JPH01125564A - Ignition timing controller - Google Patents

Abstract

PURPOSE:To improve accuracy on ignition timing control in transient running by correcting errors between a set value and actual value of ignition timing on the basis of ignition timing discrepancy correction time set previously as a map at every running requirement. CONSTITUTION:A control unit 10 calculates a time taken between reference crank angles with a means 20. A means 21 calculates the rotational frequency of an engine while a means 22 calculates a basic fuel injection amount. Further, a means 23 sets an ignition angle, while a means 25 calculates ignition timing. Then, the calculated ignition timing is set in a timer means 27 through an ignition timing correction means 26 to generate an ignition signal in predeter mined ignition timing to a drive circuit 11. On the other hand, a means 24 searches a ignition time discrepancy correction time from a map 28 to set an ignition timing discrepancy correction amount according to the running requirement. The set ignition timing discrepancy correction amount is input in a means 26 to be set to a timer means 27.

Description

[Detailed description of the invention] [Industrial application field]

The present invention relates to an ignition timing control device for an automobile engine, and more particularly to an ignition timing control device using a time control method that sets the ignition timing based on the time from a reference crank angle position.

[Conventional technology]

Conventionally, in a time-controlled ignition timing control device, in order to improve the reference position detection accuracy using a crank angle signal with a constant pitch, for example, as shown in Japanese Patent Application Laid-Open No. 60-6071, By correcting the ignition timing based on the difference between the averaged value of the rotational speed and the engine rotational speed, the appropriate amount of ignition advance is determined, making it possible to reduce shocks and jerks that occur in the vehicle. . Furthermore, as shown in Japanese Patent Application Laid-Open No. 60-32974, when a predetermined time has passed after the engine has started and the engine speed is above a predetermined value, the averaged engine speed data is used to calculate the engine speed. By calculating the ignition timing,
Some were designed to prevent overadvance as the engine speed increases, and to reduce variations in ignition timing at high speeds.

[Problems to be solved by the invention]

By the way, ignition timing is usually determined using crank angle data.
It is stored in advance in the map as a value determined by engine operating conditions such as engine speed and intake air flow rate, and when ignition timing is controlled by the time from the set reference crank angle position signal, the value calculated from the above map is the value of the angle,
This type of time-controlled ignition timing control calculates the time from the reference crank position to the ignition timing based on the crank angular velocity at that time, and controls the ignition based on that time. In addition, Japanese Patent Application Laid-open No. 60-6071 and Japanese Patent Application Laid-open No. 60-3
Control as shown in 2974 is possible, but
As the engine rotates, the crank angular speed changes even during one cycle due to the generation of torque due to combustion and the absorption of torque due to compression, and this is especially large during startup such as cranking.
In this method of detecting rank angular velocity, there is a risk that the actual ignition timing may deviate from the set advance angle value. The present invention has been made to solve the above-mentioned problems, and it is an object of the present invention to enable time-controlled ignition timing control to be performed with high precision even in a low-speed rotation region or during transient operation.

[Means to solve the problem]

In order to achieve the above object, the present invention includes a cam angle sensor that detects a predetermined cam angle, a crank angle sensor that detects a plurality of predetermined crank angles, and a pulse signal from both of the above sensors that is input to determine the ignition timing. It calculates the basic fuel injection amount corresponding to the engine load, determines the ignition angle according to this basic fuel injection amount and engine speed, and calculates the ignition angle from the reference crank angle position to the ignition. Correction for correcting errors caused by periodic changes in crank angular velocity between the set ignition timing and the actual ignition timing in a time-controlled ignition timing control device for an automobile engine that sets the ignition timing in terms of time. This apparatus is provided with an ignition timing deviation correction amount search means for time, and an ignition timing correction means for correcting the ignition timing deviation correction time obtained by the ignition timing deviation correction amount search means by adding it to the set ignition timing.

[For production]

Based on the above configuration, in a device that controls the ignition timing to an ignition advance value set according to operating conditions, the ignition timing is controlled by a time T ADV from an appropriate reference crank angle position, and this time T ADV is calculated. The crank angular speed is detected from the time TREE required for two reference crank angle positions within the same cycle, but the error between the set ignition timing and the actual ignition timing that occurs due to changes in crank angular speed within the same cycle is calculated in advance for each operating condition. Correction is performed using the set correction time to perform highly accurate ignition timing control.

【Example】

An embodiment of the present invention will be described below with reference to FIGS. 1 to 5. In FIG. 1, the engine crankshaft 1 includes:
A disc-shaped crank plate 2 for detecting the crank angle position is attached, and an even number of protrusions (slits may also be used), for example, 10, are provided on the periphery of the crank plate 2 to generate a pulse signal at a predetermined crank angle position. 2a to 2j are arranged at equal pitches, and a crank angle sensor 3 that detects these protrusions 2a to 2j and generates a crank angle pulse is arranged to face them. On the other hand, a disc-shaped cam plate 5 for detecting the cam angle position is attached to the camshaft 4, which rotates once for every two revolutions of the crankshaft 1, and a disc-shaped cam plate 5 is attached to the cam plate 5 at a predetermined angular position of the cam angle on its periphery, for example. TD of the first cylinder, which is the reference cylinder
One protrusion 5a is provided to generate a pulse at a predetermined crank angle change position before C, and a cam angle sensor 6 is disposed opposite to this cam plate 5. This crank angle sensor 3
The pulse signal from the cam angle sensor 6 is generated at the timing as shown in FIG. With the signal of
The signal is input to a control unit 10, which includes a microcomputer and the like, and performs ignition timing control. The control unit 10 has an input/output interface 10a
, CPUIQb, control programs and various maps. For example, it consists of a ROM memory 10c storing a basic fuel injection amount map or ignition angle map as shown in FIG. 4, a RAM memory 10d temporarily storing data, etc. By calculating the ignition time and applying an ignition signal to the drive circuit 11 made of a power transistor or the like at the ignition time to turn the drive circuit 11 from on to off, the ignition coil 12. Ignition energy is applied to the spark plug 14 of the corresponding cylinder via the distributor 13. Next, the operation of the ignition timing control according to the present invention will be explained with reference to FIG. 2 showing the functional configuration of the control unit 10. The crank reference monthly time calculation means 20 includes the crank angle sensor 3
The pulse signal from the cam angle sensor 6 is inputted, and the cylinder number to be ignited is identified by the cam angle pulse 5a. For example, as shown in FIG. 3, in the third cylinder, the crank angle pulse 2c is
, 2d as the reference crank angle position, the time TREF required for rotation between them is calculated. Next, the engine rotation speed calculation means 21 calculates the engine rotation speed N from the calculated crank reference monthly time TREE, and the basic fuel injection amount setting means 222 ignition angle setting means 2
32 output to the ignition timing deviation correction time setting means 24. The basic fuel injection amount setting means 22 calculates the basic fuel injection amount (injection pulse width) Tp by map search based on the calculated engine speed N, throttle opening θ from the throttle opening sensor 7, etc. to drive. Further, the ignition angle setting means 23 determines the ignition angle A based on the basic fuel injection amount TP and the engine speed N.
N.G.S.P.K. That is, the crank angle from the reference crank angle pulse 2d to the #3 ignition position M is set by map search, etc., and this ignition angle ANGSP is determined by the crank reference angle open 1'B11TREE (crank angle pulse) in the ignition timing calculation means 25. 2c and 2d is 36°), the time from the reference crank angle pulse 2d to ignition, that is, the ignition timing T ADV, is determined by the following equation. TADV = < A N GSPK/36°)・TR
EE Then, the calculated ignition timing T^Ov is set in the timer means 27 via the ignition timing correction means 26, and when the timer time from the reference crank angle pulse 2d reaches the set ignition timing T^Ov. , sends an ignition signal to the drive circuit 11, and applies ignition energy to the third spark plug 14. By the way, even during one cycle of engine rotation, the crank angular speed changes periodically as shown in Figure 3, so it is not possible to simply calculate the angular speed at time TREE and calculate the ignition timing T ADV based on this. A discrepancy occurs between the set ignition angle ANGSP and the crank angle position at which the ignition is actually performed, and the discrepancy is particularly large at low speeds such as starting, idling, and starting, and under high loads. Therefore, the ignition timing deviation correction amount setting means 24,
Operation in advance with engine speed N and basic fuel injection expressed as load, *Tp! Search the ignition timing deviation correction time map 28 experimentally determined for each Pl- and stored in the ROM 10c, find the ignition timing deviation correction time TCOR corresponding to the driving gk, send it to the ignition timing correction means 26, and adjust the ignition timing deviation. In addition to the timing T ADV, the corrected ignition timing T^OV' is corrected and set in the timer hand Vi27. In addition, the ignition timing deviation correction time map 28 when the reference crank angle position is set as shown in FIG. 3 is shown in FIG. Since changing crank angular speed can be predicted and corrected according to operating conditions, ignition timing control can be performed with high resolution and high precision. In this embodiment, the basic fuel injection amount is set according to the throttle opening and the engine speed, but the present invention is not different from this, and instead of the throttle opening, the basic fuel injection amount is set according to the intake air amount and the intake pipe. Negative pressure or the like may also be used.

【Effect of the invention】

As described above, according to the present invention, since the error between the set ignition timing and the actual ignition timing is corrected by the ignition timing deviation correction time that is set in advance as a map for each operating condition, one cycle The effect is that the ignition timing can be controlled with high precision even in a low-speed rotation region where the crank angular speed fluctuates relatively greatly, or during transient operation such as sudden start.

[Brief explanation of the drawing]

1 to 5 show an embodiment of the present invention,
Fig. 1 is an overall configuration diagram of the ignition timing control device, Fig. 2 is a block diagram showing the functional configuration of the ignition timing control device, Fig. 3 is a time chart showing detection positions of crank angle and cam angle, and Fig. 4 is a block diagram showing the functional configuration of the ignition timing control device. FIG. 5 is a diagram showing a basic fuel injection amount map, and FIG. 5 is a diagram showing an ignition timing deviation correction time map. 2... Crank plate, 2a-2j... Protrusion (slit), 3... Crank angle sensor, 5... Cam plate, 5a... Protrusion (slit), 6... Cam angle sensor, DESCRIPTION OF SYMBOLS 10... Control unit, 20... Crank reference angle opening time calculation means, 21... Engine rotation speed calculation means, 22... Basic fuel injection n setting means, 23...
Ignition angle setting means, 24... Ignition timing deviation correction amount setting means, 25... Ignition timing calculation means, 26... Ignition timing correction means, 27... Timer means, 28... Ignition timing deviation correction Time map. Patent applicant: Fuji Heavy Industries Co., Ltd. Agent: Patent attorney: Shin Kobashi Slag quantity: Patent attorney: Susumu Murai Figure 4

Claims (1)

[Claims] A cam angle sensor that detects a predetermined cam angle, a crank angle sensor that detects a plurality of predetermined crank angles, and an electronic type that controls ignition timing by inputting pulse signals from both of the above sensors. The control unit calculates the basic fuel injection amount corresponding to the engine load, determines the ignition angle according to this basic fuel injection amount and engine speed, and converts this into the time from the reference crank and angular position to ignition. In a time-controlled ignition timing control device for an automobile engine that sets the ignition timing using The ignition timing is characterized by comprising: a timing deviation correction amount search means; and an ignition timing correction means for correcting the ignition timing deviation correction time obtained by the ignition timing deviation correction amount search means in addition to the set ignition timing. Control device.