JPS61155659A - Ignition timing controller of internal combustion engine - Google Patents

Abstract

PURPOSE:To reduce the number of parts by sensing variation of a potential between a conventional intake pressure sensing means and an indicating means in the form of an engine load signal and performing ignition timing control in accordance with said signal. CONSTITUTION:A control means 6 receives signals (l) to (m) relating to engine operating conditions, processes them and outputs an ignition timing control signal P. One terminal of secondary electric path 24 the other terminal of which is connected to said means 6 is connected to a wire 26 at a point A between a pressure switch 8 which senses a pressure of an intake manifold 4 and a turbo indicator lamp 16. Since the pressure switch 8 is kept off at a low load time, a potential at the point A is approximately the same as that of a battery 22. At a high load time, a supercharging pressure acts to turn the pressure switch 8 on so that the potential at the point A becomes an earth potential. Such variation in potential at the point A input to the control means 6 in the form of an engine load signal to control ignition timing in accordance with load. Since an extra engine load sensing means need not be mounted, the number of parts can be reduced.

Description

DETAILED DESCRIPTION OF THE INVENTION [Industrial Application Field] This invention relates to an ignition timing control device for an internal combustion engine, and particularly to an internal combustion engine that can extract an engine load signal with a simple configuration and control the ignition timing using this negative pressure signal. The present invention relates to an ignition timing control device.

[Prior Art] In an internal combustion engine, the ignition timing, fuel injection, etc. of the engine are controlled by controlling the operation of control equipment using output signals from a control means. This control means includes detection means such as an intake pressure switch and throttle valve opening switch for detecting an engine load signal, and detection means such as an intake air temperature switch and an engine speed switch for detecting other engine operating conditions. have been contacted.

The control means inputs signals from these detection means, processes these signals, and outputs signals for controlling the operation of the control equipment.

[Problems to be Solved by the Invention] However, in the conventional configuration, detection means such as an intake pressure switch and a throttle valve opening switch are required to extract the engine load signal, which increases the number of parts. This has the disadvantage of being expensive and requiring a large installation space for the detection means. Further, the configuration is complicated, which makes maintenance and inspection difficult.

[Object of the Invention] Therefore, the object of the present invention is to eliminate the above-mentioned disadvantages, extract an engine load signal for controlling ignition timing with a simple configuration, reduce the number of parts and reduce the cost, and reduce the mounting space for the detection means. An object of the present invention is to realize an ignition timing control device for an internal combustion engine, which can be made small and can be easily maintained and inspected.

Means for Solving Problem E] To achieve this object, the present invention provides a pressure detection means for detecting intake pipe pressure, and a display means for displaying the intake pipe pressure state based on a signal from the pressure detection means. and a control means for inputting signals from various detection means for detecting engine operating conditions and for outputting control signals to control equipment, in which a potential change between the pressure detection means and the display means is detected by the engine. It is characterized in that it is detected as a load signal and the ignition timing is controlled according to the load based on this detection signal.

[Operation] With this configuration, the pressure detection means is turned on and off depending on the high and low load operating conditions of the engine, and the display means blinks accordingly. This allows the control means to:
A potential change between the pressure detection means and the display means is detected as an engine load signal, and the ignition timing can be controlled according to the load based on this detection signal. Therefore, the engine load signal can be easily extracted by only making minor changes to the existing configuration, the number of parts can be reduced, the configuration can be simplified, and maintenance and inspection can be performed easily at low cost.

[Examples] Examples of the present invention will be described below in detail and specifically based on the drawings.

FIG. 1 is a schematic explanatory circuit diagram of a control device showing the basic configuration of the present invention. In FIG. 0, 2 is a supercharged engine;
6 is an intake manifold, and 6 is a control means. A pressure switch 8 serving as pressure detection means for detecting supercharging pressure, which is intake pipe pressure, is connected to the intake manifold 4 via a pressure passage 10. This pressure switch 8 has a spring 1
2 and an actuating member 14 attached to the spring 12. Further, the pressure switch 8 is connected via a first electric line 18 to a turbo indicator lamp 16 which is a display means that lights up when the engine is in a high load state and the supercharging pressure is higher than a predetermined pressure. This turbo indicator lamp 16 is connected to the battery 2 via a key switch 20.
2 has been contacted.

The control means 6 receives signals 41. from various detection means for detecting the engine operating state. It inputs m and n, performs arithmetic processing on these input signals, and outputs a signal P for controlling the ignition timing. Further, one end of a second electric line 24 is connected to the control means 6.

The other end of the second electric line 24 is connected to a connection part 26 in the middle of the first electric line 18 that communicates between the pressure switch 8 and the turbo indicator lamp 16. As a result, when the engine is in a low load state, the pressure switch 8 is turned off, so the potential of the connection part 26 (point A) where the other end of the second electric line 24 is connected in the middle of the first electric line 18 is This is approximately the same as the potential of the battery 22. Furthermore, when the engine is in a high load state, high supercharging pressure acts on the pressure passage 10, and this supercharging pressure moves the actuating member 14 against the biasing force of the spring 12, turning on the pressure switch 8. Make it. Therefore, the connection portion 26 (point A)
The potential is approximately the ground potential, which is lower than the potential of the buffer battery 22 described above. However, in the present invention, a change in potential occurring at the connection portion 26 (point A) is detected as an engine load signal V, and this detection signal V is input to the control means 6.

FIG. 2 shows a first embodiment of the present invention, in which the ignition timing of an engine is controlled using the structure of the present invention.

In this first embodiment, an igniter 28 is provided as the control means 6. The igniter 28 has a knock control circuit 30, and a knock sensor 32 is connected to the knock control circuit 30. Although not shown, the knock sensor 32 is attached to an engine body such as a cylinder block, and outputs a signal to detect non-knocking occurring in the combustion chamber at an early stage and take countermeasures. Further, the igniter 28 is connected to a signal generator 34 in the distributor in order to obtain a signal ffi,m for determining the reference ignition timing, and the signal generator 34 in the distributor is connected to the signal generator 34 in order to obtain the engine load signal V. Electric line 18
The other end of the second electric path 24 is connected to the other end of the second electric path 24 . Further, a spark plug 38 is connected to the Eve knife 28 via an ignition coil 36. As a result, Eve Knife 2nd performs arithmetic processing on each of the above-mentioned input signals and outputs a signal P of the optimum ignition timing that improves the engine output and does not cause non-king.

The operation of this first embodiment will be explained below.

When the engine is in a low load state, no supercharging pressure acts on the intake manifold 4, and therefore the pressure switch 8 is in the off state, so the turbo indicator lamp 16 is extinguished. As a result, the first electric path 18 has a potential equivalent to the potential of the battery 22, and this potential is input to the Eve knife 28 as the low load signal V. At this time, the Eve knife 28 receives the signals l and m from the signal generator 34.
At the same time, the reference ignition timing is determined by inputting the non-king occurrence signal n from the knock sensor 32 and the engine load signal V from the second electric circuit 24, and the knocking timing is determined by retarding the reference ignition timing by a predetermined amount. Determine the optimal ignition timing for an engine that does not occur.

Then, this Eve knife 28 outputs an ignition timing signal P to turn on/off the primary side of the ignition coil 36,
The ignition coil 36 causes the ignition plug 38 to spark.

When the engine is in a high load state, supercharging pressure acts on the intake manifold 4, and this supercharging pressure moves the actuating member 14 against the biasing force of the spring 12 through the pressure passage lO, and the pressure switch 8 Turn on. In conjunction with this turning on of the pressure switch 8, the turbo indicator lamp 16 lights up.

As a result, the first electrical circuit 18 and the 21st! The potential of the connection portion 26 (point A) with the line 24 is approximately the ground potential. Therefore, a change in potential at the connection part 26 (point A) where one end of the second electric line 24 is connected in the middle of the first electric line 18 can be detected as the engine high/low load signal V, and this detection signal V can be used as the engine high/low load signal V.
8 can be entered.

As a result, the engine load signal can be extracted using the existing turbo indicator circuit, and thereby the signal P of the optimum ignition timing that does not cause non-king can be output from the Eve knife 28. Therefore, the structure is simple, the number of parts is reduced, the cost is reduced, the mounting space for the detection means is also small, and maintenance and inspection are easy, which is very effective in practical use.

FIG. 3 shows a second embodiment of the invention. In this second embodiment, parts that perform the same functions as those in the above-described first embodiment are given the same reference numerals and will be explained. The feature of this second embodiment is that fuel injection control is performed using the configuration of the present invention. That is, as the control means 6, an injection control unit 42 is provided which controls the injector solenoid 40 on and off and outputs the fuel injection signal P. The other end of a fourth electric line 50 is connected to the injector control unit 42, one end of which is connected to the middle of a third electric line 48 that communicates between the Eve knife 44 and the ignition coil 46 so as to extract an engine speed signal. Also, an intake air temperature sensor 52 that detects intake air temperature and an intake air amount sensor 54 that detects intake air amount are connected. Further, in the vent engine control unit 42, as in the first embodiment described above, a second electric line is connected at one end to the connection part 26 in the middle of the first electric line 18 that connects the pressure switch 8 and the turbo indicator lamp 16. The other end of 24 is connected.

If configured as in this second embodiment, the injection control unit 42 will have the following functions: rotation number signal l
, an intake air temperature signal m, an intake air amount signal n, and an engine load signal V are input, respectively. The injection control unit 42 then processes these input signals and sends a fuel injection signal P to the injector solenoid 40.
Output.

Thereby, for example, during supercharging when knocking is likely to occur, the amount of fuel injected can be increased to prevent knocking from occurring.

It should be noted that the present invention is not limited to the above-described embodiments, and it goes without saying that various modifications can be made.

For example, in the above-mentioned embodiment, the pressure switch 8 was constructed with a mechanical element including the spring 12 and the actuating member 14 attached to the spring 12, but as shown in FIG. Alternatively, it is also possible to provide a semiconductor pressure sensor unit 56 consisting of electronic components. The semiconductor pressure sensor unit 56 includes a semiconductor pressure sensor 58, a pressure determination circuit 60, and an output transistor 2.

It is also possible to use the configuration of the present invention in other control devices such as electronically controlled carburetors.

E Effects of the Invention] As is clear from the detailed description above, according to this invention,
By detecting the potential change between the existing pressure detection means and the display means as an engine load signal and controlling the ignition timing according to the load using this detection signal, there is no need to separately provide a detection means for extracting the engine load signal. As a result, the number of parts is reduced and the cost is reduced, the mounting space for the detection means is reduced, maintenance and inspection are facilitated, and the effect of practical engineering is achieved.

[Brief explanation of the drawing]

FIG. 1 is a schematic explanatory circuit diagram of a control device showing the basic configuration of the present invention. FIG. 2 is a schematic explanatory circuit diagram of a control device showing a first embodiment of the present invention. FIG. 3 is a schematic explanatory circuit diagram of a control device showing a second embodiment of the present invention. FIG. 4 is a schematic explanatory circuit diagram of a control device showing another embodiment of the present invention. In the figure, 2 is a supercharged engine, 4 is an intake manifold, 6 is a control means, 8 is a pressure switch, 16 is a turbo indicator lamp, 18 is a first electrical circuit, 24 is a second electrical circuit,
26 is a wiring section, 28 is an igniter, 30 is a knock control circuit, 32 is a knock sensor, 34 is a signal generator, and 38 is a spark plug.

Claims (1)

[Claims] a pressure detection means for detecting intake pipe pressure; a display means for displaying the intake pipe pressure state based on a signal from the pressure detection means; and a display means for inputting signals from various detection means for detecting the engine operating state and sending the signals to the control equipment. A control device having a control means for outputting a control signal, wherein a potential change between the pressure detection means and the display means is detected as an engine load signal, and the ignition timing is controlled according to the load using this detection signal. Characteristics of the ignition timing control device for internal combustion engines.