from the battery 37 to the controller 29 is connected to a backup memory within the controller 29.

By the way, in this example, there is a delay in the operation of the valve operation stop mechanism from the time when the switching command is generated, and the map that stores the ignition advance (retard amount) information is switched at the same time as the switching command signal is generated. 77 would be too quick, so taking this into consideration, the flow shown in FIG. 6 becomes as shown in FIG. 7 or FIG. 8.

Note that the arithmetic processing in the flows shown in FIGS. 7 and 8 is also performed every time an ignition interrupt signal is input.

First, what is shown in FIG. 7 will be explained.

In this flow, after a start, the operating state is read in step c1, and it is determined in step c2 whether M=Mi.

Here, Ml is the number of ignition pulses in consideration of the delay in valve stop operation, and for example, in the case of a four-cylinder engine, an integer larger than 2 is selected.

Initially, it is M20, but in step c2 it takes the No route, and in step c3, which determines whether M=O, it is Y E.
Taking the S route, in step c4, from the P area to P+
It is determined whether there was a switch to the S area or vice versa.

If there is a change, in step C5, set M=1, and in step C6, from the previously used map (θ, N
), the retardation amount R is read out.

After that, step c7. At c8, the retardation amount R is corrected based on other operating conditions, and the retardation amount R is output.

When the next ignition interrupt signal is input, the No route is taken at Step C2, the No route is taken at Step C3, and Step Cl is executed.

Then, after setting M=M+3, step c6. c7. c8
processing is performed.

In this case, the retardation amount information from the map used last time is still used.

After that, when the ignition interrupt signal is input several times, M=M1, so take the YES route at input step C2, reset M=() at step clo, and then switch to P area at step ell. If it is in the P area, the retard amount R is read out based on (θ, N) from the P map in step c12, and if it is in the P+S area, (θ, N) is read out from the P+S map in step c13. , N), and then step c7. Processing c8 is performed.

As a result, after the switching command is issued, the M1 ignition pulse is input and calculations are performed based on the ignition advance information for the area after switching, so accurate calculations are performed that take into account the delay in the operation of the valve operation stop mechanism. Control becomes possible.

Incidentally, in the case of NO in step C4, the processing after the temp c11 is performed.

Next, the flow shown in FIG. 8 will be explained.

In this flow, after a start, the operating state is read in step d1, and then in step d2 it is determined whether the timer is '0' or not. This timer is a down counter, and a time is set in this timer in consideration of the delay in operation of the valve operation stop mechanism.

Initially, since the timer is 0, it is determined in step d3 whether there has been a switch from the P area to the P+S area or vice versa.

If there is a switch, a timer is set in step d4, the timer is started in step d5, and the retard amount R is read out from the previously used map based on (θ, N) in step d6.

After that, step d7. At d8, the retard amount R is corrected based on other driving conditions, and the corrected retard amount R is output.

When the next ignition interrupt signal is input, the timer is incremented by 3, so take the No route in step d2, and then proceed to step d6. d7. Processing c18 is performed.

Then, when the timer reaches O, in step d2,
The YES route is taken, but since no switching command has been issued at this time, the No route is taken in step d3, and in step d9 it is determined whether the P area is in the P area. (), P map (θ, N
), and if it is in the P+S region, the retard amount R is read out from the P+S map based on (θ, N) in step dll, and then step d7°. Processing of d8 is performed.

As a result, after the switching command is issued, when the timer reaches O after being set (this corresponds to the time when M1 ignition pulse is input, for example), the E
Since calculations are performed based on the GR valve operation information, accurate control is possible in this case as well, taking into account the operation delay of the valve operation stop mechanism.

Note that the ignition advance angle information for the P region and the ignition advance angle information for the P+S region may be determined by calculation instead of using stored information.

〔Effect of the invention〕

As described in detail above, according to the ignition timing control device for a composite intake type engine of the present invention, the ignition timing control device operates over the entire operating range.
In a composite intake engine that has a primary intake system with a secondary intake valve and a secondary intake system with a secondary intake valve with a valve operation stop mechanism that operates in some operating ranges, it is possible to receive electrical control signals. an ignition device whose ignition operation is controlled by the ignition device, a detection means for detecting an engine operation state in order to control the operation state of the ignition device, and an ignition device for a first operation range in which only the primary intake valve operates. a first setting means for setting lead angle information;
The primary intake valve and the secondary intake valve mentioned above operate together.
a second setting means for setting ignition advance information for the driving range; and an electric control signal having the ignition advance information from the first setting means or the second setting means in response to a signal from the detection means. With a simple configuration in which a control means for outputting to the ignition device is provided, the following effects and advantages can be obtained.

(1) The above first operating region (P region) and second operating region ('P region)
Since the ignition timing is controlled using different ignition advance angle information in the 10S region), the degree of freedom in setting the ignition advance angle increases. That is, optimal ignition timing control can be performed in each operating range.

(2) Means for setting ignition advance angle information for the P region and ignition advance angle information for the P+S region are provided separately (for example, if these means are configured with memory, two maps are provided). ), there is no error caused by interpolation near the boundary between the P area and the P+S area (1
(If the data is corrected by interpolation in the vicinity of the switching operation state, the optimum value cannot be obtained). Therefore, even in the transition period between the P region and the P+S region, the optimum ignition timing is determined. Control becomes possible. Further, even when the P region and the P+S region overlap, appropriate ignition timing control is possible.

(3) Since a so-called electronic advance angle device is used, sufficient support is possible even for CIS ennons that can operate in the P region even in the full load range at low speeds.

[Brief explanation of the drawing]

The figures show an ignition timing control device for a compound intake type engine as an embodiment of the present invention. Fig. 1 is an overall configuration diagram of the device, and Fig. 2 is a partially cutaway diagram to explain its valve operation/stopping mechanism. FIG. 3 is a partial plan view of the lock plate in the valve operation stop mechanism, FIG. 4 is a graph for explaining its action, and FIGS. 5 to 8 are diagrams for explaining its action. This is a flowchart. 1. Intake passage, IA.. Primary intake valve, IB.. Secondary intake valve, 2.. Exhaust passage, 3.. Turbocharger, 4.
・Turbine, 5...Compressor, 6...Wastegate valve, 7...Pressure response device, 8...Intercooler,
9.10...Electromagnetic fuel injection valve, 11...Throttle valve, 12...Actuator, 13...Intake temperature sensor, 1
4. Atmospheric pressure sensor, 15. Exhaust valve, 16. Air flow sensor, 17. Rotation speed sensor, 18. Order intake valve (P valve), 19. Secondary intake valve (S valve), 20 ...Throttle sensor, 21..Water temperature sensor, 22..02 sensor, 23..Knock sensor, 24..Vehicle speed sensor, 25
・・Idle switch as an idle sensor, 26
・・Cranking switch, 27・・Crank angle sensor, 28・・Motor position switch, 29・・Controller, 30・・Power transformer, 31・・Catalytic converter, 32・・Ignition fill, 33・・
Distributor, 34...Solenoid switching valve, 35...
Display device, 35a... Oblique display section, 35b... Segment type display section, 36... Ignition key switch, 37
...Battery, 101...Cam, ]02...Rocker arm, 103...Actuator, 104...Schilling,
104a... Groove, 105- - Piston, 105a...
Notch, 106...Lock plate, 106a...Narrow gap, 106b--Wide gap, 107...Return spring, 108...Spring receiver, 109...Timing plate, 110...Oil chamber, 111...Oil Path, 11.2-Cylinder, 113...Plant gear, 114...Spring, 119...Valve stem, 120...Valve spring, 12
1... Spring receiver, 122, 123... Oil path, 1.24-
-Rocker shaft, 125...Timing cam, 126
...Timing cam follower, 127...Oil path, 128
・・Oil control valve (OCV), 129・・
Oil pump, 133...Connection part between lock plate and piston, CMl...S valve control means, CM2...Ignition timing valve control means, DM...Detection means, E...Engine,
EN: Locking mechanism, ID: Ignition device, M': Valve operation stop mechanism, Ml: First setting means, M2: Second setting means. Agent Patent Attorney Yoshihiko IinumaFigure 2Figure 3Figure 14Figure 6Figure 7

Claims (1)

[Claims] A composite intake system that has a primary intake system with a primary intake valve that operates over the entire operating range, and a secondary intake system that has a secondary intake valve with a valve operation stop mechanism that operates in some operating ranges. The type engine is equipped with an ignition device whose ignition operation is controlled in response to an electric control signal, and in order to control the operating state of the ignition device, only a detection means for detecting the engine load state and the primary intake valve are activated. a first setting means for setting ignition advance information for a first operating range;
a second setting means for setting ignition advance information for a second operating range in which the sub-intake valves operate together; and a second setting means for setting ignition advance information from the first setting means or the second setting means in response to a signal from the detection means. An ignition timing control device for a compound intake type engine, comprising: control means for outputting an electric control signal having advance angle information to the ignition device.