JPS63138164A - Ignition control device for electronically controlled fuel-injection type internal combustion engine - Google Patents

Abstract

PURPOSE:To maintain good performance of acceleration, by performing delay timing correction of the ignition timing, only when a detected acceleration level is in a predetermined value or more, while suppressing a rapid increase of an engine output to reduce vibration of a vehicle and stopping the above described delay timing correction when the acceleration level is less than the predetermined value. CONSTITUTION:When a reacceleration decision means G decides accelerative operation to be started in the time of deceleration operation or immediately after the deceleration, ignition timing, set in accordance with an operative condition in an ignition timing setting means D, is corrected by delay timing of predetermined amount in an ignition timing correcting means H. And a spark plug I is ignition controlled by an ignition timing control means J in accordance with the ignition timing after this correction. Here an acceleration level decision means K, which decides whether or not an acceleration level is in a predetermined value or more from an output of an acceleration operation condition detecting means E, is provided. And in accordance with the decision result, a delay timing correction permitting means L continues delay timing correction by the ignition timing correcting means H, when the decision is YES, while stops the delay timing correction when the decision is NO.

Description

DETAILED DESCRIPTION OF THE INVENTION <Industrial Application Field> The present invention particularly relates to an ignition control device for an internal combustion engine equipped with an electronically controlled fuel injection device.

<Prior Art> Conventional examples of this type of internal combustion engine include the following (see Utility Model Application No. 60-66558).

In other words, after calculating the basic injection amount from the intake air flow rate detected by an air flow meter and the engine rotation speed,
The basic injection amount is corrected using various correction coefficients based on water temperature, etc., and a steady fuel injection amount is calculated. Then, an injection pulse signal having a pulse width corresponding to the steady-state fuel injection amount is outputted to the fuel injection counter in synchronization with the engine rotation, thereby supplying fuel to the engine.

Further, during acceleration operation, an increase in fuel amount during acceleration is calculated from the rate of change in the opening degree of the throttle valve, etc., and added to the steady fuel injection amount, thereby increasing the amount of fuel during acceleration and increasing the engine output.

Incidentally, the increase in fuel consumption during acceleration can also be performed by so-called interrupt injection, which is performed by inserting an injection pulse during acceleration into a normal injection pulse signal.

By the way, during acceleration operation immediately after deceleration operation (hereinafter referred to as re-acceleration operation), vehicle torsional vibration (jerky vibration between the forward direction and backward direction of the vehicle, hereinafter referred to as vehicle vibration) increases and deteriorates drivability. Ta.

For this reason, in Japanese Patent Application No. 60-124349, when transitioning from deceleration operation in which fuel supply to the engine is stopped to re-acceleration operation, the ignition timing is retarded by a predetermined amount, and then the retardation amount is gradually increased. The applicant of the present application has proposed a system that controls vehicle vibration to reduce the vibration.

<Problems to be Solved by the Invention> However, in such a conventional engine, since the ignition timing is retarded during re-acceleration operation regardless of the acceleration operation state, there are the following problems.

That is, as shown in Fig. 6, the vehicle vibration becomes extremely small in the slow acceleration driving range where the throttle valve change rate (acceleration level in acceleration driving state) Δα is small, but when the change rate Δα
is extremely large in the region of rapid acceleration driving.

For this reason, with conventional systems, vehicle vibration can be effectively suppressed during rapid acceleration, but when slow acceleration is performed even though vehicle vibration is small, engine output decreases and acceleration performance deteriorates. There is.

The present invention was made in view of the above-mentioned circumstances, and an object of the present invention is to provide an ignition control device that can both suppress vehicle vibration and improve acceleration performance during re-acceleration driving.

Means for Solving Problems> Therefore, as shown in FIG. 1, the present invention provides a fuel injection amount setting means A that sets the fuel injection amount according to the engine operating state
, a driving means C that drives the fuel injection valve B according to a set fuel injection amount, an ignition timing setting means that sets the ignition timing according to the engine operating state, and an acceleration means that detects the accelerating operating state of the engine. An operating state detecting means E, a decelerating operating state detecting means F that detects the decelerating operating state of the engine, and a determination as to whether or not there is a transition to an accelerating operating state during or immediately after decelerating operation based on the detection signals of these detecting means. re-acceleration determining means G, which retards the set ignition timing by a predetermined amount when it is determined that acceleration operation has started during or immediately after deceleration operation; and ignition timing control means J for controlling the ignition of the ignition plug I according to the ignition timing determined by the acceleration driving state detection means E. The acceleration level determining means causes the ignition timing correcting means H to continue retarding the ignition timing when the acceleration level is determined to be equal to or higher than a predetermined value, while causing the ignition timing correcting means H to continue retarding the ignition timing when the acceleration level is less than the predetermined value. A retard angle correction permission means for stopping angle correction is provided.

<Operation> In this way, when the acceleration level is above a predetermined value, the ignition timing is retarded to suppress a sudden increase in engine output and reduce vehicle vibration, while when the acceleration level is below the predetermined value, the ignition timing is retarded. The timing retardation correction has been stopped to maintain good acceleration performance.

<Example> An example of the present invention will be described below based on FIGS. 2 to 4.

In FIG. 2, an intake passage 2 of an engine 1 is provided with an air flow meter 3 for detecting the intake air flow rate and a throttle sensor 5 as an acceleration operation state detection means for detecting the opening degree of the intake throttle valve 4. The detection signal is input to the control device 6. Further, the engine l is provided with a fuel injection valve 7 for each cylinder. These fuel injection valves 7 are opened by an injection pulse signal corresponding to the fuel injection amount from the control device 6, and fuel is injected and supplied to the engine 1.

Further, each cylinder of the engine 1 is provided with an ignition plug 8.

A high voltage generated by an ignition coil 9 is sequentially applied to these spark plugs 8 via a distributor 10, thereby igniting a spark to ignite and burn the air-fuel mixture. Here, the ignition coil 9 has a power transistor 11 attached thereto.
The timing of high voltage generation is controlled through the The ignition timing is controlled by turning the power transistor 11 on and off.
This is done by controlling the timing with an ignition signal from the control device 6.

A photoelectric crank angle sensor 12 is built into the distributor 10 . Photoelectric crank angle sensor 12
consists of a signal disk plate 14 that rotates together with the distributor shaft 13, and a detection section 15. The signal disc plate 14 is formed with 360 slits 16 for position signals (1° signal) and 4 slits 17 for reference signals (180° signal) in the case of 4 cylinders. One of the slits 17 is also used to identify the #1 cylinder. The detection unit 15 detects the slits 16 and 17, and generates a reference signal including a position signal (position signal of 360 to 180 slits 16 to 180 per rotation of the distribution shaft 13/one rotation of the crankshaft) and a cylinder discrimination signal. is output to the control device 6.

Further, an engine rotation speed signal from a rotation sensor (not shown) and an ON-OFF signal from an idle switch (not shown) for detecting the idle position are input to the control bag R6, and the control device 6 It operates according to the flowcharts shown in FIGS. 3 and 4.

Here, the control device 6 serves as a fuel injection amount setting means, a driving means, an ignition timing setting means, an ignition timing correction means, a re-acceleration determination means, an acceleration level determination means, and a retardation correction permission means,
The control device 6, the ignition coil 9, the distributor 10, and the power transistor 11 constitute an ignition timing control means.

Note that 18 is an idle control valve provided in an auxiliary air passage 19 that bypasses the throttle valve 4 and controls the idle rotation speed, and 20 is an air cleaner.

Next, the operation will be explained according to the flowcharts of FIGS. 3 and 4.

First, to explain the fuel injection control similar to the conventional example, the basic injection amount is calculated based on the intake air flow rate detection signal from the air flow meter 3 and the engine rotation speed detection signal from the rotation sensor, and then based on the cooling water temperature etc. The basic injection amount is corrected to determine the fuel injection amount during steady operation.

Further, during acceleration operation, an acceleration increase fuel injection amount is calculated from the opening speed of the intake throttle valve 4, etc., and this is added to the fuel injection amount to obtain the fuel injection amount during acceleration.

In this way, an injection pulse signal having a width corresponding to the calculated fuel injection amount is output from the control device 6 to the fuel injection valve 7 to operate the fuel injection valve 7. Note that the fuel injection amount during acceleration may be determined by multiplying the fuel injection amount during steady operation by an acceleration increase coefficient. Further, the amount may be increased during acceleration by interrupt injection.

Next, the re-acceleration determination and ignition timing control routine will be explained. The re-acceleration determination routine operates every 10+*s+ec, and various signals such as a rotational speed signal and an opening signal of the intake throttle valve 4 are read in Sl.

In S2, the input signal from the idle switch is currently ON (
Intake throttle valve 4 is fully closed) or OFF (Intake throttle valve 4 is not fully closed)
If it is OFF, the process proceeds to S3, and if it is ON, it is determined that the engine is idling, and the process proceeds to S8.

In S3, it is determined whether the idle switch was ON or OFF during the previous re-acceleration determination (before 10, . . . c), and if it is OFF, the process proceeds to S8, and if it is ON, the process proceeds to S4.

In S4, the engine rotation speed detected at the previous re-acceleration determination exceeds the idle rotation speed, 1ooor, p.

1. Determine whether it is greater than or equal to 1. When YES, it is determined that the previous operation was in deceleration and the idle switch was turned OFF this time, resulting in a transition to re-acceleration operation, and the process proceeds to S5; when No, the process proceeds to S8. Therefore, the idle switch and the rotation sensor constitute deceleration operation state detection means.

In S5, the flag = 1 indicates that the re-acceleration operation is currently in progress.
, and the process proceeds to S6.

In S6, the ignition timing is forcibly set to 20 degrees ATDC (after top dead center) and corrected ignition! 1IIHAD■ is retarded and output.

In S7, the retard angle decrease in is set to zero.

In S8, a flag indicating that the operation is not during re-acceleration; O
It is stored in RAM as .

Next, to explain the ignition timing control routine, this control routine operates every time a reference signal (180° signal in the case of a 4-cylinder engine) is input. Load.

In Si2, the rate of change Δα of the intake throttle valve per unit time is calculated from the intake throttle valve opening degree read last time and the intake throttle valve opening degree read this time, and the process proceeds to 513.

In S13, it is determined from the calculated rate of change Δα whether or not the driving is accelerated. If YES, the process proceeds to S14; if NO, the process proceeds to 318.

In S14, it is determined whether the flag stored in the RAM is 1 or 0, and when the flag is 1, it is determined that it is time to re-accelerate.
If the flag=O, the process advances to 818.

In S15, the calculated rate of change Δα (acceleration level)
It is determined whether or not is greater than or equal to a predetermined value Δα1. And YES
When this is the case, it is determined that the acceleration level is a predetermined value Δα1 or more, and the process is in a rapid acceleration operation, and the process proceeds to S16. When the answer is No, it is determined that the slow re-acceleration operation is being performed, where the acceleration level is less than the predetermined value Δα1, and the process proceeds to 31B.

In S16, the retard angle reduction -31n is set to 1'' and the process proceeds to S17. Here, the retard angle reduction In may be 2°.

In S17, the retarded corrected ignition timing ATDC
A new corrected ignition timing HADV is set by adding the retard angle reduction in to 20 degrees and advancing the angle by 1 degree.

On the other hand, in step 318, a corrected ignition timing HAD■ corresponding to the carbureting operation state is searched from the ignition timing map based on the detected engine speed and the calculated basic injection amount.

In S19, the power transistor 11 is operated to ignite the spark plug 8 based on the corrected ignition timing HADV obtained in S17 or 31B and the basic ignition timing set according to the engine operating state.

In this way, as shown in FIG. 5, the ignition timing is retarded to the maximum extent possible when the idle switch is switched from ON to OFF and a re-acceleration determination is made. During rapid acceleration operation, the ignition timing is gradually advanced as time passes, as shown by the broken line in FIG. Therefore, even if large vehicle vibrations are likely to occur during rapid acceleration driving, a sudden increase in engine output can be suppressed by the retardation correction, and thus vehicle vibrations (acceleration shocks) can be suppressed.

On the other hand, when it is determined that the operation is a slow re-acceleration operation, the retardation correction is stopped and the ignition is controlled based on the ignition timing according to the engine operating state, so it is possible to suppress the decrease in engine output and maintain good acceleration performance. can.

During this gentle re-acceleration operation, as shown in FIG. 6, the vehicle vibration is extremely small and does not cause deterioration in driving performance even if the ignition timing is not retarded.

<Effects of the Invention> As explained above, the present invention retards the ignition timing only during sudden acceleration driving at a predetermined acceleration level or higher, thereby suppressing vehicle vibration during sudden acceleration driving. Good acceleration performance can be maintained during slow re-acceleration operation.

[Brief explanation of the drawing]

Fig. 1 is a diagram corresponding to the claims of the present invention, Fig. 2 is a configuration diagram showing an embodiment of the present invention, Figs. 3 and 4 are flow charts of the same, and Fig. 5 is a diagram for explaining the operation of the same. 6 are diagrams for explaining the conventional drawbacks. 4...Intake throttle valve 5...Switch sensor 6.
...Control device 7...Fuel injection valve 8...Ignition plug 9...Ignition coil 10...Distributor 11...Power transistor patent applicant Japan Electronics Co., Ltd. Agent Patent attorney Tomiji Sasashima Figure 2 Figure 2 2n Figure 4 Figure 5 ('IN Ohsara Kajin ∆Pe Proceedings Chief Official Book 1) February 27, 1985 Commissioner of the Patent Office Black 1) Ming Yu 1, Indication of the case Showa 1961 Patent Application No. 284383 2, Title of Invention Ignition Control for Electronically Controlled Fuel Injection Internal Combustion Engine? 11 Device 3, Relationship with the case of the person making the amendment Patent applicant address 1671 Kasuyo-cho, Isesaki City, Gunma Prefecture 1 name
Japan Electronics Co., Ltd. Representative: Shigemi Sugino 4, Agent Address: Daisan Mori Building, 4-10 Nishi-Shinbashi-chome, Minato-ku, Tokyo Claims (2) Detailed Description of the Invention Column 6, Amendments Contents (1) Amend the claims as shown in the attached sheet. (2) On page 5, line 17 of the specification, the phrase "acceleration level" is corrected to "acceleration level". What is claimed is: fuel injection amount setting means for setting the fuel injection amount according to the engine operating state; driving means for driving the fuel injection valve according to the set fuel injection amount; and ignition according to the engine operating state. Ignition timing 3177 setting means for setting the timing, acceleration operation state detection means for detecting the acceleration operation state of the engine, deceleration operation state detection means for detecting the deceleration operation state of the engine, and based on the detection signals of these detection means. Re-acceleration determination means for determining whether acceleration operation has started during or immediately after deceleration operation, and determining the set ignition timing when it is determined that production operation has started during deceleration operation or immediately after An ignition control device for an electronically controlled fuel injection internal combustion engine, comprising an ignition timing correction means for quantitatively retarding the ignition timing, and an ignition timing control means for controlling the ignition of an ignition plug in accordance with the retarded ignition timing. acceleration level determining means for determining whether the acceleration level is equal to or higher than a predetermined value based on the detection signal of the driving condition B detecting means; and retardation correction by the ignition timing correcting means when the acceleration level is determined to be equal to or higher than the predetermined value. ignition control for an electronically controlled fuel injection type internal combustion engine, characterized in that the ignition control for an electronically controlled fuel injection type internal combustion engine is provided with a retardation correction permission means for causing the retardation correction by the ignition timing correction means to continue, while stopping the retardation correction by the ignition timing correction means when the acceleration level is less than a predetermined value. Device.

Claims (1)

[Claims] A fuel injection amount setting means for setting the fuel injection amount according to the engine operating condition, a driving means for driving the fuel injection valve according to the set fuel injection amount, and an ignition for setting the ignition timing according to the engine operating condition. a timing setting means; an acceleration operation state detection means for detecting the acceleration operation state of the engine; and a deceleration operation state detection means for detecting the deceleration operation state of the engine; re-acceleration determination means for determining whether or not acceleration operation has started; and ignition timing that retards the set ignition timing by a predetermined amount when it is determined that deceleration operation or acceleration operation has started immediately after. In an ignition control device for an electronically controlled fuel injection internal combustion engine, comprising a correction means and an ignition timing control means for controlling ignition of an ignition plug according to the retarded ignition timing, the detection signal of the acceleration operation state detection means is provided. acceleration level determining means for determining whether the acceleration level is equal to or higher than a predetermined value based on the acceleration level; An ignition control device for an electronically controlled fuel injection type internal combustion engine, comprising: retard correction permission means for stopping the retard correction by the ignition timing correction means when the value is less than the value.