JPH0612108B2 - Engine ignition timing control device - Google Patents

Description

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an ignition timing control device for an engine, and more particularly to an ignition timing control device that corrects the ignition timing according to a knock (Knock) occurrence state.

[Conventional technology]

Knock generated in the engine is accompanied by knocking noise, which deteriorates the running property, and causes reverse torque to reduce the output of the engine or destroy the engine due to overheating. This knock has a close relationship with the ignition timing, and it is known from the characteristics of the engine that setting the ignition timing, that is, the ignition advance angle immediately before the knock can maximize the engine output. Therefore, as a result of avoiding the occurrence of knock, reducing the ignition advance angle also lowers the engine output, so that the ignition timing is required to be controlled immediately before the occurrence of knock. Particularly, in a turbocharged engine, the compression ratio is high, and it is required to optimize the ignition timing in order to maintain the maximum efficiency. A technique for detecting knock and controlling ignition timing is disclosed in, for example, Japanese Patent Laid-Open No. 52-84330.

Further, conventionally, in an ignition timing control device using a digital arithmetic device such as a microprocessor, the ignition timing control device is operated depending on a synchronization signal generated at regular intervals (Japanese Patent Laid-Open No. 54-58116). JP-A-54-595
No. 29).

[Problems to be Solved by the Invention]

However, according to the above-described conventional technique that performs knock processing depending on the synchronization signal, knock processing, that is, calculation processing for obtaining a correction value of ignition timing due to knock is performed even if knock has not occurred. Since it is executed, there is a problem in that the processing load of the microprocessor or the like is wasted and the processing efficiency is poor. Further, since the synchronization signal and the timing of knock occurrence are not necessarily related, the knock process is not always performed immediately after the occurrence of knock. If the knocking process is delayed, the next ignition timing control may not be in time, and there is a problem that the responsiveness of the correction control to the knocking is poor.

Further, since the conventional ignition timing control by knocking only corrects and controls the ignition timing depending on whether or not knocking occurs, that is, depending on the presence or absence of knocking (JP-A-54-5).
No. 9529), there is a problem that the ignition timing may be retarded more than necessary even when the knock is weak, or the knock amount cannot be suppressed because the correction amount is too small despite the strong knock. there were.

A first object of the present invention is to improve the responsiveness of ignition timing control by knocking, to efficiently perform knocking processing, to improve arithmetic processing efficiency, and to improve engine efficiency. To provide a device.

A second object of the present invention is, in addition to the above first object,
It is an object of the present invention to provide an ignition timing control device for an engine, which performs correction control of ignition timing by knocking according to knock intensity.

The third object of the present invention is, in addition to the above second object,
An object of the present invention is to provide an engine ignition timing control device capable of advancing the ignition timing to immediately before knocking and further improving engine efficiency.

[Means for Solving the Problems]

In order to achieve the above object, the first aspect of the present invention is an ignition timing control device that takes in engine rotation information and controls the ignition timing of the engine based on digital arithmetic processing. A knock interrupt signal generating means for responding to generate a knock interrupt signal, an ignition timing correction control means for directly responding to the knock interrupt signal to calculate a correction value of the ignition timing by the knock, and an engine rotation angle interrupt. It is characterized in that it is configured to include an ignition timing control means which operates in response to a signal and fetches engine operating information including the correction value to calculate an ignition timing.

A second aspect of the present invention is an ignition timing control device that takes in engine rotation information and controls the ignition timing of the engine based on digital arithmetic processing, detects the knock generated in the engine, and detects the strength of this knock state. , A knock detection device that generates a number of pulses corresponding to, a knock interrupt signal generation means that directly responds to the output pulse of this knock detection device to generate a knock interrupt signal, and a knock detection signal that directly responds to this knock interrupt signal. Ignition timing correction control means for calculating a correction value of ignition timing according to the number of output pulses of the knock detection device, and ignition by taking in engine operating information including the correction value in response to an engine rotation angle interrupt signal. And an ignition timing control means for calculating the timing.

Further, in addition to the configuration of the above-mentioned other invention, a third invention of the present invention, in addition to the configuration of the other invention, when the knock is not detected after the ignition timing is corrected by the knock, the ignition timing is advanced by the minimum correction unit for each ignition timing control cycle. It is characterized in that it is configured to include control means for performing correction control by gradually increasing in a direction.

Further, a fourth aspect of the present invention is directed to a microprocessor for taking in engine operating information and controlling the engine based on digital arithmetic processing, and detecting a knock generated in the engine to generate a number of pulses corresponding to the strength of the knock. And a knock interrupt signal generating means for generating a knock interrupt signal in response to a pulse output from the knock detecting device, wherein the microprocessor is an output pulse of the knock detecting device. And a knock signal processing means for calculating a correction value of the ignition timing according to the number of pulses, and an ignition timing control means for calculating the ignition timing by fetching engine operation information including the processing result of the knock signal processing means, When the knock signal is output, the knock signal processing means is activated, and a predetermined periodic interrupt signal is input. In the ignition timing control apparatus for an engine comprising an interrupt request analysis processing means for activating the ignition timing control means.

That is, the fourth invention is an invention having the main part of the second invention as the main part, and except for the knock detection device and the knock interrupt signal generation means, the ignition timing correction control means ( The knock signal processing means) and the ignition timing control means are incorporated, and in order to selectively activate them in response to an interrupt signal, a demand analysis processing means is incorporated in the microprocessor.

[Action]

With this configuration, according to the first to fourth aspects of the present invention, the object of the present invention is achieved by the following actions.

That is, since the ignition timing correction control is performed directly in response to the interrupt signal that directly responds to the output pulse of the knock detection device indicating the occurrence of knock, the knock processing is not performed unless the knock occurs. Therefore, since the knocking process is performed only when necessary, it is possible to reduce the calculation process of the microprocessor or the like and improve the processing efficiency. Further, since the knock process is performed in direct response to the knock occurrence, the ignition timing correction value due to the knock is immediately reflected in the next ignition timing control, and the responsiveness of the control to the knock is improved.

Further, according to the second invention, first, the number of output pulses generated from the knock detection device is a number corresponding to the strength of the knock state. And the means for correcting and controlling the ignition timing is
The output pulse is taken in, and the correction value of the ignition timing is obtained directly according to the output pulse number, that is, every time when knock occurs, and the ignition timing is corrected and controlled by this. Therefore, since the ignition timing is retarded by the correction amount according to the strength of the knock every time the knock occurs, the knock is appropriately eliminated and the engine efficiency is enhanced.

According to the third aspect of the invention, when the knock is not detected, the ignition advance is advanced until just before the knock, because the correction is controlled stepwise in the advance direction in the minimum correction unit for each ignition timing control cycle. Therefore, the engine output is maintained at the maximum.

According to the fourth invention, the main part of the second invention can be realized by a microprocessor, and the knock signal processing means and the ignition timing are respectively adjusted in accordance with the knock interrupt and the interrupt of a predetermined cycle by the request analysis processing means. The control means is selectively activated, when the knock does not occur, the knock signal processing is not performed, and the knock signal processing is executed only when the knock occurs, while the ignition timing control means is activated periodically.

〔Example〕

Hereinafter, these inventions will be described in detail based on the embodiments shown in the drawings.

FIG. 1 shows an ignition control device for controlling ignition timing in an engine control device for performing various engine controls. In the figure, a CPU 12 is a central processing unit for digitally processing various data such as engine ignition timing, a ROM 14 is a storage element for storing a control program such as an ignition timing control program and fixed data, and a RAM 16 is a RAM 16. It is a readable and writable storage element. The input / output interface circuit 20 receives signals from various sensors, in this embodiment, the knock detection device 30, the crank angle sensor 40, and the load sensor 50, sends them to the CPU 12 via the bus 18, and outputs the ignition signal IGN after the arithmetic processing. Is sent to the ignition coil drive circuit 60.

Knock detection device 30 is configured to generate a number of pulses KNCKP according to the knock state generated in the engine and to output a time signal OSMP for a fixed time in response to the first generated pulse. For example, the time signal OSM
P is made with a one-shot multivibrator.

Crank angle sensor 40 and load sensor 50 have basic ignition timing θ
It is provided to obtain the information that is the basis of the ADV calculation. The crank angle sensor 40 uses the position pulse signal (P
OS) P1 and reference crank angle signal (REF) P2 are output, and the load sensor 50 obtains the load signal from the suction pipe negative pressure L in this embodiment.

The ignition coil drive circuit 60 includes an amplifier 62 and a power transistor.
The ignition signal IGN from the input / output interface circuit 20 is amplified by the amplifier 62 and then input to the transistor 64, whereby the current flowing through the ignition coil 66 is controlled and the predetermined ignition timing is obtained. Is obtained.

FIG. 2 shows a specific configuration of a circuit that contributes to ignition timing control in the input / output interface circuit 20.
In the figure, the ignition timing data θA calculated by the CPU 12
The DV and ignition coil 66 energization start time data θDWL correspond to the corresponding advance registers (ADV-RE).
G) 202 and dwell register (DWL-REG) 204 are input and set via the bus 18. Advance register 202
Of the dwell register 204 is input to the comparator 208, and the comparator 206 outputs an output pulse when the count value of the first counter register 210 reaches the set value of the advance register 202. Occur. Further, the comparator 208 generates an output pulse when the count value of the second counter register 212 reaches the set value of the dwell register 204. That is, the comparator 206
Outputs an ignition timing pulse, and the comparator 208 outputs an energization start timing pulse. RS flip-flop 214
Responds to the outputs of the comparators 206 and 208 to repeatedly turn on and off, and the ignition signal IGN is obtained at the output.

In order to execute the above ignition timing control, the first counter register 210 counts the position pulse signal P1 input from the AND gate 216, and the AND gate 216 is set by the reference crank angle signal P2. It is set to open at the Q output of RS flip-flop 218. The first counter register 210 has a reference crank angle signal P
It is reset (RESET) at 2, and the RS flip-flop 218 is reset by the output of the comparator 206. That is, the RS flip-flop 218 in the comparator 206
From the state where the reference crank angle signal P2
Then, when the RS flip-flop 218 enters the set state, the AND gate 216 is opened, and the first counter 210 outputs the position pulse signal P1 until the next reference crank angle signal P2 is generated.
Is to be counted.

The second counter register 212 is also the position pulse signal P1.
Open AND gate 220 and count, but AND gate 2
The opening condition of 20 is different from that of AND gate 216. That is, the RS flip-flop 222 set by the output of the comparator 206 in which the S flip-flop 218 is reset.
When the Q output is established, the AND gate 220 is set to open, and the RS flip-flop 222 is reset by the output of the comparator 208. Therefore, comparator 2
After 06 produces an output, the second counter register 212 will calculate the position pulse signal P1 up to the value set in the dwell register 204.

Also, the output pulses KNCKP and O of the knock detection device 30
The SMP sends the counter register 234 via the AND gate 232.
, The knock signal KNCKP generated within the time of the time signal OSMP is counted. The CPU 12 is interrupted at the end of this counting, and the counter register 23
At the same time that the count value of 4 is taken into the CPU 12 via the bus 18, the count value of the counter register 234 is cleared to prepare for the next knock occurrence. The number of pulses NP taken in by the CPU 12 is data corresponding to the knock intensity, and the calculation of the ignition timing correction amount ΔθADV1 ΔθADV1 = f (N
It is used for P).

The time signal OSMP is held in the status register 236, and in the case of the present embodiment, the trailing edge of the time signal OSMP is the knock interrupt request signal, which is taken into the CPU 12. The counter 234 is reset by the output of the reset register 238, and the reset register 238 inputs the reset signal to the counter register 234 after the count value of the counter 234 is taken in by the CPU 12.

In the above configuration, the result of the arithmetic processing by the CPU 12 according to the ignition timing control program is
A predetermined ignition signal IGN set at 202 and 204 is obtained from the RS flip-flop 214. When a knock occurs, an interrupt request is generated by the time signal OSMP,
The count value of the number of pulses generated according to the intensity of knock for a predetermined time is fetched into the CPU 12 to obtain a correction value, and the ignition advance angle is corrected backward. After the correction, unless the correction is made by the next knock interrupt request, the ignition timing is controlled to be increased stepwise in the advance direction in the minimum correction unit for each cycle of the ignition timing control.

FIG. 3 is a timing chart showing the operation of the circuit shown in FIG. 2 described above. In the figure, (A) is a reference crank angle signal (REF) P2, and (B) is a position pulse signal (POS) P1. (C) is the first counter register 210
C1 is a setting value of the advance register 202. (D) shows an output signal of the comparator 206, and indicates that an output is generated when the count value of the first counter register 210 reaches the set value of the advance register 202.

(E) indicates the counting status of the second counter register 212, and E1
Is a setting value of the dwell register 204. (F) is the output of the comparator 208, which is similar to the operation of the comparator 206.
(G) shows the outputs of the comparators 206 and 208, that is, the output of the RS flip-flop 214 responding to D and F. (H) shows the ignition coil current of the ignition coil 66 which flows in response to this Q output, and (I) shows the ignition timing.

Next, FIG. 4 shows a knock detection circuit which responds to the knock generation of the knock detection device 30 and generates a number of pulses KNCKP corresponding to the strength of the knock. In the figure, a knock sensor 300 is configured by winding a pickup coil around a magnetostrictive element and converts knock vibration of an engine cylinder into an electric signal. Output signal VIN of this knock sensor 300
Is input to the bandpass filter 302. The bandpass filter 302 is provided in order to efficiently take out knock vibrations except the parasitic vibrations of the engine.
304, 306, capacitors 308, 310, 312 and resistors 314, 31
It is composed of 6,318,320,322,324,326,328,330,332. Since the frequency f of the knock signal is 5 to 8 KHz, the band width of the band pass filter 302 is set to 7 KHz in this embodiment. Therefore, the knock signal that has passed through the bandpass filter 302 has its amplitude changed according to the strength of the knock state, that is, the light knock, the middle knock, or the baby knock. The present invention controls the generation of light knocks as a reference, and controls so that knocks more than the light knocks do not occur.

The attenuator is used to make the knock signal that has passed through the bandpass filter 302 the optimum value for comparison of the sample and hold values.
Input to 340. The attenuator 340 includes an operational amplifier 342, a transistor 344, a Zener diode 346, and diodes 348,3.
It is composed of 50 and resistors 352, 354, 356, 358, 360, 362.

The sample hold circuit 380 is provided to sample and hold the peak value of the output signal of the attenuator 340, and includes a transistor 384, a diode 386, a capacitor 390, a resistor 392,
It consists of 394 and 396. That is, the capacitor 390 is charged with noise when the transistor 384 is in the ON state, and the charged value and the resistors 360 and 362 of the attenuator 340 are charged.
The midpoint voltage is compared with the operational amplifier 702 of the comparison circuit 700. Therefore, a pulse corresponding to a knock having a knock intensity of a predetermined value or more, that is, a light knock or more is generated.

The timing circuit 800 is provided in order to keep the operation timing of each circuit and to prevent the pulse output from being generated by the comparison circuit 700 with an unnecessary signal.
04,806,808,810, diode 812,814,816,818,8
20,821, capacitors 822,824,826, resistors 828,830,83
It is composed of 2,834,836,838,840,842,844,846. An ignition timing signal 900 generated in agreement with the ignition timing is input to the transistor 802 of the timing circuit 800. This signal 900 can use the trailing edge of the output of the RS flip-flop 214, for example.

The diode 904, which is connected to the output side of the timing circuit 800 and the comparison circuit 700 together with the resistor 902, constitutes a masking circuit to prevent generation of output due to noise for a predetermined time after ignition timing. As this noise, the ignition signal is superimposed on the output of the bandpass filter 302, so masking is applied to prevent malfunction due to this.

The transistor 802 and the transistor 804 constitute a first one-shot multivibrator, and when the transistor 802 is turned on for a predetermined time by the ignition timing signal 900, the transistor 804 is turned off in response to this. The transistor 802 and the transistor 806 form a second one-shot multivibrator.

The transistor 808 forms a switch for sample hold discharge, and the transistor 810 forms a switch for sample hold charge. That is, when the transistor 806 is off, the transistor 808 is on, and when the transistors 804 and 808 are both off, the transistor 810 is on. Therefore, when the transistor 810 is turned on, the transistor 384 of the sample hold circuit 380 is turned on and the capacitor 390 performs sample hold. Also transistor 8
When 08 is turned on, capacitor 390 discharges through resistor 396 and diode 821.

FIG. 5 shows the above operation timing. (A) is the ignition timing signal 900, (B) is the collector voltage of the transistor 802 which is turned on by the ignition timing signal, and (C) is the transistor 80.
4 is the collector voltage, and (E) is the collector voltage of the transistor 808.

(F) shows an output signal waveform of the knock sensor 300, F0 is a signal other than the knock signal, F1 is a light knock, and F2 is a middle knock. (G) is the output signal waveform of the knock sensor 300 that has passed through the bandpass filter 302, and the amplitude of the frequency is 7 KHz. Ig is ignition signal noise.

(H) is a sample and hold voltage in the sample and hold circuit 380, H1 is a sample and hold discharge timing corresponding to (D), and H2 is a sample and hold timing corresponding to (E).

(I) is a knock signal circumferential waveform, I1 corresponds to light knock, 12 corresponds to middle knock, and it can be seen that the number of pulses increases according to the strength of knock.

Next, an ignition timing control program executed by the ignition timing control device described above will be described with reference to FIGS. 6 to 9.

FIG. 6 shows the positioning of the ignition timing control and knock signal processing routine in various program controls of the engine. In the figure, when an interrupt request IRQ500 is generated, it is determined in the next step 502 whether the knock (Knock) is a timer interrupt (TIMER) or not by the interrupt request analysis processing. If it is a timer interrupt, various tasks 506, 508, 510 and 512 are executed according to the schedule in step 504 according to the task schedule. Task 506 is, for example, analog-digital conversion A / D and rotation speed input of suction pipe negative pressure,
Task 508 is ignition timing and energization time control of the ignition coil, task 510 is monitor control of the starter switch and idle switch, and task 512 is correction processing. Then, as a result of execution of various tasks, a task end report 514 is made to the task schedule in step.

If the result of the interrupt request analysis process in step 502 is a knock interrupt request, a knock signal processing routine is executed in step 520.

FIG. 7 shows the knock signal processing routine. In the figure, the task activation 522 resets the flag of the status register 236 at the end of the counting of the counter register 234 in step 524. In step 526, the contents NP of the counter register 234 are fetched, and after fetching, the counter register is cleared in step 528. The taken-in pulse number NP is a value according to the knock intensity, and from this value, the ignition timing correction amount ΔθADV1 is calculated from ΔθADV1 = f (NP) in the next step 530. Next, in step 532, an ignition timing correction execution report (flag set) is issued, and in step 534, the task ends.

FIG. 8 shows an ignition timing control routine, which is executed at fixed ignition timing control cycles by a timer interrupt. In this ignition timing control routine, the ignition timing correction amount ΔθADV1 and the normal correction amount Δ are added to the basic ignition timing θADV calculated value.
It is configured to perform correction control for adding θADV2. In the figure, the task ignition 540 causes the basic ignition timing θADV (BASE) to change to θADV (BASE
E) = f (N, L). Here, N is the engine speed and L is the suction pipe negative pressure.

After the calculation, in the next step 544, it is determined whether or not the correction execution by knock is completed (Yes, No). If a knock occurs and the correction has not been completed yet (N
O), in the next step 546, the ignition timing correction amount ΔθA
DV (t) is calculated by the following equation.

ΔθADV (t) = θADV (t-1) −ΔθADV1 (1) In equation (1), ΔθADV1 is the current correction amount, ΔθA
DV (t-1) is the amount of correction immediately before the correction.

The ignition timing correction amount θADV (t) obtained in step 544 is added to the basic ignition timing θADV obtained in step 542 as shown by the following equation in step 548.

ΔθADV (t) = θADV (BASE) + ΔθADV (t) ...
(2) As a result of the correction in step 548, a correction execution end report (flag reset) is made in the next step 550, and step 552
Then, the ignition timing θADV (t) obtained in step 548 is set in the advance register.

As described above, the ignition timing θAD is set in the advance register.
After V (t) is set, in step 554 the ignition coil
The energization start timing control routine for 66 is executed and the task ends 556.

When it is determined in step 544 that the correction execution by knocking is completed, the routine proceeds to step 558, and the ignition timing correction amount ΔθADV (t) is obtained from the following equation.

ΔθADV (t) = ΔθADV (t-1) + ΔθADV2 ...
(3) In the equation (3), ΔθADV (t−1) is the correction amount immediately before the correction, and ΔADV2 is the normal correction amount. This normal correction amount ΔθADV2 means the minimum correction unit. Step
The ignition timing correction amount ΔθADV (t) obtained in 558 is added to the basic ignition timing θADV (BASE) obtained in step 542. That is, the ignition timing θADV (t) is obtained from θADV (t) = θADV (BESE) + ΔθADV (t) (4).

As is clear from this equation (4), the ignition timing that is retreated according to the knock intensity due to the occurrence of knock is advanced by the ignition timing correction amount of the minimum correction unit for each ignition timing control cycle when the knock disappears. Is increasing in the direction.

The ignition timing θADV (t) obtained in step 560 is set in the advance register 202 in step 552, and then the energization start timing control routine is executed in step 554 in the same manner as described above to end the task 556.

As a result of controlling the ignition timing as described above, the knock extinction processing is performed according to the strength of the knock at the same time as the knock occurrence, and after the knock extinction processing, the ignition timing is increased in the advance direction by the minimum correction unit. Since the ignition timing is always set to the optimum state with high accuracy immediately before knocking, it is possible to improve the drivability and maintain the engine output at the maximum, which is extremely useful for improving engine efficiency and exhaust gas countermeasures.
In particular, it is extremely effective for an engine with a turbocharger.

FIG. 9 shows another embodiment of the ignition timing control routine. This ignition timing control routine is obtained by adding a control step depending on the engine speed to the ignition timing control routine shown in FIG. 8 and eliminates the adverse effect of knock correction of the ignition timing in the high engine speed range. That is, the step
After 542, step 600 is provided to determine whether the engine speed N is equal to or higher than a preset value NK (Yes, No). If it is less than the preset value NK (No), the eighth
Although it is similar to the ignition timing control routine shown in the figure, when it is equal to or greater than the preset value NK (Yes), the ignition timing correction amount ΔθADV (t) = 0 is set in step 602. As a result,
In step 604, the ignition timing θADV (t) is the basic ignition timing θA.
Only DV (BASE) is set, and this value is set in the advance register in step 550. The other steps are similar to those of the routine shown in FIG.

Next, the execution result of the ignition timing control of the present embodiment will be described with reference to FIG. In the figure, A shows the transition of the engine speed N (rpm) from the start of the engine to the start and the running, and B shows the vehicle speed. C represents the advance angle (°) at the ignition timing, and the vertical axis represents the angle from the top dead center.
The transition of the ignition advance angle indicates execution of knock control.

〔The invention's effect〕

As described above, the present invention has the following effects.

According to the first aspect of the present invention, since the knocking process is performed only when necessary, it is possible to reduce the calculation process of the microprocessor or the like and improve the processing efficiency. Further, since the knock process is performed directly in response to the knock occurrence, the ignition timing correction value due to the knock is promptly reflected in the next ignition timing control, and the responsiveness of the control to the knock can be improved. Since the ignition timing is controlled so as to be maintained in the optimum state immediately before knocking, it is possible to prevent deterioration of traveling performance due to a knocking sound, maintain the maximum engine output, and improve engine efficiency.

According to the second aspect of the invention, in addition to the above effect, the ignition timing is retarded by the correction amount according to the strength of the knock, so that the knock is appropriately eliminated and the engine efficiency is enhanced.

According to the third aspect of the invention, in addition to the above effect, when knock is not detected, the correction control is performed stepwise in the advance direction in the correction minimum unit for each ignition timing control cycle. The corners will be advanced and the engine power will be kept at maximum.

[Brief description of drawings]

FIG. 1 is a block diagram showing an embodiment of an engine ignition timing control device of the present invention, FIG. 2 is a block diagram showing a basic configuration for ignition timing control of an input / output interface circuit in FIG. 1, and FIG. Figures (A) to (I) are time charts showing the operation of the circuit of Fig. 2, Fig. 4 is a circuit diagram showing the specific structure of the knock detection circuit, and Figs. 5 (A) to (I) are its operation. 6 is a flowchart showing an interrupt process, FIG. 7 is a flowchart showing a knock signal processing routine,
FIG. 8 is a flowchart showing an ignition timing control routine,
FIG. 9 is a flow chart showing another embodiment of the ignition timing control routine, and FIGS. 10 (A), (B) and (C) are graphs showing the execution results. 12 ... CPU, 14 ... ROM, 16 ... RAM, 18 ... Bus, 20 ... Input / output interface circuit, 30 ... Knock detection device, 40 ... Crank angle sensor, 50 ... Load sensor.

Claims (5)

[Claims] 1. An ignition timing control device for fetching engine operating information and controlling an engine ignition timing based on digital arithmetic processing, the knock detecting device detecting a knock occurring in the engine and generating a pulse, and the knock detecting device. Knock interrupt signal generation means for directly generating an knock interrupt signal in response to an output pulse of a detection device, and ignition timing correction control means for directly operating in response to the knock interrupt signal to calculate a correction value of the ignition timing by the knock. And an ignition timing control means that operates in response to a predetermined periodic interrupt signal to acquire engine operation information including the correction value to calculate an ignition timing. Control device. 2. An ignition timing control device for fetching engine operating information and controlling the ignition timing of the engine based on digital arithmetic processing, detects knock occurring in the engine, and outputs a number of pulses corresponding to the intensity of the knock state. A knock detecting device that generates, a knock interrupt signal generating means that directly responds to an output pulse of the knock detecting device to generate a knock interrupt signal, and an output of the knock detecting device that responds directly to the knock interrupt signal. Ignition timing correction control means for calculating a correction value of the ignition timing according to the number of pulses, and ignition for calculating the ignition timing by responding to a predetermined periodic interrupt signal and taking in engine operating information including the correction value. An ignition timing control device for an engine, comprising: a timing control means. 3. An ignition timing control device for fetching engine operating information and controlling the ignition timing of the engine based on digital arithmetic processing, detects a knock occurring in the engine, and outputs a number of pulses corresponding to the strength of the knock state. A knock detecting device that generates, a knock interrupt signal generating means that directly responds to an output pulse of the knock detecting device to generate a knock interrupt signal, and an output of the knock detecting device that responds directly to the knock interrupt signal. An ignition timing correction control means for calculating a correction value of the ignition timing according to the number of pulses, and an ignition timing is obtained by taking engine operation information in response to a predetermined periodic interrupt signal, and the obtained ignition timing is When the knock is not detected after the correction is completed, the ignition timing after the correction is corrected to the minimum value every ignition timing control cycle. Position in the advance direction that configured to include an ignition timing control means for modifying increased ignition timing control apparatus for an engine according to claim. 4. A microprocessor for taking in engine operating information and controlling the engine based on digital arithmetic processing, and a knock detecting device for detecting knock occurring in the engine and generating a number of pulses corresponding to the strength of the knock.
And a knock interrupt signal generating means for generating a knock interrupt signal in response to a pulse output from the knock detecting device, wherein the microprocessor captures the output pulse of the knock detecting device to determine the number of pulses. Knock signal processing means for calculating a correction value of the ignition timing corresponding thereto, ignition timing control means for calculating the ignition timing by fetching engine operating information including the processing result of the knock signal processing means, and the knock interrupt signal. Ignition timing control of an engine, comprising: an interrupt request analysis processing means for activating the knock signal processing means when output, and for activating the ignition timing control means when a predetermined periodic interrupt signal is input. apparatus. 5. The engine ignition timing control device according to claim 4, wherein the knock interrupt signal generation means is a one-shot multivibrator which is reset by a pulse output from the knock detection device. An ignition timing control device for an engine, wherein a trailing edge of an output pulse of the one-shot multivibrator is used as the knock interrupt signal.