KR830003008A - Engine ignition timing control method and device - Google Patents

Abstract

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Description

Engine ignition timing control method and device

As this is a public information case, the full text was not included.

1 is a block diagram showing an embodiment of an ignition timing control system of an engine according to the present invention.

FIG. 2 is a block diagram showing the interface circuit structure in FIG.

3 is a waveform diagram of an essential part of the circuit shown in FIG.

4 is a circuit diagram showing a specific circuit configuration of the rust detection device of FIG.

FIG. 5 is a waveform diagram in the main part for explaining the operation of the circuit shown in FIG.

6 is a flowchart illustrating the overall procedure of the engine control system according to the present invention.

7 and 8 are flowcharts showing the knock signal processing routine shown in FIG. 6, where FIG. 7 uses a hardware circuit, and FIG.

9 is a flowchart showing the ignition timing control routine of FIG.

FIG. 10 is a flow chart showing an alternative example of the example shown in FIG.

FIG. 11 is a flowchart showing another embodiment of the ignition timing control routine shown in FIG.

12 is a view showing the measurement results of the apparatus of the present invention.

Claims (12)

First steps 510 and 512 for taking engine rotation information and load information to calculate engine ignition timing data θADV, and the knock signal NP according to the knock size is detected. The second step 504 for detecting the second step 504, the third step 530 for calculating the perceptual correction value ΔθADV ₁ for correcting the ignition timing in the perceptual direction according to the knock signal, and the corrected value ΔθADV. ₁ ) a fourth step 546 to 550 for perceptually correcting the ignition timing data θADV and the progressive correction of the ignition timing data θADV synchronously by the required angle correction value θADV ₂ based on ₁ ). An ignition timing control method for an engine comprising five steps (557 to 560, 557A and 560A) and a sixth step (552) for setting the ignition timing based on the ignition timing data (θADV). Method according to claim 1, wherein the second to fourth staff are executed by an interruption signal (KIR) generated in response to the knock signal from the knock detector (30). Method according to claim 2, characterized in that the interruption signal is the first of a series of pulses (KNCRP) detected by the generation of knock (Fig. 8). The method of claim 1 wherein the second staff detects the knock signal by counting a knock pulse (KNCKP) detected from the knock detector (30) following the centrifuge (234). Method according to claim 4 for generating an interruption signal for executing the second and third steps after completion of the knock pulse counting (FIG. 7). The method according to claim 1, wherein the second step causes the knock pulse to be detected by counting the knock pulse for a predetermined period from the start of knock. The method according to claim 1, further comprising a seventh step (600 to 604) which stops the operation from the first step to the fifth step when the engine speed reaches a predetermined speed or more. . First steps 510 and 512 for calculating engine ignition timing data θADV by taking engine rotation information and load information, and correcting ignition timing data θADV of the engine when the engine knock is detected. 2nd staff 504, FIG. 7 or FIG. 8 544-552 to say. An engine for setting the ignition timing based on the third staffs 557, 558, 560, and 552, each of which corrects the ignition timing data θADV by the required angle correction value θADV ₂ at a predetermined time period, and the ignition timing data θADV. To control the timing of ignition. First steps 510 and 512 for calculating engine ignition timing data θADV by taking engine rotation information and load information, and when ignition timing of the engine is detected, the engine ignition timing data θADV is used as a perceptual orientation. staff of the second modifying (504, seventh degree and 8 degrees. 544 ~ 552), a third staff to the ignition timing data (θADV) advance correction value (θADV ₂₎ ignition cycle the advance angle modified by consuming the (557, 558, 560, and 552, a fourth step (552) for setting the ignition timing based on the ignition timing data (θADV). The method according to claims 8 to 9, wherein the advance correction value [theta] ADV ₂ is changed depending on the engine speed. Means (510, 512) for calculating the engine ignition timing (θADV) by taking engine rotation information and load information; means for detecting the knock of the engine and detecting the knock signal (NP) depending on the size of the knock (30,232- 238,504, means (530,528A) for calculating the perceptual correction value ΔθADV ₁ for correcting the ignition timing in the perceptual direction due to the knock signal NP, and the ignition timing based on the correction value ΔθADV ₁ . Apparatus for correcting data θADV 546 to 550, Apparatus for periodically correcting the ignition timing data θADV by required angle correction value θADV ₂ 557 to 560, 557A to 560A, An engine ignition timing correction device comprising: devices (20, 60) for setting the ignition timing based on the ignition timing data (θADV). ※ Note: The disclosure is based on the initial application.