JPS58155277A - Ignition timing control device in engine - Google Patents

Abstract

PURPOSE:To prevent ignition timing from excessively advancing particularly upon humidity rise under low load condition, by detecting the humidity of intake air and the load of the engine so that the higher the humidity, the further the ignition timing is advanced, and by compensating the rate of the advance in accordance with the detected value of the load. CONSTITUTION:A compensating rate generating circuit 17 reads out a compensating rate for decreasing the value of spark retadation from a memory in accordance with an output from a humidity sensor 15 and delivers the same to a compensating rate correcting circuit 18 when an engine is under the condition of, for example, high load and the humidity of intake air is high. Further the above-mentioned compensating rate is corrected to a value which represents a spark retardation value less than the spark retardation value indicated by the compensating rate obtained from the memory, in view of a signal which is delivered from an intake air vacuum sensor 8 and indicates the high load condition. Then, an arithmetic circuit 12 receives the corrected compensating rate and carrys out arithmetic operation in accordance with an engine rotational speed 7 delivered from a spark retardation value control circuit 11 and the intake air vacuum 8 so that the thus obtained spark retardation value is decreased, and therefore, an igniter 13 is controlled by the output of the arithmetic circuit 12.

Description

DETAILED DESCRIPTION OF THE INVENTION This study relates to a J01 control mll device for engine ignition.

When the humidity of the intake air of the engine decreases, the combustion speed IW of one sand dog in the dawning chamber becomes slower.

Therefore, conventionally, as a six-fire one-tone control device for an engine that extracts oil from the first fuel whose combustion speed is slow due to humidity, the ignition fi-
! ? 1171 Adjustment ・Input the output of the Nl￥f sensor that detects the outside air humidity into the control system of 6, and use the production I system to advance the ignition timing when the outside temperature (9) is 4i low, and adjust the outside temperature N. It has been proposed that the output performance and fuel efficiency are matched by delaying the clear season when the weather is low.
No. 56234).

However, when the above conventional engine 1b fire Jj7)
The controller type has the following problems because it uniformly performs 7 x 5 fire time 1 lj1 correction control based on humidity regardless of whether the engine is under high load or low load storage. In other words, the engine generally tends to knock when the engine is in the negative range, so the actual ignition timing is delayed from the ignition timing that produces high torque.On the other hand, when the load is low, knocking does not persist, so the actual ignition timing is delayed. The timing is approximately matched to the ignition timing that produces the maximum torque. Therefore, if you uniformly correct the ignition timing due to humidity in an engine whose ignition timing is set at this side, knocking will be less likely to occur when the humidity is high (9). It is possible to advance the ignition timing accordingly and bring it closer to the ignition timing that produces the maximum torque, but if you advance the ignition timing in the same way even when the load is low and the humidity is high, the actual ignition timing will change. This causes the ignition timing to be earlier than the ignition timing that produces the maximum torque, deteriorating output performance and fuel efficiency, and in severe cases, causing a misfire.

The purpose of this invention is to eliminate the above-mentioned problems, and to prevent the ignition timing from advancing too much at low loads when the engine temperature is rising, thereby improving output performance and fuel efficiency, and preventing A1 misfires. An object of the present invention is to provide an ignition timing control device M for an engine.

Therefore, the engine ignition timing control device of the present invention receives both outputs from a humidity sensor that detects the humidity of the cast air and a load sensor that detects the load state of the engine. The higher the ignition timing is, the more the ignition timing is advanced, and the advance ratio is smaller at low 91 than at high. The engine is characterized by controlling the engine's ignition control device to prevent the ignition timing from advancing too much during low load during the daytime on the 71 RF-L. .

Hereinafter, the present invention will be explained in detail with reference to illustrated embodiments.

In FIG. 1, 1 is a battery, 2 is an ignition switch, 3 is an ignition coil, 4 is a spark plug, and 5 is a switching transistor, which turns on and off the transistor 5 by intermittent base current of the transistor 5. This causes the cargo spark plug 4 to perform a spark strike.

Further, 7 is a rotation speed sensor that detects the N rotation speed of the engine, not shown in FIG. are the slow meat inertia control 1 line 11 and the arithmetic circuit 12
This is an ignition timing adjustment device consisting of an igniter 13 and an igniter 13.

The outputs of both the rotation speed sensor 7 and the intake air pressure sensor 8 are input to the retard amount control circuit 11.

The retard amount control circuit 11 controls the engine speed and:;
The retardation amount is stored in memory in advance according to the engine rotation speed and the intake air filter. It is read from the memory and output to the calculation 1 phase path 12.

The above-mentioned retardation amount is set to be smaller as the one-way rotation number becomes larger and as the intake negative pressure becomes more auspicious (as the load becomes smaller). Note that the above-mentioned angle is expressed as the aunt of the rotational direction from the crankshaft's constant rotation angle.

On the other hand, 15 is for detecting the humidity of the intake air of the engine.
For example, the humidity sensor 16 provided in the +i intake passage is a secondary circuit consisting of a correction factor correction circuit 17 and a correction factor correction circuit 18.

The above-mentioned correction factor generation circuit 17 is operated in a basic load state, for example, in a medium load state, as the humidity of the intake air increases.
In order to make the ignition timing redder, that is, to reduce the amount of retardation of the ignition timing as the humidity of the intake air (9) improves, a correction average that decreases as the humidity of the intake air increases is stored in advance (as shown in the figure). ) is stored corresponding to the humidity, and this correction factor is read out from the memory and output to the correction factor correction circuit 18 based on a signal representing the 9th humidity received from the humidity fW sensor 15. The correction factor 1 winter positive circuit 18 receives both outputs from the intake negative pressure sensor 8 and the correction factor generation circuit 17, and
The larger the intake negative pressure, that is, the lower the load, the smaller the fluctuation of the correction factor due to the level of humidity of the intake air. and correct the upper=a correction factor,
A correction signal representing this corrected correction factor is output to the arithmetic circuit 12.

The arithmetic circuit 12 performs arithmetic processing such as multiplication on the signal representing the retard amount inputted from the retard amount control circuit ll and the correction signal inputted from the correction factor correction circuit 18, and adjusts the intake air. The higher the humidity of the igniter 13, the smaller the amount of retardation, and a signal representing the amount of retardation is created such that the rate of change in the amount of retardation with respect to /5iIu is smaller at low load than at direct load. Output to.

The igniter 13 has a crank pulley 22 and a pickup 23 that detects the rotational position of the crank pulley 22. The pickup 23 of the output signal generating F port 1 path 25 is connected to a constant rotational position of the crankboo 123, that is, the top dead center curve. It is output as a horny substance. ￥-After receiving the first word, upper BF"l'f+
...Based on the formula representing the 4"14 quantity that is input to the circuit 12, the crankshaft is
If it is trL, a signal is output, cutting off the base current of the transistor 5, and causing the spark plug 4 to fire.

The φ light January '111 M@I operation of the above-mentioned engine is produced as follows.

Assume that the humidity of the intake air of this engine is high and that the engine is under a high load condition.

At this time, the iE rate generation circuit 17 generates a correction factor to reduce the retard amount (increase the advance amount) based on the signal representing the set humidity input from the humidity sensor 15. It is read out from the memory and output to the correction factor correction circuit 18. This correction factor +r positive circuit 18 converts the above-mentioned correction factor into its normal IF rate based on the signal indicating the high load condition inputted from the intake air 91 sensor 8. Correct the correction factor to a correction factor indicating a smaller retard amount than the retard amount indicated by IF (7), and send a correction signal indicating the corrected correction factor to the arithmetic circuit 1.
Output to 2. The $Il' circuit 12 is the retard amount control circuit 1
A signal representing the amount of retardation produced by performing arithmetic processing such that the amount of retardation is reduced by the above correction signal for the amount of retardation according to the engine rotation speed and suction and intake angle inputted from 1. is output to the igniter 13. After the reference signal is input from the pickup 23, the igniter 13
When the crankshaft rotates by the amount of retardation inputted from 2, a signal is output to cut off the base current regulation of transistor 5, causing ignition plug 4 to perform ht.

In this way, when the d1 load is high and the humidity is high, the correction factor generation circuit 17 and the correction factor correction circuit 18 perform control to reduce the retard amount according to the humidity, that is, to advance the ignition timing. The excessive combustion of the air-fuel mixture at different times is compensated for, and the output performance and fuel efficiency of the engine are improved.

Next, it is assumed that the humidity of the intake air of the engine is high and the engine is in a low load state.

(8) In this case, similarly to the case of JR, mentioned in 11, the correction factor generating circuit 17 reads out from the memory the figs correct factor that reduces the amount of retardation in accordance with the high humidity of the 115-person aircraft, and corrects it. It is output to the control circuit 18. Correction factor correction +61 path 18 changes the above correction factor to a correction factor that indicates a larger retard amount than the retard amount indicated by the correction factor, using a signal indicating a low load condition manually inputted from the intake negative pressure sensor 8. That is, it is corrected to a smaller amount of ignition a than the ignition output amount indicated by the correction factor inputted from the correction factor generation circuit 17, and a correction signal representing the corrected correction factor is inputted to the arithmetic circuit 12. Operation-11-1 each
2 is such that the retard amount is made smaller by the −F correction signal with respect to the retard MJit manually inputted from the retard amount control circuit 11, and is set so that the retard amount is smaller than the rate at which the retard amount becomes smaller at the high load. The i! which was created by performing simple processing so that the amount of retardation becomes smaller in small proportions. A signal representing ji vAf4 is output to the igniter 13. After the reference signal is not input from the pickup 23, the igniter 13
When the crankshaft rotates by the amount of retardation input from 2, the base (9) of the transistor 5 outputs a signal to cut off the black current, causing the spark plug 4 to discharge.

Accordingly, when the load is low and the humidity is high, the correction factor generation circuit 1
7 and the correction factor correction circuit 18, the - trust is made smaller, but the rate of reduction is smaller than when the load is high.In other words, the advance angle of the ignition timing → 1 is made smaller than when the load is high. This prevents excessive self-ignition time expansion, improves output performance and fuel efficiency, and improves the engine's
Can prevent self-fire [F].

In the embodiment described above, the correction factor correction circuit 18 makes the angle of attack ratio of the ignition stroke 1 in accordance with the humidity of the intake air smaller at low loads than at high loads. When the temperature is negative, ◇ you can stop the humidity correction of the fire timing so that the fire timing does not change even if the humidity changes.

Moreover, the control circuit and the ignition timing i11 layer paddle can have various configurations in addition to the above embodiments.For example, although not shown, the control circuit may be configured with a comparator and two correction factor generation circuits. The comparator determines the high angle load state below a certain load L(10) or the low angle load state below the one load, outputs the command 1 night to the above-mentioned IF rate generation path, and f! In the Ishin horse mackerel, one correction factor generation circuit outputs a correction signal representing the sum of advance angles of 7p large 1i = period according to @bar, and when the load is low, the other correction factor is generated! From the circuit, the total is smaller than the 1# square meter, but the humidity is 1. A correction signal representative of the different devices may be output.

As is clear from the light on the leg, the engine ignition timing control device of the present invention limits the output of both the humidity sensor that detects the lψ degree of intake air and the engine load sensor. Control that outputs a correction signal that advances the flame timing as the 7-maro of Kenjin air increases, and makes the advance ratio smaller at low loads than at high second loads! j] From 1st road? i1
Since the engine's ignition timing adjustment Knit is controlled by +18, the ignition timing is prevented from advancing too much when the ignition is raised, and the output power is adjusted to 19. By facing the office, you can prevent accidental fires on the 1st floor.

41 is a block diagram of one embodiment of this invention.
・Rotation speed sensor, 8...Suction negative 1 king sensor, 10,・
・Ignition rib control device, 15... Moist M senna, 16...
・Control circuit.

Patent applicant: Toyo Kogyo Co., Ltd. agent Masu Aoyama and two others

Claims (1)

[Claims] (1) Moisture of the intake air co-fed to the engine [0“
The sensor detects the load of the engine, the Kusunoki sensor detects the state of the engine load, and the output of both the upper and lower sensors is used to ignite the air. A wholesale control circuit for outputting a correction number 4* that accelerates the engine speed and makes the advance angle smaller at low loads than at high loads, and a circuit that receives the output of the city control circuit for engine ignition. The engine's ignition timing control device is characterized by consisting of 6 fires, 1 samurai kango, and % directs that adjust the timing.