JPS60104774A - Internal combustion engine ignition timing control device - Google Patents

Abstract

PURPOSE:To aim at improvements in an output extent, by judging whether gasoline in use is regular or premium on the basis of a detection value of knock generation by a knock sensor, while selecting the ignition timing according to the result of judgement. CONSTITUTION:An electric signal commensurate to a mechanical vibration is generated out of a knock sensor 1, and on the basis of the said signal, the presence of knock generation is discriminated at a knock discriminating part 2. In time of knock discrimination, an output signal out of the knock discriminating part 2 is inputted into an ignition timing selection judging part 3, and when the specified number of knocks is generated within a specified period of time, a high level signal, namely, a judging signal for ignition timing selection is outputted. And, this judging signal is inputted into an ignition timing phase shifter 6 via a memory part 4, a reference ignition timing signal out of a reference ignition timing signal generating part 5 is shifted in its phase to delayed timing control at a time, for example, when the knock is generated by use of regular gasoline after using a premium one.

Description

DETAILED DESCRIPTION OF THE INVENTION [Technical Field of the Invention] The present invention relates to an ignition timing side 1 device for an internal combustion engine.

It is well known that the octane number of gasoline has a strong correlation with the knock resistance in internal engines.

In other words, gasoline with a high octane number is less likely to cause a knock. FIG. 1 shows the ignition timing-output 11111-lux characteristics of an internal combustion engine using commercially available regular gasoline and premium gasoline (which has a higher octane number than regular gasoline). Point A is the knock limit point when regular gasoline is used; point B is the knock limit point when premium gasoline is used; knocking occurs when the ignition timing is advanced beyond the knock limit point.

According to FIG. 1, since the ignition timing can be advanced to point B when using premium gasoline, it is possible to improve the output shaft torque compared to when using regular gasoline. FIG. 2 is an ignition timing characteristic diagram showing the ignition timing at points A and B in FIG. 1 with respect to the rotational speed of the internal combustion engine.

In an internal combustion engine with such characteristics, when converting from regular gasoline to 7 premium gasoline, it is possible to improve the engine output by setting the ignition timing to the advanced side. [Prior art] By the way, In conventional ignition timing control devices, 1 ignition timing characteristic is set for regular gasoline, such as regular gasoline, and only -C is set, so when 1 premium gasoline is used, Q is different from Q! Up to L, the engine's direction was not as expected, so I had to somehow set the ignition timing to the advanced side.

[A11 L of the Invention] The present invention has been made in view of the above points, and uses a 1-knock sensor to detect the occurrence of knock, and depending on the detected value, it is determined whether the knocking gas being used is Reg 2 gasoline or premium gasoline. 1. Determine whether it is I*'! By setting the ignition time to the advance side or the retard side depending on the effect, the ignition timing of gasoline (1-1) is automatically switched.

[Embodiments of the invention]

FIG. 8 shows a first embodiment of the present invention. In FIG. 8, reference numeral (1) is a knock sensor that is installed in the engine and detects knocking of the engine. (2) is the knock sensor (
This is a knock discriminating section which discriminates whether knock has occurred or not from the output signal of step 1), and is composed of a band pass filter QD1, a noise level detector (2), and a comparator 1. Manual power of band pass filter CH+ is knock sensor (1)
The output is connected to one of the comparators (a) and one of the comparison human power and noise level detectors (a). The output of the noise level detector) is then connected to the other comparator of the comparator). (3) is a knock! 1'-11 Separate part (2
) is an ignition timing switching determination section that calculates from the output of 1 and determines whether or not ignition timing switching is necessary.
3? Consists of J1 timer states. Pulse generator 09
The input of the comparator is connected to the output of the comparator, and the output is connected to the H1 number input of the 81 number machine (34).
Connected to the reset input of 1 and 4. (4) is a storage unit that stores the output of the ignition timing switching determination unit (3) (output of the count 'ag g3'a), and is composed of the Noritsubu Furo Tsuno VF@υ and the reset circuit (b).

The 7-bit input of the Noritsubu Frotsuno (41) is connected to the output of the number reducer 4, and to the reset circuit (reset circuit).

(5) sets the engine's base 1τ- to the ignition timing I1 +lj, which causes the ignition timing A, and the ignition timing H14'L' tar.
(it) IJ: person) stand ignition 11. ``The output of the J-period IG generator (5) 1. Depends on the mode of the output of the storage section (4) (output of the Noritsubu Frotsuno (41)).
``Ji constant angle shift 11 and ignition 116 period A'' is the equalizer. (υ is the same as the output signal -υ of the ignition synchronized phase shifter (6), and the ignition coil (8) is intermittently connected to
This is a switch circuit that generates the 1" pressure necessary for ignition of the engine. Next, we will explain the details of each part. s'+
s 41sl &yo knock discrimination part (2) name t11;'s ilr'l1 work is shown. The knock sensor (0) is a generally well-known vibration acceleration sensor, and the engine's cylinder +7 has been removed for a long time, and the engine's h's
941j'J u', Motion S: ? jLS, (I Otsusu-
9Ji D'p sys m 41'J As shown in (a), oscillation υl,: (outputs fiυ°. Output of bandpass filter c!0-, non-xenometer (1) (+
By passing only the frequency 17-min of the knock special f from j7 to suppress noise components other than the ivy knock, output 4Ji with a good 8/N as shown in (a) of Fig. 4(b). do.

For example, the noise level detection and output device can be composed of a half-wave rectifier circuit, an averaging circuit, an amplifier circuit, etc., and a band bus soi. The output signal 'ij- ((a) in Fig. 4(b)) of the switch ◇ is converted to a DC heavy pressure level by half-wave rectification and averaging, and is amplified with a constant amplification factor of 11 Fig. 4((b)). As shown in (b), the bandpass filter Q outputs a DC 'iIf LE whose level is higher than the noise component shown in (a) of Figure 4 (bl) and lower than the knock component. . to the comparator) is the output signal of the band pass filter φ0 (0 in Figure 4 (bl)) and the output signal of the noise level detector (c) ((0) in Figure 4 (b)). If no knock occurs (section C in Figure 4), the output Mp of the band pulse filter Qυ ((a) in Figure 4(b) is used as the noise level detector) is compared. (Because it does not exceed (B) in Fig. 4 (bl), 1"J is not output. On the other hand, when knock occurs (Fig. 4), the output signal of the band pulse filter Qυ (Fig. 4 (B)) is not exceeded. bl (a)) Output signal of the noise level detector ■ (4th 1(b) (b))
(to exceed) the pulse train as shown in Figure 4(c). Therefore, the pulse train (fourth
The occurrence of knocking can be determined based on the presence or absence of the output shown in Figure (C)).

FIG. 5 shows the operation of each part of the S1 switching determination section (3) during ignition. The pulse generation path S υ is connected to the output of the comparator (Fig. 5 (C)), and the pulse is output as shown in Fig. 5 (d). In other words, the pulse is generated. Equipment υ is 1
1) Outputs a pulse when the knock occurs in line with the ignition. The output of the pulse generator υ is counted by 1 according to the counters and is 1-[111 so Uchitani (4'L) as shown in FIG. 5(e).

Timer E outputs a pulse at predetermined time intervals as shown in 51st ZI(f), and the pulse increases the chanting number I1α of the H11 numeral scale +! ? Reset to . In addition, as shown in Figure 5 (g), the output of the power counter reaches a high level when the count value of the power counter reaches 1 or more (old enemy fllt 8 in Figure 5). .In other words, the ignition timing switching determination section (
3) outputs a high level (tJυ) when a predetermined number of knocks occur within 15 hours. This calculates the knock occurrence rate using the above method. of? J is a thing.

FIG. 6 shows the operation of the storage section (4) and the ignition timing shifter (6). In FIG. 6, (g) shows the output of the counter, that is, the determination result of ignition timing switching. The reason why the output of the counter 4 (Fig. 6 (g)) is controlling the high level and the low level is that the aI counter 0'4 is reset by the timer 9'lj. This is because the reset circuit (4
Figure 6 (11) shows the reset circuit (output/(rus) of the reset circuit) when the engine is started. is set when the output is at city level (Noritsubu flop t
The output of 411 is set to Akane level (/c), and the output of the reset circuit @O is set to 1 level. The operation of the output of this Noritsubu flop (11) is shown in FIG.
Shown below.

° First, when the engine is started, the control flop (411) is reset by the reset circuit i44, and the output becomes a low I novel. In other words, it becomes 0 mode (advanced angle mode) in which the ignition timing is not changed. When the output of 4 outputs a high level as shown in FIG. 6 (gl), the output of the flip-flop tiu switches to a high level.

In other words, the mode becomes a mode (retard mode) in which the ignition timing is changed by 1d. From then on, the retard mode is maintained until the engine stops. "Also, as a matter of course, since the output of the counter 4 has been at #6 level since the start of the lead bolt, the output of the trigger razor flop III which does not output Lt remains at a low level (advanced angle Morton).

On the other hand, the ignition timing phase shifter (6) is a phase shifter (m++) according to the control jli lI+1 pressure - CC manual lithography phase total retardation signal.

Regarding this ignition timing phase shifter (6), the ignition timing side 111
This is a technique of I/D knowledge in one device, and its explanation will be omitted here. J, (ivX ignition timing signal generator (5) detects the rotation of the crankshaft of the engine and outputs No. 1J indicating the timing to ignite. For example, the This refers to the No. 3 ignition generator.

According to this fortune-telling, the ignition timing characteristics of the 1d ignition timing generator (5) are set by the engine rotational speed - or negative 1'11'j, and the rotational speed d is the characteristic shown in Figure 2 (B). Set.

C Quasi-ignition timing A1. The output signal of the υ generator (5) is input to the ignition timing phase shifter (6) as shown in FIG. 6 (U).

Then, the Noritsubu flop (4 phantom output is the ignition timing shift 4
1 ignition timing phase shifter which receives the control 1 tonne pressure input V of the eyepiece (6) and shifts the phase of the output signal of the reference ignition timing signal generator (5) according to the output mode of the 71 knob flop til+. The output signal of (6) is shown in FIG. 6(k). Now, when the output of the flip-frog 111) is at a low level (advanced angle mode), the ignition timing phase shifter (0) does not perform a phase shifting operation, and its output is connected to the reference ignition timing generator (5). ) appears as it is, and the ignition timing characteristics in actual ignition remain as shown in Figure 2 (B).In addition, knocking occurs in the engine and the 1 ignition timing switching determination section (3) determines that a switching is necessary. Judgment, the output of Noritsubu flop ← 11 is at the quotient level (
When switching to retard mode), the ignition timing phase shifter (6
) retards 414 the output signal of the reference ignition timing signal generator (5J (FIG. 6(j)) by a predetermined angle, as shown in FIG. 6(k). The ignition timing characteristics are as shown in the 21st GA).

Therefore, when using premium gasoline, Figure 2 (
Since no knock occurs in the ignition timing characteristic shown in B), the ignition timing does not switch and remains as the characteristic shown in FIG. 2 CB). However, if all regular gasoline is used, the second stage I (ignition 11 of 131) is in the area where knock occurs in the first stage characteristics, so knocking occurs in the engine. ), .-C knock is detected by the ignition timing switching determination unit (3)1 storage unit (4) and the ignition timing phase shifter (6), and the ignition timing is retarded,
A second engine that does not cause knocking even when using regular gasoline.
The ignition timing is fixed to the ignition timing characteristics shown in Figure (A).

In addition, in the above implementation 1311, the ignition timing switching determination section (3)
In , the occurrence rate of knock was calculated and the ignition timing switching judgment was made, but if regular gasoline and premium gasoline can be clearly distinguished only by the presence or absence of knock,
The output of the comparator (c) may be directly connected to a flip-flop (f&).

In addition, in the reset circuit 1a, a method was shown in which a pulse is generated when the engine is started, but it is also possible to detect the opening and closing of the cover of the Karin tank inlet during gasoline refueling, or to detect the change in the residual cap of the Karin tank. By doing so, it may be possible to detect that gasoline has been newly injected and output a reset pulse. In addition, in the first embodiment, the ignition timing to be changed is custom-made using an ignition timing phase shifter (6
), the phase of the reference ignition timing signal generator (5) is retarded, but the ignition timing signal generator (5) has different ignition timing characteristics.
It is also possible to switch between two ignition timing signals. This will be explained below as a second embodiment.

FIG. 7 is a block 11'9 configuration diagram of a second practical example Mi of the present invention. In FIG. 7, the same numbers as in FIG. 8 indicate the same parts. (9) is the first ignition timing characteristic storage unit (hereinafter referred to as 1L).
(referred to as J M (9)), (It) is a second ignition timing characteristic storage unit (hereinafter referred to as IL OM (referred to as IQ),
They store ignition timing data mapped to engine speed and load. 0υ is ROM (9) and R
It is a data selector that inputs the output data of UMQl) and outputs it by switching to either UMQl (9) or ROM (i4 data) depending on the input mode. Q'4 is a crank angle sensor that detects the crank angle of the engine, and a is a pressure sensor that detects the intake air pressure of the engine. a< is the ignition timing calculation section, and the crank angle sensor O
'4 and the output signal of the pressure sensor (1) (by manually calculating the rotation speed and load condition of the R.O.
Transmit to M On. Then, the output data of the data selector α (IL (JAI (++) or data of Ql to RO8) is read, the ignition timing is set to 1"1, and the ignition timing is output to the switching circuit (7).

Figure 8 shows the 1υ1 special I/4 at the time of ignition stored in Q (B) and OM (II). (A) is the ROM
(o), which is set for regular gasoline. (B) is a characteristic diagram of ILOMO (fist), and since it is set to K for premium kallin, it is set to the advanced angle side than (A).

1.d2, Fritsunofrog @ll output is low level (advanced angle mode). data selector 01) changes the data output to ILUM On and outputs it to the ignition timing control part H. In other words, 1 gB 8 In the ignition timing characteristic data in Figure (13), Z) data to the address determined by the number and load of data selector 0
LL-
Ru. Flip frog (seasonal output 1% l/
Hell (;!ji Kakumo'-"), Narji, 7'-!I
When the error occurs, switch the data output to ROM (9),
The data shown in FIG. 8(A) is output to the ignition timing calculation section 041. Therefore, when the ignition timing calculation unit 0 is set, the ignition 11ν period switching determination unit (3) determines that ignition timing switching is unnecessary, and the storage unit 4)
If the output is in the advance mode, the ignition signal will be outputted in accordance with the ignition timing characteristics shown in Figure 8 (b), and due to the use of regular gasoline, knocking will occur in one or more gates, causing the ignition timing to change. The determination unit (3) determines that it is an ignition timing phase shifter, and stores the information in the 1 storage unit (
When the output of 4) is in the retard mode, 1, Fig. 8 (
7! The ignition time +j is output based on the ignition 11σ period characteristics.

[Effect of Gu6 Light] As explained above, according to the present invention, when regular gasoline and premium gasoline are used interchangeably, it is possible to determine whether it is regular gasoline or premium gasoline by detecting the presence or absence of knock with a knock sensor. Furthermore, based on the determination result, it is possible to automatically change the ignition timing to regular gasoline or premium gasoline, and reset the ignition timing each time the gasoline is changed. This has the effect of saving the trouble of having to redo the process, and making it possible to obtain the appropriate output depending on the gasoline used.

[Brief explanation of the drawing]

Fig. 1 is an output shaft torque characteristic diagram of the engine, Fig. 2 is an ignition timing characteristic diagram of the engine, Fig. 8 is a block IN configuration 1 showing the first embodiment of the present invention, and Fig. 4 is a knock''4'4j separate section (
Fig. 5 is an explanatory diagram of the operation of 2), and Fig. 5 shows the ignition 1 timing switching determination section (3
), FIG. 6 is an explanatory diagram of the operation of the storage section (4) and the ignition timing phase shifter (6), and FIG. 7 is a block diagram showing the second embodiment of the present invention. Figure 8 shows engine ignition 11
This is an expected diagram, (1) is the knock sensor, (2) is the knock discrimination unit, (3)
is the ignition timing switching determination section, (4) is the storage section, and (5) is #;
Quasi-ignition timing 1if-8 Motoseitan, <The phrase is ignition timing shift 41i
(7) is a switching circuit, and (8) is an ignition coil. Note that the same reference numerals in the drawings indicate the same parts or the same parts. Agent Masuo Oiwa No. 11 I1 ・+> 2 +n No.; λt + No. 411 I CQ) Showa year month day, 1.1,'l'l:l'14'l:i'MK ””・
:1, Incident display! 1-1-Gansho 58-218820
No. 2, Name of Invention Ignition timing control device for internal combustion engine 3, correction unit/ICf'l- connection 1 series 1, 1° Applicant Representative Hitoshi Katayama Department 4 Agent, ・'' 5. The column of the inventor, patent applicant, or agent other than the above in the application subject to the amendment, the scope of claims in the specification, the detailed description of the invention, and the drawings. 6. Contents of the amendment (1) Amend the furigana of ``Yoshiro Danno'' on page 2, line 5 of DA 8 to ``Dank Yoshiaki'' as per the attached application for correction. (2) Amend the scope of claims in the specification as shown in the attached sheet. (3) 'POM,' ROM on page 18, line 2 of the same book
, and correct it. (4) Street mark fi' 4 not provided in the attached sheet in Figure 7 of the drawings
Add 1. 7. Attachment A" Hatake Rui, 7) Inventory (1) Request for correction 1 copy (2. Document stating the scope of claims 1 copy (3) Drawing (Figure 7) 1 copy or more Claims (1) ) a knock sensor that detects knocking on the internal combustion sluice gate; a knock determination means that determines whether knock has occurred from the output of the knock sensor; and a calculation based on the output of the knock determination means;
ignition timing switching determination means for determining whether or not ignition timing switching is necessary;
storage means for storing the output of the ignition timing switching determination means;
and an ignition timing control device for an internal combustion engine, comprising ignition timing switching means for switching ignition timing according to the output of the storage means. (2) The ignition timing control device for an internal combustion engine according to claim 1, wherein the ignition timing switching means phase-shifts a reference ignition timing signal. (3) The ignition timing control device for an internal combustion engine according to claim 1, wherein the ignition timing switching means switches between two reference ignition timing signals having different ignition timing characteristics.

Claims (3)

[Claims] (1) A knock sensor that detects knock in the internal combustion engine, a knock 1'Ij distinguishing means for determining whether or not knock has occurred from the output of this knock sensor, and calculating η from the output of this knock discriminating means; An ignition timing control device for an internal combustion engine, comprising a storage means for storing the output of the ignition timing switching determination means, and an ignition timing switching means for switching the ignition timing according to the output of the storage means. (2) The ignition timing control device for an internal combustion engine according to claim 1, wherein the ignition timing switching means phase-shifts a reference ignition timing signal. (3) The ignition timing side ill device for an internal combustion engine according to claim 1, wherein the ignition timing switching means switches between two reference ignition timing signals having different ignition timing characteristics.