JPH07324670A - Ignition timing controller - Google Patents

Abstract

PURPOSE:To improve combustibility by controlling knock control so as to stop it during the specified time after the knock control stopping condition is satisfied while an engine is driven for acceleration. CONSTITUTION:In an ignition timing controller 138, a control means 140 controls the ignition timing of an engine 2 so as to make it to the target ignition timing to be calculated by a basic ignition timing and respective correction ignition timings by inputting the engine speed by respective detected signals of a pressure sensor 124, a water temperature sensor 128, a throttle sensor 132, an 02 sensor 134, a knock sensor 136, etc., and a signal from a distributor 144. Moreover, the ignition timing is delayed by being knock-controlled in generating of knock during the accelerating-operation. In this case, the knock control is controlled so as to be stopped in the specified time after the knock control stopping condition is satisfied while the engine 2 is operated to be accelerated. As the knock control stopping condition, it is preferable that the cooling water temperature is the set temperature or less.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an ignition timing control device, and more particularly to an ignition timing control device capable of improving an engine acceleration performance and a fuel consumption rate.

[0002]

2. Description of the Related Art For an engine mounted on a vehicle or the like, the required ignition timing changes depending on the load condition. Therefore, some engines are provided with an ignition timing control device that controls the ignition timing so as to reach the required ignition timing according to the load state. Some ignition timing control devices control the ignition timing of the engine to a target ignition timing calculated from the basic ignition timing and various corrected ignition timings.

Further, the engine may generate knock during acceleration operation. Some ignition timing control devices perform knock control to retard the target ignition timing when such knock occurs.

Such an ignition timing control device is disclosed in Japanese Patent Laid-Open No. 60-26170 and Japanese Patent Laid-Open No. 1-223267.
Japanese Patent Laid-Open No. 2-294560.

The ignition timing control device disclosed in Japanese Patent Application Laid-Open No. 60-26170 determines the retard amount of the ignition timing based on the acceleration and operating condition of the engine, and determines the retard amount determined in the accelerated condition of the engine. The ignition timing is retarded according to the angle amount.

The ignition timing control device disclosed in Japanese Patent Application Laid-Open No. 1-232167 discloses an ignition advance angle θ when a knock occurs.
Is retarded by a preset retard amount θ1, and then is increased by a predetermined period W by each preset retard amount θ2, and the retard amount θ1 · θ2 and At least one of the cycles W is changed.

The ignition timing control device disclosed in Japanese Patent Application Laid-Open No. 2-294560 corrects the ignition timing to the advance side during the acceleration operation of the engine, and the ignition timing is limited only during the set time from the start of the engine. The correction is executed to the advance side of the time.

[0008]

By the way, the conventional ignition timing control device, as shown in FIG. 7, performs knock control so as to delay from the target ignition timing when a knock occurs during the acceleration operation of the engine. The ignition timing control device suppresses the occurrence of knock by this knock control.

However, the conventional ignition timing control device is not limited to the normal acceleration operation in which a great acceleration is not required,
Knock control is performed to retard the ignition timing from the target ignition timing when knock occurs even during full-open acceleration operation or rapid acceleration operation that requires a large acceleration.

For this reason, the conventional ignition timing control device has the disadvantages that the retardability from the target ignition timing deteriorates the combustibility, which deteriorates the acceleration / acceleration performance and the fuel consumption rate.

[0011]

In order to eliminate the above-mentioned inconvenience, the present invention controls the ignition timing of the engine to a target ignition timing calculated from the basic ignition timing and various corrected ignition timings. With the ignition timing control device that controls the knock to retard from the target ignition timing when knock occurs during the acceleration operation of the engine, the knock control stop condition is satisfied during the acceleration operation of the engine, and within a predetermined time after the knock control stop condition is satisfied. It is characterized in that control means for controlling the knock control to stop is provided.

[0012]

According to the structure of the present invention, the ignition timing control device controls the knock control to be stopped within a predetermined time after the knock control stop condition is satisfied during the acceleration operation of the engine by the control means. Therefore, the combustibility can be improved.

[0013]

Embodiments of the present invention will be described below with reference to the drawings. 1 to 6 show an embodiment of the present invention. In FIG. 6, 2 is an engine, 4 is a cylinder block, 6 is a cylinder head, 8 is a cylinder head cover, 10 is a piston, 12 is a combustion chamber, 14 is an intake valve, 1
6 is an exhaust valve.

The engine 2 includes an air cleaner 18, an intake pipe 20, a throttle body 22, and a surge tank 24.
And the intake manifold 26 are sequentially connected to each other, and the pipe intake passage 28, the body intake passage 30, the tank intake passage 32, and the manifold intake passage 34 are sequentially connected to the combustion chamber 12. A throttle valve 36 is provided in the body intake passage 30 of the throttle body 22.

Further, the engine 2 is provided with an exhaust manifold 38 and an exhaust pipe 40 which are sequentially connected to each other, and the combustion chamber 1
2, the manifold exhaust passage 42 and the pipe exhaust passage 44 are sequentially connected. First and second catalysts 46 and 48 are provided in the exhaust gas passage 44 of the exhaust pipe 40. Reference numeral 50 is a blow-by gas passage that connects the inside of the cylinder head cover 8 and the pipe intake passage 28 on the downstream side of the air cleaner 18.

The engine 2 is provided with a supercharger 52. In the supercharger 52, a compressor 54 provided in the middle of the intake pipe 20 is driven by a turbine 56 provided in the middle of the exhaust pipe 40. An intercooler 58 is provided in the intake pipe 20 between the compressor 54 and the throttle body 22.

The engine 2 is provided with a supercharging pressure bypass passage 60 communicating the upstream and downstream pipe intake passages 28 of the compressor 54, and a waste gate valve 62 is provided in the middle of the supercharging pressure bypass passage 60. There is. In the waste gate valve 62, a waste operating valve 68 is connected to a waste pressure chamber 64 by a pressure introducing passage 66.

One end of each of the first operating pressure passage 70 and the second operating pressure passage 72 is connected to the waste operating valve 68. The other end of the first working pressure passage 70 communicates with the body intake passage 30 upstream of the throttle valve 36. The second working pressure passage 72 branches on the other end side to communicate with the tank intake passage 32 downstream of the throttle valve 36 and the atmosphere, and check valves 74 and 76 are provided in the middle.

The waste operation valve 68 is provided in the waste pressure chamber 64 of the waste gate valve 62.
By selectively introducing the atmospheric pressure and the intake pipe pressure through the second working pressure passages 70 and 72 and operating the waste gate valve body 78, part of the boost pressure is compressed by the compressor 5
2 to the pipe intake passage 28 on the upstream side to maintain the boost pressure at the set value.

The engine 2 is provided with an EGR device 80. The EGR device 80 is provided with an EGR passage 82 that communicates with the manifold exhaust passage 42 at the starting end side and the manifold intake passage 34 at the terminating end side, and an EGR control valve 84 is provided in the middle of the EGR passage 82.

The EGR control valve 84 is used for the EGR pressure chamber 8
6, one end side of the EGR operating pressure passage 88 is communicated.
The other end of the EGR operating pressure passage 88 is connected to the surge tank 24.
Of the tank intake passage 32.

The EGR device 80 controls the intake pipe pressure in the tank intake passage 32 to the EGR pressure chamber 86 of the EGR control valve 84.
By operating the EGR control valve body 92, a part of the exhaust gas is recirculated to the manifold intake passage 34 via the EGR passage 82.

Further, in the engine 2, an injector 94 is attached to the intake manifold 22 so as to be directed toward the combustion chamber 12. The injector 94 has a fuel supply passage 96.
Is connected to the fuel tank 98. Fuel tank 9
A fuel pump 100 for supplying fuel to the fuel supply passage 96 is provided inside the fuel cell 8. A fuel filter 102 is provided in the middle of the fuel supply passage 96.

A regulator 104 for adjusting the fuel pressure is provided in the fuel supply passage 96. The regulator 104 is connected to the fuel tank 98 by the fuel return passage 106. Regulator 104
Introduces the intake pipe pressure of the tank intake passage 32 through the regulator pressure passage 108, adjusts the fuel pressure, and returns excess fuel to the fuel tank 98 through the fuel return passage 106.

In the fuel tank 98, the purge passage 11
One end side of 0 communicates. The other end of the purge passage 110 is connected to the canister 112. Further, one end side of the evaporation passage 114 is connected to the canister 112. The other end of the evaporation passage 114 communicates with the body intake passage 30 of the throttle body 22. A one-way valve 116 is provided in the middle of the evaporation passage 114.

One end of an idle air passage 118 communicates with the body intake passage 30 upstream of the throttle valve 36 of the throttle body 22. The other end of the idle air passage 118 communicates with the tank intake passage 32 of the surge tank 24. An idle adjustment valve (ISC valve) 120 is provided in the middle of the idle air passage 118.

The engine 2 is provided with a pressure sensor 124 for introducing and detecting the intake pipe pressure in the tank intake passage 32 through the detection pressure passage 122, and detects the cooling water temperature in the cooling water passage 126 formed in the intake manifold 22. A water temperature sensor 128 is provided, and the tank intake passage 3 of the surge tank 24 is provided.
An intake air temperature sensor 130 for detecting the intake air temperature of No. 2 is provided, a throttle sensor 132 for detecting the throttle opening which is the opening state of the throttle valve 36 is provided, and the pipe exhaust passage 44 downstream of the turbine 56 of the supercharger 52 is provided. An O ₂ sensor 134 is provided to face it, and a knock sensor 136 that detects knock of the engine 2 is provided.

The waste operation valve 6 of the supercharger 52
8, injector 94, fuel pump 100, idle adjustment valve 120, pressure sensor 124, and water temperature sensor 128
Intake air temperature sensor 130, throttle sensor 132, O ₂
The sensor 134 and the knock sensor 136 are connected to the control means 140 that constitutes the ignition timing control device 138.

The control means 140 includes an ignition mechanism 142.
Distributor 144 and ignition coil 1
46 is connected to the first and second catalysts 46 and 48.
A thermo fuse 148 facing the tube exhaust passage 44 is connected via an alarm relay 150 and a warning lamp 152, and a fuse 154, a main switch 156, and a battery 158 are connected.

Control means 1 of the ignition timing control device 138
Reference numeral 40 indicates, as a signal of the operating state of the engine 2, for example, a cooling water temperature detected by the intake pipe pressure / water temperature sensor 128 detected by the pressure sensor 124, an intake temperature / throttle sensor 132 detected by the intake temperature sensor 130. The throttle opening, the oxygen concentration detected by the O ₂ sensor 134, the knock signal detected by the knock sensor 136, the engine speed based on signals from the distributor 144 and the ignition coil 146, etc. are input.

Control means 140 of ignition timing control device 138
Controls the ignition timing of the engine 2 to the target ignition timing calculated from the basic ignition timing and various correction ignition timings by these input signals, and at the time of knocking during the acceleration operation of the engine 2, the target ignition timing is controlled. Knock control to retard from the time.

The basic ignition timing is set, for example, by the engine speed and the intake pipe pressure as shown in FIG. Further, various correction ignition timings, for example, water temperature correction ignition timings are set as shown in FIG. Furthermore, various correction ignition timings, for example, knock correction ignition timings are set according to the knocking occurrence state. The target ignition timing is calculated from these ignition timings by target ignition timing = basic ignition timing + water temperature correction ignition timing + knock correction ignition timing.

The ignition timing control device 138 is controlled by the control means 140 so as to stop the knock control within a predetermined time after the condition for stopping the knock control is satisfied during the acceleration operation of the engine 2. Further, the control means 140 controls to stop the knock control within a predetermined time after the condition that the cooling water temperature is equal to or lower than the set temperature is satisfied as the knock control stop condition during the acceleration operation of the engine 2. It is a thing.

Next, the operation of this embodiment will be described.

When the program starts, the control means 140 determines that the throttle opening detected by the throttle sensor 132 is equal to or larger than the set opening A, and the distributor 14
4 or a signal from the ignition coil 146, the engine speed is equal to or higher than the set speed B, and the water temperature sensor 1
It is determined whether the cooling water temperature detected by 28 is below the set temperature C (step 202).

When this judgment (step 202) is YES, it is judged whether or not it is within the predetermined time D after the judgment is YES (step 204).

If this determination (step 204) is YES, the knock control for delaying the target ignition timing from the target ignition timing by the knock correction ignition timing is stopped when the knock is detected by the knock sensor 136 (step 206),
The process returns to the judgment (step 202).

If the determination (step 202) is NO, knock control is performed to retard the target ignition timing by the knock correction ignition timing when the knock is detected by the knock sensor 136 (step 208). The process returns to the judgment (step 202).

Further, the judgment (step 204) is NO.
In the case of, that is, when the determination (step 202) is YES and the predetermined time D has been exceeded, when the knock is detected by the knock sensor 136, the target ignition timing is delayed by the knock correction ignition timing when the knock occurs. Knock control is performed (step 208).

As described above, the ignition timing control device 138 is knocked by the control means 140 during the acceleration operation of the engine 2 in which the rottle opening is not less than the set opening A and the engine speed is not less than the set speed B. As shown in FIG. 2, the knock control is stopped within a predetermined time D after the condition that the cooling water temperature is equal to or lower than the set temperature C is satisfied as the control stop condition.

As a result, the ignition timing control device 138
Improves the combustibility during the accelerated operation of the engine 2 by stopping the knock control for retarding the ignition timing from the target ignition timing during the accelerated operation of the engine 2 when the cooling water temperature is equal to or lower than the set temperature C. be able to.

Therefore, this ignition timing control device 138
As shown in FIG. 3, the acceleration performance of the engine 2 can be improved and the fuel consumption rate can be improved as compared with the conventional case, and the acceleration requirement can be satisfied. In addition, when the knock control is stopped, the knock control is performed in the operating state that adversely affects the engine 2, for example, when the cooling water temperature exceeds the set temperature C or when the condition is satisfied and exceeds the predetermined time D. By carrying out, it is possible to achieve both improvement in acceleration performance and fuel consumption rate and avoidance of adverse effects on the engine 2.

[0043]

As described above, according to the present invention, the ignition timing control device, by the control means, within the predetermined time after the knock control stop condition is satisfied during the acceleration operation of the engine,
Combustibility can be improved by controlling knock control to stop.

Therefore, the ignition timing control device can improve the acceleration performance of the engine and the fuel consumption rate, and can satisfy the acceleration request.

[Brief description of drawings]

FIG. 1 is a flow chart of ignition timing control showing an embodiment of the present invention.

FIG. 2 is a diagram showing an ignition timing at the time of knock occurrence during acceleration operation of an engine.

FIG. 3 is a diagram showing a change in vehicle speed during acceleration operation of an engine.

FIG. 4 is a diagram showing a basic ignition timing based on engine speed and intake pipe pressure.

FIG. 5 is a diagram showing a correction amount of a water temperature correction ignition timing according to a cooling water temperature.

FIG. 6 is a schematic configuration diagram of an ignition timing control device.

FIG. 7 is a diagram showing an ignition timing by knock control showing a conventional example.

[Explanation of symbols]

 2 Engine 128 Water temperature sensor 132 Throttle sensor 136 Knock sensor 138 Ignition timing control device 140 Control means 142 Ignition mechanism 144 Distributor 146 Ignition coil

Claims (2)

[Claims] 1. An engine ignition timing is controlled so as to be a target ignition timing calculated from a basic ignition timing and various corrected ignition timings, and is retarded from the target ignition timing when a knock occurs during acceleration operation of the engine. In an ignition timing control device for performing knock control appropriately, ignition means characterized by comprising control means for controlling the knock control within a predetermined time after a knock control stop condition is satisfied during acceleration operation of the engine Timing control device. 2. The control means controls to stop the knock control within a predetermined time after the condition that the cooling water temperature is equal to or lower than a set temperature is satisfied as the knock control stop condition during the acceleration operation of the engine. The control means for performing
Ignition timing control device according to.