KR940004472Y1 - Engine controller - Google Patents

Abstract

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Description

Engine control

1 is a block diagram showing a configuration of an engine according to an embodiment of the present invention.

2 is a configuration diagram showing a specific configuration example of each of the above devices.

3 is a flowchart showing the main routine of the apparatus according to the above embodiment.

4 is a flowchart showing an interrupt routine of the apparatus.

5 is a characteristic diagram of an idle stabilization correction means.

6 is a signal waveform diagram showing timings of the reference angle signal SG and the ignition signal IGT.

7 is a block diagram showing an exemplary configuration of a control device of each conventional engine.

* Explanation of symbols for main parts of the drawings

1: Reference angle sensor 2: Intake pipe pressure sensor

3: ignition timing adjustment signal 4: idle switch

6: basic advance calculation means 7: child stabilization correction means

8: target advance value switching means 9: advance value-time conversion means

10: ignition signal output means 11: ignition device

12: basic fuel amount calculation means 13: fuel weight correction means

14: fuel amount switching means 15: fuel injection signal output means

16: fuel injection valve

This invention relates to the control of the engine during the ignition timing adjustment, particularly in the engine control device that controls the fuel amount and the ignition timing of the engine.

7 shows a configuration of a control apparatus of a conventional engine.

In this figure, reference numeral 1 denotes a reference angle sensor that detects a predetermined angle before the top dead center of the crank angle of the engine (not shown), for example, BTDC75 ° and outputs a reference angle signal SG, and 2 detects the pressure in the intake pipe of the engine. The intake pipe pressure sensor, 3, is an ignition timing adjustment signal, for example, which is composed of a switch grounded at one end and "on" when the ignition timing is adjusted to apply an earth potential signal.

4 is an idle switch which detects the idling position of the throttle valve installed in the intake pipe of an engine, and turns it "on".

6 is a basic advance calculation means for calculating the basic advance value of the ignition timing according to the engine speed and the intake pipe pressure, and 7 is an idle stabilization that corrects the basic advance value so that the difference between the actual revolution and the average revolution is eliminated during idle operation. Correction means.

8 is a target advance value switching means, and selects and outputs any one of the fixed advance value and the target advance value from the idle stabilization correction means 7 according to the signal from the ignition timing adjustment signal 3.

9 is an advance value-time conversion means for converting this selected target advance value into time, and 10 is an ignition signal output means for outputting an ignition signal IGT immediately after the elapsed time as described above on the basis of the reference angle signal SG.

11 is an ignition device including an igniter, an ignition coil, a distributor, and an ignition plug that controls the primary current of the ignition coil on and off according to the ignition signal IGT applied to the ignition device.

12 is a basic fuel amount calculating means for calculating the basic fuel amount according to the engine speed and the pressure in the intake pipe, 15 is a fuel injection signal output means, and converts the fuel amount into the fuel injection valve driving time, and this time fuel injection valve 16 ) To the reference angle signal SG to drive open.

17A is an electronic control unit and is composed of the elements 6-10, 12, and 15 and outputs an ignition signal IGT and a fuel injection signal.

Next, the operation will be described.

The reference angle sensor 1 which detects the crank angle of the engine outputs the reference angle signal SG which rises to the crank angle of BTDC 75 ° and falls at the crank angle of BTD 5 °.

The reference fuel amount calculating means 12 carries out a real speed signal Ne indicating the actual speed of the engine calculated on the basis of the reference angle signal SG and a pressure signal Pb indicating the pressure in the intake pipe detected by the intake pipe pressure sensor 2. Basic fuel amount is calculated by mapping two-dimensional map as a reference.

The fuel dispersion signal output means 15 calculates this basic fuel amount as the fuel amount.

The fuel dispersion signal output means 15 converts this basic fuel amount into a fuel injection valve driving time, outputs the fuel injection signal of this driving time width in synchronization with the increase of the reference angle signal SG, and opens the fuel injection valve 16. To drive.

As a result, fuel is injected and supplied to the engine by the fuel injection valve 16.

On the other hand, the basic advance value calculating means 6 calculates the basic advance value by mapping a two-dimensional map on the basis of the actual rotation speed Ne and the pressure signal Pb obtained based on the reference angle signal SG.

The idle stabilization correction means 7 outputs the basic perceptual value as a target advance value as it is when the idle switch 4 is idle in " off ".

In addition, the idle stabilization correction means 7 corrects the basic advance value according to the difference between the average rotational speed Na and the actual rotational speed signal Ne calculated on the basis of the reference angle signal SG when the idle switch 4 is idle at " on " Output as target angle value.

The characteristic of the idle stabilization correction means 7 is that the idle stabilization correction angle when the actual rotation speed is smaller than the average rotation speed as shown in FIG. θ (+) side, the basic advance value If the actual rotation speed is increased and the signal rotation speed is larger than the average rotation speed, θ (-) side to the basic true value The actual rotation speed is lowered by correcting to the side of perceptual angle.

The target angle value switching means 8 selects and outputs a fixed angle value as the target angle value when the earth potential signal is input from the ignition timing adjustment signal 3, and the idle stabilization correction means when the earth potential signal is not input. Select and output the advance value output from (7) as the target advance value.

The advance value-time conversion means 9 obtains a period T ₁ corresponding to the crank angle 180 ° of the reference angle signal SG, and θADV based on this period T ₁ and the target advance value θADV selected by the target advance conversion means 8. Is converted to time Ta.

The ignition signal output means 10 inputs the signal of this time Ta, and outputs the ignition signal IGT to the ignition device 11 with the output of the H level at the L level when the time Ta is warned from the rise of the reference angle signal SG.

The ignition device 11 thereby ignites the mixer in the combustion chamber of the engine.

The timing of the reference angle signal SG and the ignition timing signal IGT is represented by the angle of the BTDC, as shown in FIG. Can convert θADV into Ta.

Since the control device of the conventional engine is configured as described above, when the ignition timing adjusting signal 3 is turned "on", the advance value is fixed, and in particular, the idling stabilization correction is invalid during the idle operation state. It is not suppressed.

In particular, the basic fuel amount calculated by the basic fuel amount calculating means 12 is the amount of fuel whose air-fuel ratio becomes the ideal performance ratio (A / O = 14.7), so that the combustion of the mixer is not stabilized, and thus the rotation speed of the engine is large. .

In the ignition timing control system of the above-described periodic prediction method, if the engine speed fluctuation is large, the prediction of the period becomes difficult and the actual ignition timing fluctuates, making it difficult to adjust the ignition timing. .

This invention aims at solving the above problems, and aims at obtaining the engine control apparatus which can reduce the rotation speed of an engine at the time of ignition timing adjustment.

The engine control device of the present invention is to fix the fuel amount at the same time as fixing the advance value of the ignition timing when adjusting the ignition timing.

The engine controller according to the present invention stabilizes the combustion of the engine by weight correction of the amount of fuel at the time of ignition timing adjustment to the rich side, so that the rotational variation of the engine can be reduced even when the true value of the ignition timing is fixed.

The following is a block diagram of an engine control apparatus according to an embodiment of the present invention.

In this figure, the same parts as those of the conventional apparatus shown in Fig. 7 are denoted by the same reference numerals and the description thereof will be omitted.

13 denotes a fuel weight correcting means and weight corrects the basic fuel amount calculated by the basic fuel amount calculating means 12.

14 denotes a fuel amount switching means and selects any one of a basic fuel amount signal output from the basic fuel amount calculation means 12 and a fuel amount signal output from the fuel weight correction means 13 in accordance with a signal from the ignition timing adjustment signal 3 It outputs to the fuel injection signal output means 15.

17 is an electronic control unit, which is constituted by elements 6 to 10 and 12 to 15, and outputs an ignition signal IGT or a fuel injection signal.

Next, the operation will be described with reference to FIG.

The operation already described in the Zoal technique is omitted and only a new part is described.

The fuel weight correction means 13 corrects the weight of the fuel by supplying a coefficient greater than 1.0 to the basic fuel amount calculated by the basic fuel amount calculation means 12.

The weight-corrected fuel amount is such that the air-fuel ratio is 12.5 to 13.

The mixer of the fuel amount corresponding to this air-fuel ratio burns stably in the combustion chamber of an engine.

The fuel amount switching means 14 selects and outputs the fuel amount signal from the fuel weight correcting means 13 when the earth potential signal is input from the ignition timing adjustment signal 3 when the ignition timing is adjusted, and when the ignition timing is not adjusted. When the earth potential signal is input from the ignition timing adjustment signal 3, the basic fuel amount signal from the basic fuel amount calculating means 12 is selected and output.

The fuel injection signal output means 15 which inputs this selected signal changes the fuel amount of the input signal to the fuel injection valve driving time, and outputs the fuel injection signal of the time width to the fuel injection valve 16.

FIG. 2 shows a specific configuration of the electronic control unit 17 and the like shown in FIG.

The CPU 100 performs various calculations and determinations, and performs various data processing using the memory 101 storing the flows of FIGS. 3 and 4 as programs.

The reference angle signal SG from the reference angle sensor 1 is input to the interrupt control circuit 102 and is transmitted to the CPU 100 as an interrupt command signal in synchronization with the rising (BTDC 75 °).

Since the free running counter 103 counts the clock pulse CP, when an interrupt command signal is generated, the count value is read by the CPU 100 through the input port 104 and the engine rotation cycle is executed by the CPU 100. And actual rotation speed are calculated.

The analog detection signal of the intake pipe pressure sensor 2 is input to the A / D converter 105, converted into a digital signal, and input to the input / output port 106.

The ignition timing adjustment signal 3 or the idle switch 4 is " off " normally, and the H level is " on " during ignition timing adjustment or idle operation, and inputs the earth potential signal to the input port 107.

The down counter 109, which sets the fuel injection valve driving time from the output port 108 in synchronization with the interrupt command signal for the CPU 100, inputs the clock pulse CP and down counts the period transistor 110 until it becomes zero. Transistor 110 is supplied by turning on " on ".

When the transistor 100 is "on", the fuel injection valve 16 is energized to open.

The CPU 100 calculates the energization start timing data of the ignition coil of the ignition device 11 from the ignition timing data by a known method and sets the down counter 112 through the output port 111.

The down counter 112 down-counts the clock pulse CP and sets the RS flip-flop 115 when the count value becomes 0, and outputs an H level from the Q output terminal to energize the ignition coil of the ignition device 11. .

The time Ta for generating the ignition signal IGT is set from the output port 113 to the down counter 114 by the CPU 100 in synchronization with the generation of the interrupt command signal.

The down counter 114 resets the RS flip-flop 115 when the time Ta elapses after the set and the count value becomes zero.

As a result, the Q output terminal of the RS flip-flop 115 changes from the H level to the L level, and becomes the ignition signal IGT to block the ignition coil primary side energization.

Next, the operation of the CPU 100 will be described with reference to FIGS. 2 to 4.

Normally, the main routine operation shown in FIG. 3 is performed.

First, in step S1, the basic fuel amount is calculated by mapping from the actual rotation speed signal Ne already obtained and the read pressure signal Pb.

In step S2, it is determined whether the ignition timing adjustment signal 3 is "on" or "off". If it is "off", the flow proceeds to step S4 without weight correction of the basic fuel amount, and if it is "on", step S3 Calculates the weight corrected fuel amount by multiplying the basic fuel amount by a predetermined coefficient greater than 1.0, and then proceeding to step S4.

In step S4, the fuel amount determined in step S1 or S3 is converted into the fuel injection valve driving time.

After the processing of step S4, the flow returns to step S1 to repeat the above operation.

When the interrupt command signal is generated when the reference angle signal SG rising from the reference angle sensor 1 rises (BTDC 75 °), the interrupt routine shown in FIG. 4 is processed.

First, in step S10, the counting value of the counter 103 is frequently read, and the rotation period is calculated from the difference with the previous counting value.

In step S11 P, this rotation period is converted into the real rotation speed signal Ne.

In step S12, the pressure signal Pb obtained by A / D conversion of the output signal of the intake pipe pressure sensor 2 is read.

In step S13, it is determined whether the ignition timing adjustment signal 3 is "on" or "off", and if it is "on", the high and low angle values are read out from the memory 101 in step S14, and if it is "off", step S19 Proceed to).

In step S15, the advance value is converted into the number of down counts of the down counter 114. FIG.

This count number corresponds to time Ta.

In step S16, the down count number corresponding to Ta at that time is set to the down count 14.

In step S17, the energization start timing data is set in the down counter 112.

In step S18, the fuel injection valve driving time data is set in the down counter 109, and the set is returned to the main routine.

On the other hand, in step S19, the real rotation signal Ne and the pressure signal Pb are mapped and the basic true value is calculated.

In step S20, it is determined whether the idle switch 4 is " on " or " off ", if " off ", the process proceeds to step S15, and if " on " After the idle stabilization correction is made, the process proceeds to step S15.

The process below step S15 performs the above process.

As described above, according to the present invention, when the ignition timing is adjusted, the advance value of the ignition timing is fixed and the fuel amount is weight-corrected. This has the effect of being easy.

Claims (1)

Fuel control means 12 for controlling the amount of fuel in accordance with the operating state of the engine, fuel supply means 16 for supplying fuel based on the signal of the fuel control means, and crank angle signals generated at every predetermined crank angle of the engine. And an ignition timing control means for predicting and calculating the ignition timing according to the cycle of the ignition timing. An ignition means 11 for ignition by the output from the selected target angle value switching means 8, and a fuel weight correction means for weight correction of the fuel amount when the ignition timing adjustment signal is generated in the ignition timing adjustment signal 3; 13) the control device of the engine, characterized in that consisting of.