JPS60261978A - Engine ignition timing controlling device - Google Patents

Abstract

PURPOSE:To carry out accurate control of ignition timing even during the cranking of an engine by providing a second ignition timing controlling means which outputs an electric control signal having fixed ignition lead angle information based on a crank angle signal, to an ignition device while cranking. CONSTITUTION:A first ignition timing controlling means outputs an electric control signal having ignition lead angle information which is variable in accordance with the operating condition of an engine, to an ignition device. A second ignition timing control means outputs an electric control signal having a fixed ignition lead angle information based on a crank angle signal, to the ignition device prior to the first ignition timing controlling means, receiving signals from a cranking sensor 26 and a crank angle sensor 27, at the time of cranking. And, an accurate control of ignition timing can be carried out by means of the first ignition timing controlling means except cranking time and by means of the second ignition timing controlling means at the time of cranking.

Description

DETAILED DESCRIPTION OF THE INVENTION [Field of Industrial Application] The present invention relates to a device for controlling the ignition timing of an engine.

[Conventional technology]

Conventionally, various types of ignition advance angle information according to engine operating conditions are stored in a memory map, and the ignition advance information is read out from the map according to the engine operating conditions and the ignition timing is controlled by a computer's CPU. An advance angle device has been developed.

In such a conventional electronic advance angle device, when the power supply voltage falls below the operation guaranteed voltage of the digital LSI, the CP
Since it is difficult to ensure accurate operation of U, normally a voltage drop is determined at a voltage level higher than the above-mentioned lower limit of operation guaranteed voltage, and when the power supply voltage falls below the above-mentioned voltage level, the operation of the CPU is stopped. ing.

[Problems that Chimei tries to solve]

By the way, during engine cranking to operate the starter motor, a large load is applied to the starter motor especially near the compression top dead center of any cylinder, so the power supply voltage drops sharply near the compression top dead center. Since the timing at which the ignition should be ignited is near the compression top dead center, in the conventional electronic advance device, the CPU operation stops near the compression top dead center when the ignition is to be ignited during engine cranking as described above. This poses a problem in that accurate ignition timing control cannot be performed during cranking.

SUMMARY OF THE INVENTION The present invention is intended to solve these problems, and it is an object of the present invention to provide an ignition timing control device for an engine that allows accurate ignition timing control even during engine cranking.

[Means for solving problems]

Therefore, the ignition timing control device for an engine of the present invention includes an ignition device in the engine whose ignition operation is controlled in response to an electric control signal, and has variable ignition advance angle information depending on the operating state of the engine. A first ignition timing control means for outputting an electric control signal to the ignition device, a cranking sensor for detecting cranking, a crank angle sensor for detecting a crank angle, and a crank angle sensor for detecting a crank angle; second ignition timing control means that receives the signal and outputs an electric control signal having fixed ignition advance information based on the crank angle signal to the ignition device in priority over the first ignition timing control means during cranking. It is characterized by the fact that it was established.

[For production]

With the above configuration, except during engine cranking, an electric control signal having variable ignition advance angle information is outputted from the first ignition timing control means to the ignition device according to the engine operating state, and the engine During cranking, an electric control signal having fixed ignition advance angle information based on the crank angle signal from the second point 94 spark timing control means is output to the ignition device in priority to the first ignition timing control means. It will be done.

〔Example〕

Hereinafter, an ignition timing control device for an engine as an embodiment of the present invention will be explained with reference to the drawings. FIG. 1 is a block diagram showing a schematic configuration of its main parts, FIG. 2 is an electric circuit diagram showing its main parts, Figure 3 is the overall configuration diagram, Section 4.5
Each figure is a graph for explaining the effect, and FIG. 6 is a flowchart for explaining the effect.

Now, this device is installed in an in-line 4-cylinder compound intake engine (CI'S engine) that is equipped with a primary intake system and a secondary intake system. The engine E is equipped with a primary intake valve (P valve) 18 in the intake system 1A that operates over the entire engine speed range, and a primary intake valve (P valve) 18 in the intake system IB that stops operating in the low engine speed range. Starts operation when the engine reaches high speed range2
It is equipped with a secondary intake valve (S valve) 19.

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.
The rocker arm that opens and closes the valve 19 with a cam has a
Oil hydrant roll valve (hereinafter referred to as j) as a three-way switching valve
By operating the S valve 19 (referred to as OcVJ) 128
A conventionally known valve operation stop mechanism (for example, see Japanese Patent Application Laid-Open No. 58-47131) is provided which is capable of setting the S valve 19 into an operating state and stopping the operation of the S valve 19.

Note that when the solenoid of OCV 128 receives an ON signal from controller 29 and becomes excited, it opens the oil pump side and can supply engine oil, but conversely, the signal to the OCV 128 solenoid becomes an OFF signal. When switched, this OCV 128 is configured to open the reservoir side so that the oil passage leading to the oil chamber of the actuator of the valve actuation/stopping mechanism is at the reservoir pressure.

Therefore, for example, when the OCV 128 is turned on and pressure oil is supplied to the actuator, the lock plate with the actuator is projected at the required timing, and the lock plate and the plunger in contact with the valve stem are engaged with each other. As a result, the plunger slides as the rocker arm swings, thereby realizing the valve stop state.

Also, when the OCV 128 is turned off and the oil is drained from the actuator, the lock plate is retracted at the required timing due to the action of the return spring.
As a result, the lock plate and the plunger engage with each other, so that the valve can be activated.

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

That is, the opening degree of the throttle valve 11 (throttle opening degree)
A throttle sensor 20 for detecting θ is provided,
As the throttle sensor 20, a potentiometer or the like that generates a voltage proportional to the throttle opening degree is used.

Furthermore, a water temperature sensor 21 is provided that detects the cooling water temperature as the engine temperature of the engine E, and a rotation speed sensor 17 is provided that detects the engine rotation speed N using ignition pulse information obtained from, for example, the primary negative terminal of the ignition coil 320. It is 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 sensor 26 is provided to detect the engine cranking state, and this cranking sensor 26 is turned on (closed) when the starter motor is turned on and outputs a high level (hereinafter referred to as rH level) to the controller 29. It outputs a signal of
This is a switch that outputs a signal.

Furthermore, a crank angle sensor 27 is provided which detects the crank angle using a photoelectric conversion means with a distributor 33, and a reference signal generator 28 which generates a reference signal REF using a charge conversion means with a distributor 33 is also provided. .

Here, the reference signal REF is 90° before top dead center (hereinafter "B
Rise at 8° before top dead center (hereinafter referred to as rBTDc8° or B8)
The crank angle signal is a pulse train signal whose pulse width corresponds to a crank angle of 1°.The waveforms of these signals and their mutual phase relationship are shown below. , as shown in Figure 4・
) The reference signal REF is also BTDC90°, BTDC8°
Since it has the crank angle information, it also acts as a crank angle signal, and thereby the reference signal generator 28
The crank angle sensor also functions as a crank angle sensor.

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 j using 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 70 and the sensor 16 is applied to, for example, a 1/2 frequency divider in the controller 29, and then subjected to various processing.

*In general, it is said that the air 70-sensor 16 malfunctions due to intake movement etc. when the engine E is at low speed and under high load. By appropriately adjusting the dimensions of the portions, etc., the intake pulsation as described above almost no longer occurs, so it is considered that the measurement reliability or accuracy by the air 70-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 that detects atmospheric pressure. 02 sensor 22 that detects the oxygen concentration in exhaust gas,
A knock sensor 23 for detecting an engine knock state is provided, and signals from these sensors and switches are input to a controller 29.

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 input to the controller 29 via the 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 computer 39 has memory such as RAM and ROM (including maps), and the computer 39 of the controller 29
The part is the function of the S valve control means that receives signals from the above-mentioned sensors, detects the engine operating state, and outputs a control signal for controlling the operation stop of the S valve 19 to the 0CV128 of the valve operation stop mechanism. have.

In the processing flow for such OCv control, calculation processing is performed every time an ignition interrupt signal is input. First, the operating state is read, and in the next step, it is determined whether or not to stop the operation of the S valve 19. will be carried out□.

If YES, output a control signal to turn on 0CV128, turn on 0CV128, and turn on 0CV128.
Then, output a control signal to turn off 4,0CV128 and turn off 0CV128.

When OCV 128 is turned on, as mentioned above, S valve 1
9 is stopped and OCV 128 is turned off, S
Valve 19 is activated.

By the way, as shown in Figures @1 to 3, an ignition fill 32 is provided, and the primary current of the ignition coil 32 is switched on and off by the power transistor Tr2 as a switching transistor constituting the primary current drive circuit 30. It looks like this.

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, the intake passage 1 and exhaust passage 2 of this CIS engine E
There is an exhaust gas recirculation passage (EGR passage) not shown between the
A control valve (EGR valve) for controlling the amount of exhaust gas recirculation (EGR amount) is provided in this EGR passage.

And, this EGR valve is a single Tsugeia 7 ram type 1.
Pressure-responsive EGR that opens and closes using a pressure-response device
Configured as a valve.

Furthermore, the computer 39 part of the controller 29 operates in a first operating region (hereinafter referred to as "P region") in which only the P valve 18 operates.
A first memory (P map) Ml as a first setting means for setting ignition advance information (retard amount) having various gates for ignition advance, P valve 18, and S valve 19 operate together. a second memory (p+s map) M2' as a second setting means for setting ignition advance information (retard amount) having various values for a second operating range (hereinafter referred to as "P+S range");
1st memo + after receiving signals from the above sensors and switches
7-Ml or a first ignition timing control means CMI that outputs a control signal having variable ignition advance information (retard amount) according to the engine operating state from the second memory M2 to the power transistor Tr2 of the ignition device ID; It has the following functions.

Further, the controller 29 receives signals from the cranking sensor 26 and the crank angle sensor (in this example, the reference signal generator 28 which also functions as a crank angle sensor) and gives priority to the first ignition timing control means CM1 during cranking. An electric control signal having fixed ignition advance information (retard amount) based on the crank angle signal is sent to the power transistor Tr.
It has the function of a second ignition timing control means CM2 that outputs to the second ignition timing control means CM2.

The function of the first ignition timing control means CM1 is mainly performed by the computer 39 in the controller 29 as described above, but the second ignition timing control means CM2 is performed by a hard circuit provided in the controller 29 separately from the computer 39. Demonstrate its function.

Next, these means CMI and CM2 will be explained using FIGS. 1 and 2.

If we look at the inside of the controller 29 with emphasis on the ignition timing control function, we can see that the controller 29 has a computer 39 (this computer 39 includes not only a CPU but also an appropriate interface, RAM, ROM, or counter and 7), as shown in FIG. In addition to the ignition signal generator consisting of a lip 70 tube, etc., it is equipped with an ignition bypass circuit IBC, and a signal from the computer 39 or a signal from the ignition bypass circuit IBC is selected according to the cranking signal to generate a primary signal. Select circuit SL outputting to current drive circuit 30
Equipped with C.

To further explain the details, as shown in FIG.
．． A signal from a reference signal generator 28 or the like is input.

A signal calculated by the computer 39 according to the engine operating state is supplied to one input terminal of the NOR circuit NO, R1.

Here, the computer 39 outputs B2O of the reference signal REF.
.

The ignition timing is calculated based on the rising timing of
In reality, the computer output is lowered to L level a little before the ignition timing (this time is set to allow sufficient charging of the ignition coil 32), and then raised to H level (ignition is performed at this rise). Outputs a signal.

Note that the reference signal REF rises at B90' and falls at B8°, but the ignition timing may be calculated based on the falling timing of B8°. In this way, the calculated ignition timing will be as follows: It becomes something that should be ignited.

Further, the reference signal REF is supplied to one input terminal of the AND circuit AND.

Note that a signal from the cranking sensor 26 is supplied to each other input terminal of the NOR circuit N0RI and the AND circuit AND.

Then, the output from the NOR circuit N0RI is the NOR circuit N0R
is supplied to one input terminal of 2, and the AND circuit AND
The output from the NOR circuit N0R2 is supplied to the other input terminal.

Also, the output from the NOR circuit N0R2 is the transistor Tr.
The on/off signal from the transistor Tr1 is supplied to the base terminal of the transistor Tr1, and the power transistor Tr2 is turned on and off accordingly.

Therefore, for example, during cranking, the output from the cranking sensor 26 is at H level or not.
The output of R1 is at L level regardless of the output level from the computer 39. That is, during cranking, a signal having variable ignition advance angle information calculated by the computer 39 is cut or masked by this NOR circuit N0R1.

On the other hand, the output of the AND circuit AND is the reference signal REF.
It becomes the same phase as . That is, the rising edge information and falling edge information of the reference signal REF pass through the AND circuit ANI) as they are.

Thereafter, the phase is inverted by the NOR circuit N0R2, and further inverted by the transistor Tri, thereby turning on and off the power transistor Tr2.

That is, when the base terminal of the power transistor Tr2 becomes H level, it turns on and charges the ignition coil 32, and when the base terminal becomes L level, it turns off and charges the secondary side of the ignition coil 32. A high voltage is induced and the spark plugs 38 of the appropriate cylinders are sparked via the IJ computer 33.

As a result, charging starts when the reference signal REF rises, that is, from 90° before top dead center, and then the reference signal R
Ignition is performed at a fixed timing of 8 degrees before top dead center, when EF falls.

Here, the waveforms and phase relationships between the reference signal REF and the primary current of the ignition coil 32 are shown in FIG. 5.

On the other hand, except during cranking, the cranking sensor 26
The output of the AND circuit AND is at the L level, regardless of the output level of the reference signal REF. That is, except during cranking, a signal having fixed ignition advance angle information based on the reference signal REF is cut or masked by the AND circuit AND.

On the other hand, the output of the NOR circuit N0RI is
It is in reverse phase with the output from 9. i.e. computer 39
The rising information and falling information of the output from the NOR circuit N0RI are inverted and output.

Thereafter, the phase is inverted by the NOR circuit N0R2, and further inverted by the transistor Tri, thereby turning on and off the power transistor Tr2.

As mentioned above, when the base terminal of the power transistor Tr2 becomes H level, it turns on and charges the ignition coil 32, and when the base terminal becomes L level, it turns off and charges the ignition coil 32. Since a high voltage is induced on the next side and the spark plugs 38 of appropriate cylinders are sparked via the distributor 33, charging and ignition are performed at timing optimally set according to the operating condition of the engine.

That is, charging starts when the output of the computer 39 falls, and ignition occurs the moment it rises.

In addition, in FIG. 2, cranking sensor 26.degree. computer 39.degree. NOR circuit N0RI, NOR'2. The symbols H, L and waveforms written on each output line of the AND circuit AND,) transistor Tri are shown in the upper row for cranking, and in the lower row for other than cranking.

Here, the symbol H indicates the H level, and the symbol L indicates the L level.

In addition, at times other than cranking, ignition is performed at the optimal ignition timing according to the P region and P+S region. It will look like the figure.

The calculation process 70- shown in FIG. 6 is also performed every time the ignition interrupt signal is input, but first, in step A1,
The operating state is read, and in the next step A2, it is determined whether it is in the P region (whether or not the stop of the S valve 19 has been instructed).

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 steps A3 and A4 are performed.
You can select the ignition advance information suitable for each region. i That is, if YES (if it is P area), in step A3, the map (P map) of the first memory M1 is
The retard amount R is read out based on (θ, N) from
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 A5, the retard amount R is corrected based on other operating conditions, and in the next step A6, the power transistor Tr2 is operated at a timing corresponding to the retard amount R.

In this way, the controller 29 controls the crank angle sensor 27 . An electronic circuit that inputs signals from the throttle sensor 209, rotation speed sensor 17, etc., performs the following calculations to calculate an ignition signal suitable for the P region or P+S region, and controls the power transistor Tr2 on and off to perform the ignition operation. Configure the advance angle device.

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, it is read from each map for the retard amount RftP region or P+S region corresponding to the engine speed N and throttle opening θ at that time, and the value and An ignition signal is sent when the integrated value of the angle signal from the time when the reference position signal is generated matches the integrated value of the angle signal.

This ignition signal operates the power transistor Tr2, and a high voltage is generated in the ignition coil 32, causing ignition.

The engine E is equipped with a turbocharger 3, as shown in FIG.
The compressor 5 is interposed in the intake passage 1 of the engine E and rotationally driven by a turbine 4.

Further, a bypass passage that bypasses a portion of the exhaust passage 2 where the turbine is disposed is constricted into the exhaust passage 2, and a wastegate valve 6 is provided to open and close this bypass passage.

This Wes)? -) The valve 6 is designed to be opened and closed by a two-diaphragm type pressure response device 7, but the pressure response is controlled 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.

Furthermore, in the chest intake passage 1, in order from the upstream side (air cleaner side), there are air 70, sensor 16, compressor 5 of turbocharger 3. An intercooler 8, electromagnetic fuel injection valves 9 and 10 (these valves 9 and 10 have different injection capacities), and a throttle valve 11 are provided.
E) From the upstream side (engine combustion chamber side) of exhaust vent t82 of engine E, the turbine 4 of the turbocharger 3 is installed.
, a catalyst comparator 31 and a muffler (not shown) are provided.

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

The display meter 35 may have a needle-type display section 35a, or a segment-type display section 35b in which light emitting diodes (LEDs) are arranged in a row and these LEIs blink as appropriate.
Possible examples include those with .

In addition, the reference numeral 12 in FIG. 1 is an actuator for adjusting the opening degree of the throttle valve 11 during engine idling, 36 is an ignition key switch, and 37 is a battery.

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

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

〔Effect of the invention〕

As described in detail above, according to the engine ignition timing control device of the present invention, the engine includes an ignition device whose ignition operation is controlled in response to an electric control signal, and
A first ignition timing control means is provided for outputting an electric control signal having variable ignition advance angle information to the ignition device according to the operating state of the engine, a cranking sensor detects cranking time, and a crank angle is detected. a crank angle sensor, and an electric control signal having fixed ignition advance information based on the crank angle signal, which takes priority over the first ignition timing control means during cranking in response to signals from the crank angle sensor and the crank angle sensor. With a simple configuration in which a second ignition timing control means is provided for outputting the ignition timing to the ignition device, accurate ignition timing control can be performed by the first ignition timing control means except during engine cranking. Even during engine cranking, there is an advantage that accurate ignition timing control can be performed by the $2 ignition timing control means.

[Brief explanation of the drawing]

The figures show an ignition timing control device for an engine as an embodiment of the present invention, in which Fig. 1 is a block diagram showing a schematic configuration of its main parts, Fig. 2 is an electric circuit diagram showing its main parts, and Fig. 2 is an electric circuit diagram showing its main parts. 3
The figure is a diagram of its overall configuration, FIGS. 4 and 5 are graphs for explaining its operation, and FIG. 6 is a flowchart for explaining its operation. 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 7
0-sensor, 17... rotation speed sensor, 18... primary 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, 2
5...Idle switch, 26...Cranking sensor, 27...Crank angle sensor, 28...Reference signal generator that also functions as a crank angle sensor, 29...Controller, 30...Primary current drive circuit, 31 ...Catalytic converter, 32.. Ignition coil, 33.. Distributor, 34.. Electromagnetic switching valve, 35.. Indicator, 35a.. Needle hole display section, 35b.. Segment type display section, 36.. Ignition. key switch, 37・
・Battery, 38...Spark plug, 39...Computer, 128...Oil control valve (OCV),
AN, D...AND circuit, CMl...first ignition timing control means, CM2...second ignition timing control means, DM...detection means, E...engine, ID...ignition device, IBC...
Ignition bypass circuit, Ml...first setting means, M2...second setting means, N0RI, N0R2...Noah circuit, SLC
...Select circuit, Tri, Tr2~...Transistor. Agent Patent Attorney Yoshihiko Iinuma Figure 1 Figure 6 Figure 2 Figure 4 Figure 5 Figure 6

Claims (1)

[Claims] The engine is equipped with an ignition device whose ignition operation is controlled in response to an electric control signal, and a first ignition device that outputs an electric control signal indicating variable ignition advance angle information to the ignition device according to the operating state of the engine. a cranking sensor that is equipped with timing control means and detects cranking;
A crank angle sensor detects the crank angle, and fixed ignition advance information based on the crank angle signal is given priority over the first ignition timing control means during cranking in response to signals from the above-mentioned cranking sensor and crank angle sensor. a second electrical control signal to the ignition device;
1. An ignition timing control device for an engine, comprising: ignition timing control means.