JPS62223438A - Ignition device for engine - Google Patents

Abstract

PURPOSE:To make positive ignitability and reduction in a torque shock securable, by controlling a change of ignition energy in synchronization with operation of a swirl variable device varying the flow velocity of an air-fuel mixture. CONSTITUTION:A control unit 20 controls ignition timing, discharge time, etc., by the spark plug 3 set up as adjoining a combustion engine 2 of an engine 1 according to a driving state. And, regulates the flow velocity of an air-fuel mixture to be fed to the combustion chamber 2, namely, a swirl to be formed in this combustion chamber 2. Here, control of the discharge time by the spark plug 3 is carried out in synchronization with adjustment of the swirl by a swirl valve 6. That is to say, when suction flow velocity is increased by the swirl valve 6, the discharge time is prolonged, increasing the extent of ignition energy, and when the suction flow velocity is reduced, the discharge time is shortened, lowering the ignition energy. With this constitution, favorable ignitability is always secured and, when is more, the occurrence of a torque shock is reduced.

Description

DETAILED DESCRIPTION OF THE INVENTION (Field of Industrial Application) The present invention relates to an ignition device for an engine that performs ignition control in response to swirl.

(Prior Art) Conventionally, a technique is known in which the strength of the swirl can be adjusted to 1M by changing the flow velocity of the air-fuel mixture introduced into the combustion chamber of the engine. For example, JP-A-57-1730
As seen in No. 42, the intake passage is separated into a low-load passage and a high-load passage, and the high-load passage is equipped with a swirl valve, and in the low intake h1 region, the swirl valve l
The 7if degree is reduced to narrow down the area of the intake passage, increase the flow velocity of the intake air flowing into the combustion chamber, and form a large swirl in the combustion chamber to improve combustibility.

However, when the air-fuel mixture is heated at a high intake air flow rate as described above, the flow speed of the air-fuel mixture also becomes large at the spark plug, and if the ignition energy is small at the time of ignition, the air-fuel mixture becomes Even if it ignites, the fire will blow out! There is a risk that the ignition time will decrease.

In particular, it is necessary to increase the intake flow velocity when combustion is set to occur at a low intake ω and a lean air-fuel ratio, and when the air-fuel ratio is lean, ignition becomes even more difficult. Therefore, it is necessary to increase the ignition energy. On the other hand, for example, when the swirl valve is suddenly heard from the state where the swirl valve is closed and the intake flow rate is increased as described above, the intake resistance decreases and the filling ω suddenly increases. Torque shock will occur. In this case, reducing the ignition energy slows down the torque fluctuation, making it possible to suppress the torque shock.

Therefore, when attempting to change and control the ignition energy according to the fluctuations in the intake flow velocity as described above, in order to reduce 1-lux shock, etc., the timing of the fluctuations in the intake flow velocity and the timing of changing the ignition energy do not match. Otherwise, you will not be able to obtain sufficient functionality.

(Object of the Invention) In view of the above circumstances, the present invention provides an engine ignition device that adjusts the ignition energy according to the size of the stool to obtain reliable ignition performance and reduce 1-lux shock. ]].

(Structure of the Invention) The ignition device of the present invention provides control to change the ignition energy in synchronization with the operation of the ignition energy variable means capable of changing the ignition energy and the swirl variable means that changes the flow rate of the air-fuel mixture supplied to the combustion chamber. The invention is characterized by comprising a synchronizing means for performing the following.

FIG. 1 is a functional block diagram for clearly showing the configuration of the present invention.

An ignition control means 4 is provided for controlling the ignition timing, discharge time, etc. of the ignition plug 3 disposed facing the combustion chamber 2 of the engine 1 in accordance with the operating state.

On the other hand, a swirl variable means 7 adjusts the flow rate of the air-fuel mixture supplied to the combustion chamber 2, that is, the swirl formed in the combustion chamber 2, by operating a swirl valve 6 etc. that changes the area of the intake passage 5 of the engine 1. Establish ().

Further, an ignition energy variable means 8 for changing and controlling the ignition energy is connected to the ignition control means 4, and the ignition energy variable means 8 controls the operation of the swirl variable means 7 based on a signal from the synchronization means 9. The ignition energy is changed and controlled in synchronization.

As for changing the ignition energy by applying J3G to the above ignition, h
This is done by changing the 4i4 time (current application time) or the discharge voltage. For example, the discharge time is lengthened in synchronization with operating the swirl variable means 7 in the direction of narrowing the intake passage 5 and increasing the intake flow velocity. When the ignition energy is increased, ignition occurs over a wide range due to the long discharge time ignition effect on the air-fuel mixture flow in the combustion chamber 2, and by increasing the combustion speed, ignition performance is improved and torque is increased. It is. Furthermore, the combustion speed can be similarly improved by increasing the ignition energy by increasing the F1 voltage.

On the other hand, for example, if the ignition energy is reduced by shortening the discharge time in synchronization with activating the swirl variable means 7 in the direction of reducing the intake flow velocity by listening to the intake passage 5, the filling speed will be reduced due to the decrease in intake resistance. Due to the ignition action of a short discharge time for the upper stomach due to the increase in 1 to 10000 ml, the ignitability and combustibility are reduced, thereby reducing the torque and reducing the torque shock in the increasing direction b.

(Effects of the Invention) According to the present invention, although the ignition performance changes in response to the strength of the swirl caused by fluctuations in the intake flow velocity, good ignition performance is always ensured by changing and controlling the ignition energy. In particular, it is possible to obtain reliable ignition performance in J3 engines that perform combustion in a lean air-fuel ratio region.In addition, when an increase in ignition energy is not required, it is possible to reduce ignition energy. This improves the durability of spark plugs and reduces unnecessary power consumption.

In general, by changing the ignition energy in synchronization with the operation of the swirl variable means, fluctuations in charging R and combustion caused by sudden changes in swirl can be suppressed by changing the ignition energy. It is possible to reduce the occurrence of

(Example) The present invention will be described in detail below with reference to the drawings.

FIG. 2 is an overall configuration diagram of a specific example.

An ignition plug 3 is disposed facing the combustion chamber 2 of the engine 1, a discharge voltage from a distributor 10 is applied to the ignition plug 3, and an ignition system 11JjJ for adjusting the ignition timing, DC/DC converter 12 that adjusts the current conduction time (discharge time)
An ignition signal is input via the ignition signal.

On the other hand, the intake passage 5 that supplies intake air to the combustion chamber 2 of the engine has an air cleaner 14 from the upstream side, an air meter 15 that measures each intake air, and an air intake passage 5 that supplies intake air to the combustion chamber 2 of the engine.
A throttle valve 16 and an injector 17 are installed in this order. Further, the downstream portion of the intake passage 5 near the combustion chamber 2 is divided into a low-load passage 5a and a high-load passage 5a.
A swirl valve 6 is interposed in the high-load passage 5b to adjust the swirl strength by changing the intake flow velocity by opening and closing the passage through the actuator 18. ing.

Ignition port by the ignition system 11, 1.
l') The energization time by the C converter 12 is controlled by the control signal from the 21st torque unit 20, and also corresponds to the fuel supply m (air-fuel ratio) by the injector 17 and the opening and closing of the swirl valve 6 by the actuator 18. The control unit 20 also controls the swirl.
controlled by control signals from.

In order to detect the operating state of the engine, the control unit 20 includes: (1) intake air R from the aflow meter 15 (g, a swirl opening signal from the swirl valve opening sensor 19 that detects the opening of the swirl valve 6; , an intake air temperature signal from the intake air temperature sensor 21 that detects the intake air temperature, an idle signal from the idle switch 22 that detects the fully open state of the throttle valve 16, a water temperature signal from the water temperature sensor 23 that detects the cooling water level, and a starter. When the starter signal from the switch 24 and the air-fuel ratio signal from the air-fuel ratio sensor 26 installed in the exhaust passage 25 are input,
First, a signal from a knock sensor 27 for detecting engine vibration is inputted via a knock detection circuit 28, and a crank angle signal for detecting engine rotation is inputted from the distributor 10.

The control unit 20 has the functions of each means shown in FIG. 1, and has a low load 1 with a small amount of intake air! , 1, the swirl valve 6 is turned on by 1 to generate a strong swirl, and at the time of high load, the swirl valve 6 is opened to perform swirl control to increase the intake air m.

In synchronization with the change in the opening degree of the swirl valve 6 in this swirl control, when the swirl valve 6 is closed, the energization time is increased to increase the ignition energy. When the valve is closed, the energization time is shortened to reduce the ignition energy.

In addition, depending on the operating condition, the fuel injection setting can be adjusted to adjust the air-fuel ratio to 2.
Feedback control is performed to the target value in response to the output of No. 6, and furthermore, when the occurrence of knocking is detected, the ignition timing is delayed to suppress the occurrence of knocking.

The operation of the above-mentioned feed 1-roll unit 20 will be explained based on the flow chart T-sheets shown in FIGS. 3 to 6. This flowchart only shows the ignition control loop with swirl intensity.

Figure 3 shows the main routine. After starting, the system is initialized in step S1, and in steps S2 to S7, the intake air amount, water temperature, intake air temperature, etc. are determined based on signals from various sensors.
Read the air-fuel ratio signal, idle signal, and starter signal.

Subsequently, in step S8, it is determined whether or not it is the time of starting. If it is the time of starting (YES), in step S9, the mechanical fixed ignition (hard ignition) for starting is switched to perform ignition at the time of start tiJ. On the other hand, after starting, in step S10 the engine is switched to soft ignition, which controls the ignition characteristics to match the ignition characteristics determined by the program in accordance with the operating state.

Then, in step S11, it is determined whether it is in an idle state,
When idle (YES), steps S12 and 81
3'C Sieve out the energization time (discharge) for 1.1 hours) and ignition 111''I for idling, and preset the energization time J'3 and ignition timing on the counter in step S17 to perform predetermined ignition. It is something.

In addition, if the determination in step S11 is No and the operating state is other than idling, knock control is set in step S14, and the running time is calculated in step S15 (Revision 1 routine is shown in FIG. 6). Roughly, step 316'C
After closing the ignition timing, step S17 energizes the lever■,
A predetermined ignition is performed by presetting one question and ignition timing on a counter.

J3, the setting of the knock control 211 in step S14 is as follows.
This is to set whether or not to perform knock control such as retarding the ignition timing in response to the detection of the knocking region or the occurrence of knocking, and step S corresponds to this setting.
In step 16, the knock correction for the 11.1 stage of ignition is performed.

The ffi /I diagram is an interoperable routine that executes interrupt processing at a predetermined crank angle fii (for example, Tsuchiya) at a crank angle of 1'1. The period from .1 is calculated, and based on this period +111, conversion to the rotational speed is performed in step 819 to obtain the engine rotational speed. .

Next, FIG. 5 shows the operational routine of the control system for the swirl valve 6. After the start, in step S20, the basic swirl valve opening degree 3b is calculated based on the engine speed and the intake air. This basic swirl valve opening degree 3t+ is the filling ω (intake air 5/
It becomes larger as the engine speed increases.

Subsequently, in steps 32.1 to S23, the water temperature correction value Cwt
, air-fuel ratio correction value Caf, and intake temperature correction Iff Ca
Calculate each t. The above water temperature correction value CW is to reduce the opening to increase the intake flow velocity since combustion is unstable at low water temperatures, and the air-fuel ratio correction value Ca is to increase the intake flow velocity when the air-fuel ratio is lean. The intake temperature correction value Ca (intake air temperature correction value Ca) is used to increase the combustion speed by reducing the opening to increase the intake flow velocity at high intake temperatures and to prevent knocking. It is something to do.

Then, in step S24, each of the above-described first shifts is changed to the basic swirl valve opening degree sb [and the final swirl valve opening degree S is changed to Suzume.

FIG. 6 shows the routine for closing the energization time, and first,
In step 825, the basic energization time Tb is determined from the engine speed and intake air amount. This basic energization time Tb becomes longer as the filling maximum (intake air bubbles/engine speed) increases. Subsequently, in steps 326 to S30, the water temperature correction value Twt, the intake temperature correction value Twt, the air-fuel ratio correction value T
ar, knock correction value Tk, and swirl correction value Ts. Then, in step S31, each of the above correction values is added to the basic energization time Tb to calculate the final energization time T.

The above-mentioned water temperature correction value 1-W [ is to lengthen the energization time because combustion is not stable at low water temperatures, and the intake temperature correction value Ta
t is the one that increases the energization time because it is difficult to ignite at low intake air temperatures, and the air-fuel ratio correction value Taf is the one that makes it difficult to ignite as the air-fuel ratio moves away from the stoichiometric air-fuel ratio (14,7), so it is difficult to ignite, so the air-fuel ratio correction value Taf is the standard time. 1- for a long time, and the knock correction value lower 1 (
In order to suppress the occurrence of knocking, the combustion rate is increased by increasing the combustion rate by 6 hours.

Furthermore, before ji[l! The swirl correction value Ts is a correction value corresponding to the swirl valve opening based on the signal from the swirl valve opening hinter 19, which is read out from a preset map. The correction value TS is set to be small, that is, the energization time is short and the ignition energy is reduced.

Note that the swirl valve opening in step 330 is the swirl valve opening S determined in step 824.
You may also use

Next, FIG. 7 shows a flowchart of general time control in another example. In this example, the opening and closing of the swirl valve 6 is controlled in an on/off manner or in a forward open state.

After the start, in step S50, it is determined whether the swirl valve 6 is in the closed region or the closed region according to the intake negative pressure (load) and the engine speed. The opening/closing characteristics of the swirl 5t6 are set such that a low load/low rotation region is a closed region, and the other regions are set to a closed region.

Next, in step S51, it is determined whether or not the region of the swirl valve 6 is a closed region. For example, if the operating state is in a low rotation region, and the determination in step S51 is No, the swirl valve t6 is closed. If it is in the area, step S56
A close signal Δ is output to the actuator 18 to drive the swirl valve 6 to close. Then, in step S57, No. 13 of the swirl valve 1 damping sensor 19 is poured in, and based on this signal, it is determined in step S58 (-) whether or not the throttle valve 6 is in the open state.

[21] If the liter valve 6 is held until it is actually opened, and the determination in step S58 becomes YES and it is actually opened, step 859 synchronizes with this and sets the energization time to a predetermined value Δ. This is a correction that improves ignitability by increasing the ignition energy by increasing the length.

On the other hand, for example, if the operating state is in the load area and the determination in step S51 is YES and the swirl valve (3 is in the closed area), in step S52 the actuator 1-18 is in the closed area.
Opens the swirl valve 6 by outputting an open signal to il'JI'
Jru. Then, in step S53, s1nor 5t l1
il 1. The signal from the f sensor 19 is read, and based on this signal, it is determined in step S54 whether or not the throttle valves 1 to 6 are open.

When the throttle valve 6 is actually opened and the determination in step S54 becomes YES, in synchronization with this, in step 855, the energization time is shortened to return to the original base state (ignition energy is reduced). ] to deal with herc shock.

According to the embodiment described above, ignition performance and torque shock can be improved by adjusting the ignition energy by changing the energization time in synchronization with the change in the opening degree or opening of the swirl.

In particular, in the above embodiment, the opening degree of the swirl valve is controlled to open and close continuously or on/off, but the energization time is controlled by detecting the pulse of the swirl valve. , Swirl? (Even if there is a deviation in the swirl closing operation due to the influence of li, etc., control is performed to match the required ignition energy based on the actual change in the opening degree of the swirl valve.) 1i(tna6-improvement a3) and torque shock reduction effect can be obtained.

[Brief explanation of drawings]

Figure 1 is a functional block diagram to clarify the configuration of the present invention, Figure 2 is an overall configuration diagram showing a specific example, and Figures 3 to 6 are 'f+' of the control unit.
Flowch 1 to explain lf)? Figure-1 to 7th
The figure is a flowchart diagram in another example. 1... Engine 3... Spark plug 4... Ignition control means 5... Intake passage 6... Swirl valve 7... ...Swirl variable means 8...Ignition energy variable means 9...Synchronization means 10...Disc 1-Reviewer 11...
・Ignition system 12...I) C/D C:1 Inverter 19
・・・・・・Swirl valve opening degree sensor 20 ・・・・・・Conjuring unit 1 to 5 Fig. 6

Claims (1)

[Claims] (1) In an engine equipped with a swirl variable means that changes the flow rate of the air-fuel mixture supplied to the combustion chamber, the ignition energy variable means is capable of changing the ignition energy, and the ignition energy is changed in synchronization with the operation of the swirl variable means. An engine ignition device characterized by comprising: synchronization means for performing control.