JPS5828596A - Electronic engine controller - Google Patents

Abstract

(57) [Summary] This bulletin contains application data before electronic filing, so abstract data is not recorded.

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention relates to an electronic control device for an engine, and more particularly, to an electronic control device for an engine that controls the timing of the engine K1 equipped with a gasoline injection stirrup.
Based on the amount of intake air per person and the engine speed
Calculate the Ia fuel injection amount, correct the basic fuel injection amount according to the engine status such as cold time and acceleration, and inject fuel from the electronic control circuit to the fuel injection device installed in the intake manifold. 2. Description of the Related Art Engines are known that include a fuel injection device that outputs a signal and injects a predetermined amount of fuel.

In an engine equipped with such a fuel injection device, the sq.
When the throttle valve is fully closed and the engine speed is above a predetermined speed, that is, during engine braking, fuel injection from the fuel injection device is stopped to prevent heating of the catalytic converter. Note that when stopping fuel injection, a shock is applied to the vehicle body if the fuel injection is stopped immediately with the throttle valve fully closed, so a wait time for stopping fuel injection is provided from the time the throttle valve is fully closed until the fuel injection stops. It is being

In order to control the ignition timing of an engine equipped with such a fuel injection device, the basic ignition advance angle, which is determined from the engine speed and intake air amount stored in advance in the electronic control circuit, is adjusted to the engine speed. The optimum ignition advance angle for the engine is determined by adding a corrected ignition advance angle determined by the intake air temperature, engine cooling water temperature, etc. A high-point signal is output from the igniter to the igniter to control the energization time and high-power timing.

However, when controlling the ignition timing of an engine equipped with a conventional fuel injection device, the ignition timing advances based on the amount of intake air and the engine speed even when fuel injection is stopped and when waiting for fuel injection to stop. If you close the throttle valve suddenly during deceleration, the intake air-fuel mixture will become too rich immediately after deceleration, resulting in incomplete combustion of the air-fuel mixture.
The problem is that this causes an ar7 turban to occur, leading to increased heat loss and engine overheating. In order to solve this problem, it is conceivable to further advance the ignition timing in the afterburn generation region, but if the ignition timing is advanced immediately after the throttle valve is fully closed, a problem arises in that knocking occurs.

The present invention has been made to solve the above-mentioned problems, and the ignition timing is set to the maximum ignition in the area where the solvent injection is stopped after the slot is fully closed and a predetermined number of ignitions have elapsed, or in the region where the A7 tarpaulin occurs while waiting for the fuel injection to stop. Control the advance angle and 1
After the fuel injection is restored, the ignition timing is gradually adjusted to the optimum ignition advance angle KflJ#, which prevents the occurrence of afterburn during deceleration, and also prevents the occurrence of knocking during transient periods. /l.

The present invention includes an intake air volume sensor that detects the intake air amount of the engine on the upstream side of the throttle valve and outputs an intake air volume signal, and an intake air volume sensor that detects the engine rotation speed and outputs an engine rotation speed signal. a throttle sensor that detects the open side of the throttle valve and outputs a throttle position signal; and a throttle sensor that detects the open side of the throttle valve and outputs a throttle position signal; and controls the ignition timing to an optimal ignition advance angle based on the intake air amount signal and the engine rotation speed signal. and a control circuit that outputs a control signal including an ignition signal for controlling the ignition timing to the maximum ignition advance angle when a predetermined number of flashes have elapsed after the throttle valve fully closed state is detected by the throttle position signal. The structure has achieved the above purpose.

An embodiment of the present invention will be described in detail below with reference to FIG. This example is shown in Figure 1 of the first building. As shown in the figure, this embodiment includes an air cleaner 2 and an air flow meter 4 as an intake air amount/sensor provided downstream of the air cleaner 2. The air flow meter 4 includes compensation plates 4B and 1 rotatably provided in the chamber 4A, and a potentiometer 4C for detecting the opening degree of the compensation plate 4B.
It is composed of. Therefore, the amount of intake air is detected as the voltage output from the potentiometer B meter 4C. Also, near the air flow meter 4, there is an intake air temperature sensor that detects the temperature of the intake air. -6 is provided.

A throttle valve 8 is disposed downstream of the air 70-meter 4, and a throttle sensor 10 such as a throttle switch that detects the opening of the throttle valve and generates a throttle position signal tll is disposed near the throttle valve β. There is. An #i surge tank 12 is provided downstream of the throttle valve 8 , and a detour 14 that bypasses the throttle valve 8 is provided in the surge tank 12 . An air pulp 18 controlled by a step motor 16 is provided in this detour 14. This air pulp 18
When starting the engine, the intake air bypasses the throttle valve 8 and passes into the surge tank 12 to control the engine speed to a target value.

An intake manifold 20 is connected to the surge tank 12, and a fuel injection device 22 is disposed protruding into the intake manifold 2G. The intake manifold 26 is connected to the combustion chamber of the engine 240, and is connected to the combustion chamber of the engine through the exhaust manifold 26.1. 48. Catalytic converter 2 filled with catalyst
8 is connected. In addition, x e Fi is an O proverbial sensor for controlling the mixture chamber near the stoichiometric air-fuel ratio.
i. A water temperature sensor that detects the engine cooling water temperature.

The spark plug 32 of the engine 24 is connected to the destroyer 3
4, and the distributor 34 is connected to the igniter 36.
To! # Ribbed. Note that the 38Fi transformer Z-tension, the neutral position of the 40a shift lever, and the signal rotor fixed to the neutral start position and the signal rotor fixed to the distributor shaft are installed. Ege crank angle 3
0 degrees and K) Ensif rotation speed is determined.

As shown in FIG. 2, the electronic control circuit 44 includes a random access memory (RAM) 46, a read-only memory (ROM) 4g, and a central processing unit (CPU).
50, an input/output circuit (Ilo) 52, and an analog/digital converter (ADC) 54.
6, ROM4g, CPU50, l1052 and ADC
54 is connected to the data /
The basic point large difference angle map (-
The units of numbers in the map are memorized at the top of Piaoken. l1052 includes a crank angle reference signal output from the distributor 34, a throttle position signal output from the throttle sensor 10, and a neutral switch 40.
5 k switch signal, near signal output from the air conditioner (not shown)
The conditioner activation signal, the ignition switch signal output from the ignition switch 42, the ignition confirmation signal output from the igniter 36, and the 02 sensor 29
An air-pulp signal for controlling the air pulp 16, a fuel injection signal for controlling the fuel injection device 22, an ignition signal for controlling the igniter 36, etc. are output. The water temperature signal output from the air sensor 30 is input to the ADC 54, and each signal 1ADc 54 converts it into a digital signal. In addition, the map stored in ROM48,
Regarding the signals input and output to the l1012 and the ADO 54, various maps are stored in accordance with the control state lIK of the engine, and various signals are outputted from the input pipe.

Next, the operation of this embodiment will be explained with reference to FIG.
The case in which the ignition timing is controlled to the maximum ignition advance angle at the time of flashing will be mainly described, and the fuel injection amount and intake air amount O control by the electronic control circuit will be omitted as they are the same as conventional ones. Furthermore, the operation shown in FIG. 4 is performed by interrupt processing every 30 crank angle changes, for example.

First, the actual ignition advance angle 5RUP that actually controls the igniter 36 is stored in the register tsBUFK, and the %
Basic ignition advance angle 5BS according to the engine condition shown in Figure 3
E is stored in register tθ. Subsequently, it is determined whether a throttle valve fully closed signal is input from the throttle sensor 10. When the throttle valve fully closed signal is not input, that is, when the engine is not in an idling state, K is the ignition advance angle that executes the basic point difference angle (#! of the map in Figure 3) stored in the register tθ. The igniter 36 is controlled as 8BUP.

In the next interrupt processing, the executed ignition advance angle 5BUP is stored in the register tsBUFK in the same machine as the previous interrupt processing, and the basic ignition advance angle 5BSE is stored in the register tel.
If it is stored in the IC and the throttle valve is fully closed, it is determined in the next step whether or not a predetermined number of ignitions (for example, 5 ignitions) have been performed. Note that the number of ignitions is counted by a counter using an ignition confirmation signal or the like. Here, if 5 ignitions have not elapsed, the ignition timing is controlled in the same way as described above, but if 5 ignitions have elapsed, it is determined in the next step whether or not the throttle valve was fully closed last time. be done. If the throttle valve was not fully closed last time, that is, if the throttle valve is detected for the first time, the fully closed throttle valve is stored in the RAM 46 and the basic ignition advance angle S
Instead of B S EK, maximum ignition advance angle (for example, BTDC47
°C) is stored in the register tOK. Then, an ignition signal is output to the register 36 by setting the value of the register to, that is, BTDC47°CA, as an effective ignition advance angle of 8 BUP. Therefore, when the throttle valve is fully closed for the first time, such as during deceleration, the ignition timing is controlled to 47° CA BTDC as soon as the predetermined ignition number elapses.

In addition, in the next interrupt processing jl, the depth ignition advance angle 5BUF is set in the register tsBU in the same 11 as in the previous interrupt processing.
PK is stored and also stored in the basic ignition advance angle 5BSKt register tθ. Here, the value of the depth ignition advance angle 5BUP was changed to BTDC47°CA in the previous interrupt processing. Note that the basic ignition advance angle (5BUEC) value is the value shown in the map shown in FIG. 3, which is the same as the previous time and the time before the previous time. Next, it is determined whether the throttle valve is fully closed, and if the throttle valve is fully closed, it is further determined whether Vc5 ignition has elapsed and whether the throttle valve was fully closed last time. Here, if 5 ignitions have elapsed and the throttle valve was fully closed last time, that is, if 5 ignitions have elapsed following the throttle valve fully closed condition II (Itrifugal shape 11A), the fuel injection is stopped or the fuel injection is stopped in the middle. It is determined whether or not the fuel injection is stopped and whether or not the fuel injection is stopped. Here, if the fuel injection is being stopped or waiting for the fuel injection to be stopped, the value stored in the register tsBUF is shifted to the register to. register t
Since SBUF stores BTDC47°CA, register tθ stores BTDC47°CA. Next, the value of register tθ (BTDC47°CA
) is output to the igniter 36 as the executed ignition advance angle 5RUP, and the igniter is controlled by 11TDC47°CAK.

Then, in the next interrupt processing, the depth ignition advance angle 5RUP is set in the register tSBUFK as in the previous interrupt processing.
At the same time, the basic ignition advance angle 5R8K is stored in the register tθ. Here, the previous depth ignition advance angle 5BU
Since F is BTDC47°C, register tsB
BTDC47°CA is stored in UFK. Note that the basic point major overangle SR8 is the value shown in the map in FIG. 3, as in the previous case.

Next, it is determined whether the throttle valve O remains fully closed and whether five ignitions have elapsed. If so, it is determined whether fuel injection is being stopped or whether fuel injection is waiting to be stopped. Ru. If the fuel injection is not stopped or the fuel injection is stopped, that is, if the fuel injection is restored, the value of the register x fi -tθ is set to the register t.
It is determined whether or not the value is greater than or equal to the sBUli'o value. Here, if the value of register to is greater than or equal to the value of register tsBUF, that is, if the value of the basic ignition advance angle is greater than or equal to 47°C BTDC, register 1&0 value (map O value in #g3 diagram) t- Igniter 36 as depth ignition advance
1-Control.

On the other hand, if the value stored in the register tSBUF is larger than the value stored in the register tθ, then the engine speed N is set to a predetermined value (for example, 101000
It is determined whether or not it is equal to or greater than rp. Here, if the engine speed N is 1.000 rpm or more, B is calculated from the register tsBUFO value (BTDC47°C).
TDC1'Cm is subtracted to obtain the register tsBUFO value.

After that, it is determined whether the value stored in the register tθ is greater than or equal to the value stored in the register tsBUFK, and the value stored in the register tθ is determined as the value stored in the register tSBU.
If the value is greater than or equal to the value of F, the igniter 361 is controlled using the map O basic ignition advance angle shown in FIG. On the other hand, if the value stored in register tsBUF is also larger than the value stored in register tθ, register ts
BUFOm? Shift to register tθ, register tθ
If the value of o is 1 and the ignition advance angle is 5 BUF, then BTD
The igniter 36 is controlled using C46°CA as the effective ignition advance angle.

On the other hand, when the engine speed N is less than 11000 rpm, the register tsBUFO value (BTDC4
BTDC5°CA is subtracted from 7°CA) to obtain the value of register tSBUF. After that, it is determined whether the value stored in the register tθ is greater than or equal to the value stored in the register tsBUP, and if the value stored in the register tθ is greater than or equal to the register tsBUFO value, the map shown in FIG. Igniter 36 yen 1: Controlled by basic ignition advance angle. If the value stored in the register tsBUF is larger than the value stored in the register to, shift the register tsBUFO value to the register to, and set the value of the register tθ as the actual ignition advance angle 5BUF, i.e. The igniter 36 is controlled using BTDC42°CA as the effective ignition advance angle.

In addition, when controlling the ignition timing with the value of the third map in the above operation, if there is ignition correction based on the K, water m signal, air conditioner signal, etc., the corrected actual ignition will be corrected at the same time. Luigniter 36F by advance angle
i is controlled.

By controlling as described above), the ignition timing is controlled by BTDC47°CAK from when the throttle valve is fully closed for the first time and 5 ignitions have elapsed until the fuel injection stop is returned, and after the fuel injection stop is returned, The ignition timing is controlled to BTDelf or a value subtracted by 5° CA depending on the engine speed. Further, if the predicted value for forced advance is smaller than the advance angle required by the map, the point increase timing is controlled by the value pc of the map. Note that when the engine speed is below a predetermined value, the reason why the rate of approaching the basic ignition advance angle is increased is to quickly lower the engine speed to the idle link state.

As explained above, according to the present invention, excellent effects can be obtained in that afterburn during deceleration is prevented and knocking during transient times is prevented.

[Brief explanation of the drawing]

FIG. 1 is a circuit diagram showing an embodiment of the present invention, FIG. 2 is a block diagram showing an electronic control circuit of the embodiment, and FIG.
The diagram IJg4, which is a diagram showing the basic ignition advance angle determined by the rotational speed and the ratio of the intake air amount to the rotational speed, is a flowchart showing the operation of the above embodiment.02...Air cleaner. 4...@e air flow meter. 6...-Intake amount sensor. 10.War/Throttle sensor. 22...Fuel injection stopped. 340...distributor. 3611111111 igniter. 44.Fist: Electronic control circuit. Agent Tatsuyuki Unuma (#mi or 2 people)

Claims (1)

[Claims] An intake air amount signal sensor that detects the intake air amount of the engine and outputs an intake air amount signal upstream of the throttle valve, and an engine speed sensor that detects the engine speed and outputs an engine speed signal. and the above-mentioned sushittle valve DWI4F
a throttle sensor that detects l and outputs a throttle position signal; and a throttle sensor that controls the ignition timing to a large advance based on the intake air amount signal and the engine rotation speed signal, and controls the ignition timing to a large advance based on the throttle position signal. An electronic control device for an engine, comprising a control signal tm power control circuit including a high point signal for controlling the ignition timing to the maximum ignition advance angle when a fully closed valve state is detected and a predetermined number of ignitions have elapsed.