KR930005034B1 - Ignition timing control apparatus - Google Patents

Abstract

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Description

Ignition timing controller of internal combustion engine

1 is a block diagram of an ignition timing control apparatus of an internal combustion engine according to an embodiment of the present invention.

2 is a waveform diagram of operating parts of FIG.

3 is a block diagram of an ignition timing control device of an internal combustion engine according to another embodiment of the present invention.

4 is a block diagram of a ignition timing control device of a conventional internal combustion engine.

5 is a frequency characteristic diagram of an output signal of an acceleration sensor.

6 and 7 are operational waveform diagrams of each part of FIG.

8 is a block diagram of a conventional ignition timing control device of another internal combustion engine.

FIG. 9, FIG. 10, and FIG. 11 are operational waveform diagrams of FIG.

12 and 13 are examples of integrated voltages when failing an integrator.

14 and 15 are block diagrams of respective main parts of the present invention.

* Explanation of symbols for main parts of the drawings

1: acceleration sensor 3: analog gate

4 Timing Controller 6 Comparator

11 switching circuit 12 ignition coil

23: ideal phase 24: integrator

25: A / D converter 26: distribution circuit

27 to 30: memory 41, 42: reset pulse generator

The present invention relates to an ignition timing control device of an internal combustion engine, in particular to suppressing knocking of the internal combustion engine.

4 shows a ignition timing control device of a conventional internal combustion engine, in which (1) is installed in an engine, an acceleration sensor for detecting vibration acceleration of the engine, and (2) has a high sensitivity to knocking among the output signals of the acceleration sensor (1). A frequency filter for passing a signal component of frequency, (3) an analog gate for blocking noise that is a disturbing wave against knock detection in the output signal of the frequency filter (2), and (4) an ana response in response to the occurrence of disturbing noise. Gate timing controller for controlling the opening and closing of the log gate (3), (5) is a noise level detector for detecting the level of mechanical vibration noise of the engine other than knocking, (6) is the output voltage and noise level of the analog gate (3) The comparator comparing the output voltage of the detector 5 and generating the knock detection pulse, (7) integrates the output pulse of the comparator 6, and the integrator generating the integrated voltage according to the knocking intensity, (8) An ideal phase shifter for displacing the position of the reference ignition signal according to the output voltage of the branch 7, (9) is a rotation signal generator for generating an ignition signal according to a predetermined ignition timing characteristic, (10) is a rotation signal generator 9 The waveform shaping circuit for shaping the output of the waveform and simultaneously controlling the closing angle of the energization of the ignition coil 12, and the switching circuit 11 for interrupting the feeding of the ignition coil 12 in response to the output signal of the phase shifter 8. to be.

In FIG. 5, the acceleration sensor 1 shows the frequency characteristic of the output signal. (A) is the case where there is no knocking, (B) is the case where knocking has occurred. In addition to the knock signal (signal generated by knocking), the output signal of the acceleration sensor 1 includes mechanical noise of the engine and various noise components carried on the signal transmission path, for example, ignition noise. . Comparing (A) and (B) of FIG. 5, it can be seen that the knock signal has a characteristic frequency characteristic. Therefore, in the distribution, the engine is different and there is a difference by the difference in the attachment position of the acceleration sensor 1, and in each case, there is a clear difference by the presence or absence of knocking. By passing the frequency component of this knocking signal, noise of other frequency components can be suppressed and the knock signal can be detected efficiently.

6 and 7 show operation waveforms of respective parts of the conventional apparatus, and FIG. 6 shows modes in which knocking has not occurred, and FIG. 7 shows modes in which knocking has occurred. 6 and 7 describe the operation of the conventional apparatus. The ignition signal generated by the rotation signal generator 9 in response to the ignition timing characteristic set in advance by the rotation of the engine is waveform-shaped by an opening / closing pulse having a desired closing angle by the waveform shaping circuit 10, and the ideal phaser 8 The engine is driven by the ignition voltage of the ignition coil 12 generated when the switching circuit 11 is driven to interrupt the power supply of the ignition coil 12 and the interruption of the energizing current. The engine vibration occurring during the operation of this engine is detected by the acceleration sensor 1.

If the engine knocking is not occurring now, mechanical vibration due to knocking does not occur, but mechanical noise or ignition timing (as shown in Fig. 6 (a)) appears in the output signal of the acceleration sensor 1 due to other mechanical vibration. F) ignition noise carried on the signal transmission path is generated.

This signal passes through the frequency filter 2, so that the mechanical noise component is significantly suppressed, as shown in FIG. 6 (b). However, the ignition noise component is strong, so that the signal is output at a large level even after passing through the frequency filter 2. . So far, the ignition noise is mistaken for the knock signal, so that the analog gate 3 is ignited by the output of the gate timing controller 4 triggered by the output of the phase shifter 8 (Fig. 6 (c)). Closes its gate for some time and blocks ignition noise. For this reason, only low-level mechanical noise remains at the output of the analog gate 3 as shown in (d) of FIG.

On the other hand, the noise level detector 5 responds to a change in peak value with respect to the output signal of the analog gate 3, and in this case, has a characteristic capable of responding to a relatively mild change caused by the peak value of mechanical noise in general. DC voltage slightly higher than the peak value of noise is generated (Fig. 6 (d) (b)).

Therefore, as shown in FIG. 6 (d), the output of the noise level detector 5 is larger than the average peak value of the output signal of the analog gate 3, so that the output of the comparator 6 comparing them is sixth. As shown in Fig. (E), nothing is output, and all noise signals are eventually removed.

For this reason, the output voltage of the integrator 7 is zero, as shown in FIG. 6 (f), and the ideal angles (phase difference between the input and output sixth g and g) by the abnormal phase 8 are also zero.

Therefore, the opening and closing phase of the switching circuit 11 driven by this output, that is, the energizing phase of the ignition coil 12, is in phase with the reference ignition signal of the waveform shaping circuit 10 output, and the ignition timing is the reference ignition timing. do.

When knocking has occurred, the output of the acceleration sensor 1 includes a knock signal in the vicinity of the time delay at the ignition timing as shown in FIG. 7 (a), and after passing through the frequency filter 2 and the analog gate 3 As shown in Fig. 7 (d), the signal has a large overlapping knock signal with mechanical noise.

Since the rising section of the knock signal is steep among signals passing through the analog gate 3, the response of the output voltage of the noise level detector 5 is delayed with respect to the knock signal. As a result, the input of the comparator 6 becomes (a) and (b) of Fig. 7d, respectively, so that a pulse is generated at the output of the comparator 6 as shown in Fig. 7e.

The integrator 7 integrates the pulse and generates an integrated voltage as shown in FIG. 7 (f). The phase shifter 8 phase shifts the output signal (Fig. 7 (g) (reference ignition signal)) of the waveform shaping circuit 10 to the delay side in time according to the output voltage of the integrator 7. The output of the X1) delays the phase shift from the reference ignition signal phase of the waveform shaping circuit 10, and drives the switching circuit 11 in the phase shown in FIG. As a result, the ignition timing is delayed, and knocking is suppressed. As a result, the state of FIG. 6 and FIG. 7 is repeated, and optimal ignition timing control is performed.

However, since the conventional apparatus is configured as described above, the output reduction speed of the integrator 7 (speed of returning to the front side of the timing at which the ignition timing is directed as a reference) is a large time constant as the ultra-digit characteristic per degree of rotation angle of the engine. . This reduction speed is a controllability characteristic that the return speed is too fast toward the timing advance side of the ignition timing, and is rapidly entered into the knock area so that a large knock does not occur.

Therefore, to calculate the knock detection amount per knock detector at the output of the integrator 7, the output of the integrator 7 is obtained immediately before and immediately after the knock detection, and the difference between the respective values and eventually one knock detection is obtained. It is necessary to find the output change of the integrator 7 by this, and a complicated operation is required. It is difficult to obtain simply by reading the integrator 7 value at the time of knock detection. Therefore, for example, the output of the integrator 7 before knocking is stored, and when the knock occurs, the difference between the output of the integrator 7 immediately before knocking and just after knocking must be determined.

On the other hand, recent engine control tends to be more advanced, and the control tends to be finer for every cylinder, and the engine output is increased by making the electric cylinder a better combustion state. In performing such control, it is necessary to detect the generation amount for each knock generation and to obtain the knock generation amount for each cylinder. However, in the conventional apparatus, a complicated operation is required to determine the amount of occurrence of each knock occurrence at the output of the integrator 7, and there is a problem that the circuit size is more easily increased to obtain the occurrence of knock for each cylinder. there was.

For this reason, in order to solve the above-mentioned problems, the knock control apparatus which can detect easily the generation amount for every knock occurrence, and can easily calculate the knock generation amount for each cylinder is proposed.

DESCRIPTION OF THE PREFERRED EMBODIMENTS The following describes a conventional apparatus with reference to the drawings.

In Fig. 8, (1) to (6), (11), and (12) are the same parts as those shown in Fig. 4 above, respectively, and thus their explanations are omitted. 21 is a cylinder pulse generator for generating a cylinder pulse corresponding to the ignition operation of each cylinder of the engine, 22 is a cylinder pulse generator for generating the cylinder pulse, and 22 is a cylinder pulse generator for receiving the cylinder pulse. The closing rate control circuit outputting the closing rate removal ignition pulse to secure the energization time of the, (23) is an ideal phase outputting the late timing control of the angle according to the control voltage to the ignition pulse, 24 is a comparator ( It is an integrator that receives the knock pulse in 6) and outputs an integrated voltage proportional to the 2 hour width, which is different from the conventional device integrator 7 of FIG. 4 described above, and the function of gradually decreasing the integrated voltage over time is By the output ignition pulse of the phase shifter 23, the integral voltage is reset for each ignition, for example, during ignition. Numeral 25 denotes an A / D converter which converts the integral voltage in the integrator 24 into a digital signal and outputs the digital signal. 26 denotes a distribution circuit for distributing and outputting the digital signal in correspondence with the knock generator cylinder. The output of the circuit 26 is four outputs corresponding to the number of cylinders.

(27) to (30) are memories for storing the digital signals from the distribution circuit 26 corresponding to each cylinder, for example, and the memory 27 stores the knock amount generated in one cylinder. (31) generates a pulse at a predetermined interval, and a clock pulse generator (32) for outputting clock pulses to the memory (27) to (30) to subtract the stored values of each of the memory (27) to (30), A selection circuit for selecting and outputting only data corresponding to the ignition cylinder at each output of the memory 27 to 30, 33 is a reference pulse generator for generating a reference pulse corresponding to the reference cylinder among the four cylinders of the engine. (34) corresponds to a predetermined cylinder for each operation state of the distribution circuit 26 and the selection circuit 32 in the reference pulse in the reference pulse generator 33 and the ignition pulse in the closing rate control circuit 22. It is a cylinder selection pulse generation circuit which generates a cylinder selection pulse sequentially. 40 detects a failure such as disconnection of the signal line between the frequency filter 2 of the acceleration sensor 1 or short circuit to ground, detects an abnormal voltage of the noise level detector 5 output, and integrates the fail signal ( 24 is a fail detection circuit which sends a fail signal KF to another fuel control device, a vehicle diagnostic device, etc. in parallel.

9 and 10 are diagrams showing the operating waveforms of the respective parts of FIG. 8, and the respective waveforms of the same reference numerals of FIG. 6 and FIG. It is the same part as each waveform.

Basic operations are first performed using FIGS. 9 and 10. When the knock of the engine does not occur, the two kinds of inputs of the comparator 6 are as shown in FIG. 9 (d), and the output of the comparator 6 is not included in (a) of FIG. 9 (d). In Fig. 9 (e), no pulse is output. Therefore, there is no output at the output of the integrator 24 (Fig. 9 (f)). For this reason, since there is no memory value of the memory 27 to 30 and there is no output of the selection circuit 32, there is no output between the input (Fig. 9 (g)) and the output (Fig. 9 (h)) of the abnormal phase 23. There is no phase difference of and the ignition timing becomes the reference position.

Next, a case where knock occurs in the engine will be described using FIG. The two types of inputs of the comparator 6 are shown in FIG. 10 (d), and the knock signal appears in (a) of FIG. 10 (d). Therefore, a knock pulse is generated in the comparator 6 as shown in FIG. Is output and this pulse is integrated in integrator 24. Since knock detection is performed corresponding to each cylinder here, the output of the integrator 24 is reset by the output of the abnormalizer 23 for every ignition. For this reason, the output of the integrator 24 is maintained at a constant value from the knock detection to the reset. These are performed for each ignition in the ignition cycle. This operation is different from the conventional apparatus. The output (integrated voltage) of the integrator 24 is digital signal converted as the A / D converter 25. The distribution circuit 26 identifies the knock generation cylinder by means of the cylinder selection pulse in the cylinder selection pulse generator 34, and A in the memory 29 corresponding to the knock generation cylinder, for example, the third cylinder. The digital signaled integral voltage at the / D converter 25 is input. The memory 29 stores the integrated voltage in the distribution circuit 26. The selection circuit 32 selects the memory 29 corresponding to the third cylinder by the cylinder selection pulse in the cylinder selection pulse generator 34 and outputs the output to the phase shifter 23. In this case, since knock occurs in the third cylinder, the output of the memory 29 is selected and input from the abnormality device 23 during the ignition operation of the third cylinder. In Fig. 10, knocking occurs in the following cylinders, and therefore, knocking occurs in the fourth cylinder in the case of an engine having four cylinders. The output of the integrator 24 in this case is selected as the distribution circuit 26 and stored in the memory 30. The output of the memory 30 is input to the phase shifter 23 during the ignition operation of the fourth cylinder by being selected by the selection circuit 32.

Next, the control for each cylinder will be described in detail using the waveform of FIG. In the figure, (S) represents the ignition cylinder, (e) the output of the comparator 6, (f) the output of the integrator 24, (j), (k), (l), (m) The memory values (p) of the memory 27 to the memory 30, respectively, (p) are the outputs g of the selection circuit 32, and (h) are the inputs and outputs of the phase shifter 23, respectively.

As shown in Fig. 11E, the output of the comparator 6 shows a knock pulse, and knocking occurs in the third cylinder, the second cylinder, the third cylinder, the fourth cylinder, and the second cylinder in this order. . When these are converted from the integrator 24 to the integral voltage, the output becomes as shown in Fig. 11 (f). Here, K1, 2, K3, and K5 each indicate the knock level of detection, the smaller one is in the order of K1, K2, K3, K5, and K5 represents the largest knock. Knock occurs in the third cylinder at time t ₁ , and the output of the integrator 24 becomes the voltage K5. This voltage K5 is converted into a digital signal by the A / D converter 25 and input to the distribution circuit 26. The distribution circuit 26 selectively outputs the digital signaled integral voltage K5 to the memory 29 at the ignition time t ₂ of the fourth cylinder, thereby storing it in the memory 29 at the time t ₂ . do. As a result, the memory value of the memory 29 becomes the voltage K5 (FIG. 11 (l)), and then knock occurs in the second cylinder at time t ₃ , and the integral voltage ( 25 is converted into a digital signal and selectively inputted into the memory 28 by the distribution circuit 26, and stored in the memory 29 at time t ₄ (Fig. 11 (k)). The time t ₄ is the ignition timing of the first cylinder, after which the ignition operation of the next third cylinder is entered.

At this time, the voltage K5 is output to the memory 29 (FIG. 11 (p)) and input to the phase shifter 23. As a result, in the phase shifter 23, the next ignition timing is delayed by an angle θ ₅ corresponding to the voltage K5 (output to the input eleventh g of the phase 23) (11th) phase delay in FIG. (h)), is ignited at time (t _5). Although the ignition occurs at the time t ₅ of the angle θ ₅ delay angle than the reference ignition timing, knocking occurs again in the third cylinder at the time t ₆ . This level is K2, and the integrated voltage K2 corresponding thereto is input to the memory 29 at the ignition timing (time t ₇ ) of the next fourth cylinder. At this time, since the voltage K5 is all stored in the memory 29, the voltage K2 is virtually stored therein, and the voltage K7 is newly stored (Fig. 11 (l)). For ignition at time t ₇ (reference ignition timing), knock occurs at time t ₈ in the fourth cylinder, and an integrated voltage K3 is output. This voltage K3 is stored in the memory 30 at the ignition timing (time t ₉ ) of the next second cylinder.

On the other hand, the ignition operation of the next second cylinder is performed at time t ₇ , but at this time, since the voltage K 5 is stored in the memory 28, the voltage K 5 is selectively selected by the selection circuit 32. It is input to (23). As a result, the next ignition timing is a time t ₉ later than the reference by the angle θ ₅ corresponding to the voltage K5. With respect to the ignition at this time t ₉ , knocking occurs in the second cylinder at time t ₁₀ , and the integrated voltage K is output. This voltage K1 is added to the memory 28 at the time t ₁₁ of the next ignition timing, and the memory value of the memory 28 becomes the voltage K6. Although the ignition operation of the third cylinder at a time (t _11), wherein it is the voltage (K7) stored in the memory 29, then the ignition timing (t ₁₂₎ is the reference member than the angle (θ _7).

Similarly, the delay angle control is repeated, and the ignition timing (time t ₁₃ ) of the next fourth cylinder is delayed by an angle (θ ₃ ) than the reference, and the ignition timing (time t ₁₄ ) of the second cylinder is then angled from the reference. (θ ₆ ) is delayed.

As described above, when the ignition timing is delayed according to the knock detection amount (integrated voltage) so that knocking does not occur in the engine, it is timed ahead of the ignition timing at a predetermined speed in the direction of the reference next, and it is necessary to approach the knock limit. Done. Here, the clock in the clock generator 31 subtracts the memory values of the memory 27 to 30 at a predetermined rate, thereby reducing each memory value, and reducing the input voltage to the ideal device 23 to reduce the late timing angle. And close to the standard.

As described above, the abnormality device 23, the integrator 24 to the selection circuit 32, and the cylinder selection pulse generation circuit 34 in the present embodiment include a fuel control of the engine and generate power with fine control. It's easy, and you can do it with a more advanced system.

In addition, as in the conventional apparatus shown in FIG. 4, the timing can be controlled uniformly with respect to the electric cylinder at the same angle, and in this case, the distribution circuit 26 and the selection circuit 32 for cylinder selection are fixed and memoryd. Only one of the memories (27) to (30) may be used, and it is also possible to switch between the cylinder-specific control and the electrical uniformity control in the above description so as to perform appropriately.

The fail detection circuit 40 generates a short-circuit to the disconnection of the signal line connecting the acceleration sensor 1 and the frequency filter 2, the ground, and the like, and the output of the acceleration sensor 1 is normally input to the frequency filter 2. If not, the fail signal KF is output. In general, disconnection of a signal line is most likely to occur (for example, poor contact at a connector portion). The fail signal KF is output even when the operation state of the noise level detector 5 is abnormal. This means that even if the signal line between the acceleration sensor 1 and the frequency filter 2 is in a normal state, it may be out of the normal setting state for some reason, for example, the processing signal becomes very large, and the comparison reference voltage cannot be output normally. Sense and output a fail signal (KF). When the integrator 24 inputs the fail signal KF to the fail detection circuit 40, the integrator 24 operates irrespective of the signal from the comparator 6 and outputs an integrated voltage at the time of failing.

12 and 13 show an example of the integrated voltage during the failing. The example of FIG. 12 basically outputs the maximum integrated voltage VoMAX capable of outputting the integrator 24 at all times. However, the output ignition signal of the phase shifter 23 is used to control the ignition timing (time of symbol F). Set, and repeats every zero upon ignition. In FIG. 13, the integrator 24 is reset by the output ignition signal of the phase shifter 23. In the fail detection circuit 40, a fail signal KF is applied to the integrator 24. The ignition signal may be invalidated. When the integrated voltage VoMAX is always output in this manner, the mode voltage VoMAZ of the memories 27 to 30 is stored, and is set to a desired fail-ignition timing when no knock occurs. In this case, the failure is controlled by the output maximum value VoMAX of the integrator 24, but may be an intermediate value other than this, and can be determined by adding the knock characteristic of the engine and other characteristics. The fail signal KF may be input to the fuel control device, and the engine control may be performed comprehensively, or may be input to the diagnostic device to generate total control including the generation of an alarm and other control devices.

In the ignition timing control device of the conventional internal combustion engine as described above, the integrator 24 is reset by the ignition signal of the output of the phase shifter 23 so that the integral voltage of the output becomes zero at each ignition timing.

As described above, this reset is a process necessary for reading the knock detection amount for each ignition (per knock occurrence). However, when the reset is repeatedly performed for each ignition as in the conventional apparatus of FIG. 8, the reset time is set at once. According to this, there is a problem in that knock detection is imparted and knock detection cannot be performed.

The above problem occurs in the high rotation range of the engine in which the ignition period is short when the reset time is set in an easy-to-corresponding time pulse.

That is, if the reset time is a fixed time, the reset time converted into the engine rotational angle becomes a large rotational angle as the engine rotational speed becomes high, and thus extends to the knock generation range after ignition. This is because the reset time is set in the generation range.

If the reset time is performed at an angle that complicates processing, the reset time is not spread to the knock generation range without being constrained by the rotational speed of the engine. However, since the reset time (absolute time) is shortened in the high rotation range, there is a problem that the possibility that the integral voltage of the integrator 24 cannot be reliably reset to zero at all times is harmful.

SUMMARY OF THE INVENTION The present invention has been made to solve such a problem, paying attention to the characteristics of knock generation so that the reset cycle is longer than that without the ignition cycle, and the reset which does not change with the above-described reset process in practice can be performed. The purpose is to obtain an ignition timing control device for an internal combustion engine.

An ignition timing control apparatus of an internal combustion engine according to the present invention includes a knock sensor for detecting knock information of an engine, a knock discriminator for discriminating knock generated in each cylinder of the engine from the knock sensor output, and a knock discriminator output. An integrator for outputting an integrated voltage and zeroing the integrated voltage in response to an ignition operation, an integrator for integrating the integrated voltage, an ideal controller for abnormally controlling the ignition signal by the integrator output, and the output of the integrator A reset pulse generation circuit for bringing the integrated voltage to zero in synchronization with the ignition signal at intervals equal to or more than a predetermined time of the ignition cycle, and a switching circuit for interrupting the energization of the ignition coil in response to the output of the abnormal phase.

In the present invention, the reset generation circuit generates a reset pulse so that the integral voltage of the integrator is made zero in synchronization with the ignition signal at intervals of two or more times the ignition period.

The knock characteristic which arises in the engine based on this invention is demonstrated.

The knock level normally controlled is a slight level called a trace knock. The frequency of occurrence of trace knock is small, and there is no level that occurs every ignition. In the matching we are doing, trace knocks occur on average a few seconds apart and are separated by a predetermined number of ignitions.

Therefore, the reset of the integrator is meaningless even if performed for each ignition and does not need to be performed for each ignition. The present invention has been made in view of this point, and will be described below with reference to the accompanying drawings.

1 is a block diagram showing an ignition timing control apparatus of an internal combustion engine according to an embodiment of the present invention. In Fig. 8, each part having the same reference numeral as that of the conventional apparatus shown in Fig. 8 is the same or equivalent part, and thus the description thereof is omitted. Reference numeral 41 denotes a reset pulse generator, which generates reset pulses for every predetermined number of signals based on the output of the abnormalizer 23.

FIG. 2 shows the operation waveform of FIG. 1, FIG. 2G is an ignition pulse which is the output of the phase shifter 23, and FIG. 2 is an output of the reset pulse generator 41. FIG. FIG. 2 (j) counts the ignition pulses of FIG. 2 (g) and outputs every predetermined number, and the integrator 24 is reset every time the igniter is performed a predetermined number of times.

Since the trace knock controlled as described above has a small frequency of occurrence, the knock detection cannot be performed two or more times within the reset interval, so that the integrated voltage of the integrator 24 for each knock detection can be read as it is.

FIG. 2 (k) is the output of the fail detection circuit 40 and corresponds to FIG. 12 described in the conventional apparatus. As with the reset of the integrator 24, the level becomes zero whenever the ignition is performed a predetermined number of times. .

In the above, the reset pulse is repeatedly generated every predetermined number of times, and the reset is repeated at a constant cycle. However, the reset is not limited to this. The reset can be performed at an appropriate interval. In order to reset in synchronization with the rotation period of the engine, the output of the reference pulse generator 33 may be input to the reset pulse generator 41 in place of the output of the ideal device 23.

By the way, although the interval in which the reset pulses generated by the reset pulse generator 41 are generated is inappropriate for the ignition operation, or basically, the knock detection and the reset overlap in time efficiently, but the knock generated in the original engine is effective. Is a race knock, and it is not particularly considered to be a minor one, since the failure of one knock detection does not cause trouble of the engine which immediately increased.

As described above, the embodiment of FIG. 1 is easy for the reset pulse generator 41 to generate a reset pulse whenever a predetermined number of output ignition pulses of the abnormal device 23 are input, but is probabilistically reset. And knock detection may overlap at the same time, which is almost harmless and does not need to be considered. However, there is a problem that requires examination.

The embodiment shown in FIG. 3 solves the concern of the embodiment of FIG.

In the drawing, reference numeral 42 denotes a reset pulse generator, which is different from the reset pulse generator 41 and is only output when the integral voltage of the integrator 24 is output (only when knock detection is performed in the end). In synchronism with this, a reset pulse equivalent to that of the conventional apparatus of FIG. 8 or the embodiment of FIG. 1 is output, the integrator 24 is reset, and the integral voltage output is zero.

The same point is apparent when the output of the A / D converter 25 is used for the output of the integrator 24 of the input to the reset pulse generator 42.

Next, another embodiment will be described with reference to FIG. FIG. 20 shows only a part relating to an embodiment of the present invention of the FIG. 8 conventional apparatus, and (6, 24, 25) are equivalent parts to those of FIG.

In Fig. 20, reference numeral 62 denotes a knock interval detector for detecting a transient knock at an output pulse interval of the comparator 6, and 63 denotes a pulse for outputting a pulse having a predetermined time width in accordance with the output of the transient knock interval detector 62. Generator.

When the output pulse interval of the comparator 6 is 0.1 ms or less, the knock interval detector 62 detects the occurrence of transient knock and generates an output. The pulse generator 63 outputs a pulse of a predetermined time width according to this, and inputs it to the integrator 24 so that the integrator 24 weighs the output according to the transient knock. As in the case of FIG. 6, since control is performed for each knock generation and for each knock generation cylinder, transient note control is sequentially performed for the transient knock generation cylinder for each transient knock generation. It is easily possible to weigh the output of the integrator 24 by changing and controlling the generated pulse width of the pulse generator 63.

FIG. 21 shows another embodiment only with respect to the part relating to the embodiment of the invention, similarly to FIG. 20, and (6), (24) and (25) are equivalent parts. Reference numeral 64 denotes a weight correction signal generator that outputs an analog amount for overweight correction in accordance with the output from the knock interval detector 62. Reference numeral 65 denotes an adder for calculating the output of the integrator 24 and the amount of analog in the weight correction signal generator 64.

The present invention, as described above, the knock sensor for detecting the knock information of the engine and the knock discriminator for discriminating the knock generated in each cylinder of the engine at the knock sensor output, and outputs the integral voltage by the knock discriminator output, An integrator with an integral voltage of zero corresponding to the operation, an integrator that integrates the integrated voltage, an ideal controller for abnormally controlling the ignition signal by the output of the integrator, and a predetermined multiple of the ignition period based on the output of the ideal device. Reset pulse generator circuit which resets to zero in synchronization with the ignition signal and a switching circuit which interrupts the energization of the ignition coil in response to the abnormal phase output, and resets the integrator for discriminating the knock signal and outputting the integral voltage. At intervals wider than the ignition cycle, so that the reset period There is an effect that knock detection can be performed as in low rotation without affecting the knock detection. Especially when driving at high speed in a multi-cylinder engine, there is a great effect.

Claims (1)

The knock sensor 1 which detects knock information of the engine, the knock discriminator 6 which discriminates the knock occurring in each cylinder of the engine from the knock sensor 1 output, and the knock discriminator 6 output. The integrator 24 outputting the integrated voltage and zeroing the integrated voltage in response to the ignition operation, the integrator 65 and 15 integrating the integrated voltage, and the ignition signal in phase with the output of the integrator. A reset pulse generating circuit 41 for generating a pulse in which the integral voltage is shifted to zero by an output of the abnormal phase 23 and the output of the phase shifter 23 in synchronization with an ignition signal at intervals equal to or more than a predetermined time of the ignition period; An ignition timing control device for an internal combustion engine, characterized by comprising a switching circuit (11) for interrupting the energization of the ignition coil in response to the output of the phase shifter (23).