JPH0144895B2 - - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention relates to an internal combustion engine function control device applicable to both ignition timing and fuel injection control.

Applicant's published UK patent application no. 2004388
No. 1, 2006-2010, first and second signal-generating means mechanically driven by an internal combustion engine, first signal-generating means for generating a signal train at a first frequency equal to the required functional frequency; and an engine parameter sensing means for varying the phase of the first signal train with respect to the phase of the second signal train. The engine function control device is described. The first and second signal trains provide information about the speed and position of the crankshaft and engine parameters.

In this device, the second signal generating means generate a signal train at a frequency that is a multiple of the required functional frequency, so that the signal is similar to the errors that may normally occur during rapid acceleration of the engine at low speeds. occurs at intervals of crankshaft revolutions small enough to avoid significant errors.

In the case of ignition systems, the turn-on time of the ignition coil is subject to greater error than the turn-off time. This is because, as a result of the delayed turn-on time of the ignition coil, the coil is not sufficiently energized before ignition occurs. The need for ignition coil turn-on time accuracy can be accommodated, for example, by advancing the ignition coil turn-on time in response to differences in throttle opening speed or sequential ignition cycle times. It has been found that the turn-on time of the coil can be reduced by permanently advancing it, where this can be done at a cost. In the case of coil turn-on time, it has been determined that in lean burn systems where there is a delay in fuel system response, the delay helps prevent misfires.

Conventional ignition timing control devices using fixed and movable sensors utilize two fixed characteristics: ignition advance as the engine speed increases and vacuum advance as the engine negative pressure increases. However, it has been insufficient to properly control the internal combustion engine, particularly in achieving the coexistence of optimum output performance and optimum exhaust performance.

It is therefore an object of the present invention to provide a new and simple internal combustion engine function control device.

In accordance with the present invention, signal generating means is mechanically driven by an engine to generate a first signal train and a second signal train; An internal combustion engine function control device is provided having an engine parameter sensing means for changing and an output circuit initiated by the function timing means, wherein both the first signal train and the second signal train are set at a desired function frequency. has a frequency equal to .

By generating both the first signal train and the second signal train at the required functional frequency, the structure of the signal generation means and the functional timing means can be simplified.

The present invention will be described in detail below with reference to the accompanying drawings. FIG. 1 shows a spark control system for a four-cylinder, four-stroke internal combustion engine. The device includes a rotor in the form of a ferromagnetic disk 10 mounted on a distributor shaft 11, which shaft 11 is driven by an internal combustion engine. The disk 10 has four protrusions 12, 13, 14
and 15. Each of these protrusions is provided with a pair of raised portions 16,17. The disk 10 cooperates with a pair of variable reluctance type pickups 18 and 19 having different angles, and the pickup 1
The angle of 8 is changed by an engine load sensor 20, and the pick-up 19 is installed at a fixed position. The engine load sensor (engine parameter sensing means) 20 has a well-known structure and senses air pressure at a point downstream of the throttle valve of the carburetor.
Pickup 18 is connected to the input of signal generator 21, and pickup 19 is connected to the input of signal generator 22. Pickups 18 and 19 are each of the applicant's European patent application nos.
823005772, and each of the signal generators 21 and 22 takes the form of a circuit as shown in FIG. 3 of the applicant's said application.

As shown in FIG.
generates a rectangular waveform WF with constant phase. Waveform WF
In , each rising edge is indicated by TA and each falling edge is indicated by TS, where rising edge TA corresponds to the maximum advance angle and falling edge TS corresponds to the minimum advance angle.
The transition from TA to TS represents a 60° rotation of the crankshaft. The signal generator 21 generates a rectangular waveform WV in which each falling edge is represented by TP,
Each falling edge is represented by TR. The phase of the waveform WV is varied by the load sensor 20 according to the engine load, with the waveform shown in solid lines in FIG. The waveform shown corresponds to a minimum drop. The phase of waveform WV is at the ends TA, TS,
The sequence of TPs can be varied within limits such that the order remains constant.

The output of the signal generator 22 is connected to the terminal 2 through the terminal 22a.
The strobe circuit 30 detects each falling edge TS, and the strobe circuit 31 detects each falling edge TA. The output of the signal generator 21 is connected to the input of the strobe circuit 32 through a terminal 21a.
The strobe circuit 32 detects each falling edge TP of the waveform WV.
Detect. The device also includes a clock pulse generator 23, the output of which is connected to the clock input CL of the strobe circuits 30, 31, 32 and also to the clock input of a counter 33. Counter 33 produces a multi-bit output Q which, via latches 34 and 35, is connected to the multi-bit output of fixed storage ROM 36.
Sent to address inputs A1 and A2. Each output Q of the strobe circuits 30 and 31 is connected to the counter 3.
3, and is sent to the reset input R of strobe circuit 3.
The output of 1 is also sent to the clock input of latch 35. The output Q of strobe circuit 32 is sent to the clock input of latch 34.

In operation, the counter 33 is reset at each end TA or TS. A latch 35 is also clocked at each end TA. Therefore ROM36
The data sent to address input A2 represents the time from end TS to TA, which time is inversely proportional to the engine speed. Latch 34 is clocked at each end TP. The data sent to the address input A1 therefore represents the time from end TS to end TP, which time is determined by sensor 2 at the prevailing rotational speed.
0 represents the engine load sensed by 0.

Persistent memory 36 is programmed according to an experimentally determined ignition timing schedule and selects the output word according to its input. This output word corresponds to the output state of the counter during the time from end TA to end TS where a spark is required.
The output D of the fixed storage device 36 is the input A of the comparator 37.
and the other input B of the comparator is connected to the counter 33
Receives output Q from. Comparator 37 also has an enable input X and a clock input CL, where input X receives waveform WF from signal generator 22 and clock input CL.
The output of the clock 33 is connected to CL.
Comparator 37 is configured to compare the data at inputs A and B when there is a high signal at its enabled input X, and to produce a signal at its output Q if the data at these inputs are identical.

The output Q of the comparator 37 is connected to the input of an analog pulse forming circuit 40, and the output Q of this circuit is
It is connected to one input of AND gate 50.
The other input of AND gate 50 is connected to the output of inverter 51, and the input of inverter 51 is connected to the output of latch 60. The output of latch 60 is also connected to the input of another AND gate 52;
The other input of this gate receives the waveform WF directly from the signal generator 22. The input of latch 60 is connected to the carry out output CO of counter 33;
The clock input of latch 60 is strobe circuit 31.
is connected to the output Q of The outputs of the two AND gates 50 and 52 are the two outputs of the OR gate 53, respectively.
The output of the OR gate 53 is connected to the input of the coil trigger 42. Trigger 42 is a buffer DC that is regenerated internally.
Consists of an amplifier. The output of the coil trigger 42 is connected to a power amplifier 43 which drives an ignition coil 44.

A circuit diagram of the analog pulse forming circuit 40 is shown in FIG. Analog pulse forming circuit 40
has an input conductor 54, which is connected to the base of NPN transistor T1. The emitter of transistor T1 is connected to a negative supply lead 56, and the collector is connected to a positive supply lead 55 through a resistor R1. The collector of transistor T1 is also connected to the collector of NPN transistor T2, and the emitter of transistor T2 is connected to conductor 5.
6 and its base is connected to conductor 57 through resistor R2. The conductor 57 is connected to the resistor R
3 to an output NPN transistor T3, the emitter of which is connected to a conductor 56. The collector of transistor T3 is connected to conductor 55 through a pull-up resistor R4. The collector of transistor T3 also forms the output Q of analog pulse forming circuit 40.

Conductor 57 is connected to conductor 55 through resistor R5 and also to the collector of NPN transistor T4. The emitter of transistor T4 is connected to conductor 56, and its base is connected through capacitor C1 to the collector of transistor T2. The collector of transistor T2 is also connected to the anode of diode D1, and the cathode of diode D1 is connected to conductor 58 through resistor R6. Conductor 58 is connected to conductor 56 through parallel connected capacitor C2 and resistor R7, and is also connected to the emitter of PNP transistor T5 through resistor R8. The collector of the transistor T5 is the conductor 5
6, the base of which is connected to conductor 55 through resistor R9 and also to the collector of transistor T4 through capacitor C3. Conductor 58 is also connected to the base of PNP transistor T6, the emitter of which is connected through resistor R11 to conductor 55, whose collector is connected through resistor R10 to the base of transistor T4. The resistance of resistor R7 is much greater than the combined resistance of resistors R1 and R6.

The operation of circuit 40 will now be described when the output of latch 60 is low and therefore coil trigger 42 is driven by the output of analog pulse forming circuit 40.

In the rest state, transistor T6 supplies transistor T4 with a small base current sufficient to keep T4 in saturation. Thereby transistor T2
and T3 are kept off. In this state, capacitor C1 is charged by resistor R1. If inputs A and B of comparator 37 are the same, the trigger
A pulse is provided to the base of transistor T1. This turns transistor T1 on and charges capacitor C1, turning transistor T4 off. This turns transistor T2 on, thereby keeping transistor T4 off until capacitor C1 is discharged by transistor T6. When capacitor C1 is discharged, transistor T4 is turned on again, thereby turning on transistor T2 and charging capacitor C1 through resistor R1.
When transistor T4 is turned on, transistor T3 is turned on, thereby deenergizing the coil 4. and transistor T4
When T3 is turned on, transistor T3 is turned on, thereby energizing coil 44.

In this way, coil 44 is deenergized each time inputs A and B of comparator 37 are equal, and energized at times determined by pulse forming circuit 40.

The period during which the coil 44 is deenergized varies with engine speed. This will be explained next. Each time transistor T4 is turned on, capacitor C3 applies a negative pulse to transistor T5, thereby almost completely discharging capacitor C2. Capacitor C2 is then charged through resistors R1 and R6 much more slowly than when capacitor C1 is charged by resistor R1. As the engine speed increases, transistor T1 is triggered at progressively decreasing time intervals. As a result, before each trigger, the voltage provided by capacitor C2 gradually decreases, so that transistor T6 conducts more current and capacitor C1 discharges. This results in
The off-time of transistor T4 decreases towards the limit set by resistor R10 when T6 is saturated. If the engine speed is further increased, and therefore the trigger frequency is increased, the charge of the capacitor C1 becomes lower, so that the off-time of the transistor T4 decreases further towards a constant mark-space ratio, and the transistor T4 remains on for approximately 80% of the cycle time at maximum engine speed.

The counter 33 is set in advance and automatically prohibits operation when the upper limit value is reached. Therefore, when this count is reached, the signal at its carry out output CO goes high, thereby causing latch 6 to
Increase the output of 0. The preset upper limit value corresponds to the slow idling speed of the engine, and is, for example, 500 revolutions per minute. When the output of latch 60 is high, AND gate 52 is enabled so that coil trigger circuit 42 is driven by waveform WF. The analog pulse forming circuit 40 is configured so that the coil is energized later than each rising edge TA at a slow idling speed. In this manner, coil 44 is always deenergized when gate 50 is enabled and gate 52 is disabled in response to increasing engine speed, thereby avoiding spurious off-time ignitions. It will be done. When the output increases, the carry-out signal CO becomes higher as the coil is driven by the waveform WF.

To avoid sampling the transient state of comparator 37, a two-phase clock should be utilized.

If desired, fixed memory 36 can be made smaller by including circuitry between clock 23 and counter 33 to gradually reduce the clock pulse frequency with cycle time. By dividing the clock frequency by a number inversely proportional to the engine speed, the fixed memory 3 generates a pulse corresponding to the stepwise movement of the engine crankshaft.
The length of the data word stored in 6 can be reduced. Ignition delay can then be implemented by counting these incremental pulses.

Referring now to FIGS. 4-6, the apparatus shown in FIG.
8, 19 and a transducer replacing the signal generators 21, 22 is shown.

Referring first to FIGS. 4 and 5, the transducer includes a body 110 to which a shaft 111 is rotatably mounted (bearings not shown).
The main body 110 and the shaft 111 constitute a part of the power distributor,
Shaft 111 is driven by an engine. A rotating member 112 attached to this shaft has four equally angularly spaced flat fin-like protrusions 1 projecting outward in the radial direction.
12a is provided. Attached to the main body is an arc-shaped member 113 coaxial with the shaft 111, and this member 113 has two sets of flat fin-like protrusions 113a protruding radially inward at diametrically opposed positions.
and 113b. The arcuate magnet 114 is the member 11
3 and the main body 110, and hits the main body.
It is magnetized in the axial direction so as to form a north pole face that hits the pole face and member 113. Main body 110, magnet 1
14, the member 113 and its protrusion, the rotating member 112 and its protrusion, and the shaft 111 form a magnetic circuit,
The reluctance of this circuit is that the member 112 is the main body 11.
It changes as it rotates with respect to 0. Reluctance becomes minimum each time a pair of protrusions 112a located directly opposite to each other pass near a pair of protrusions 113a or 113b located directly opposite to each other.

Pickup winding 115 is attached to the body and surrounds shaft 111 so that the winding is coupled to the magnetic circuit and produces an output signal when rotating member 112 is rotated relative to body 110. Winding 11
5 is connected to the terminal plate 115a.

An angle variable member 116 is attached to the main body 110 at a variable angle around the axis.
Attached to 16 is another magnet 117 and a projection in the form of a finger 118. Member 116 is of known construction and is driven by an engine load sensor (not shown) which senses air pressure downstream of the capretor throttle valve. The N pole face of the magnet 117 is member 1
16 , and the south pole face is close to finger 118 . The magnet 117, member 116, finger 118, rotating member 112 and shaft 111 are
forms a magnetic circuit whose reactance is at a minimum whenever the finger 118 approaches one of the protrusions 112a. Pickup winding 115 is therefore also connected to this second magnetic circuit, which generates a magnetic field near winding 115 on the opposite side of the magnetic field generated by magnet 114.

Next, referring to FIG. 6, the discrimination circuit consists of a low-frequency passive RC filter R21, C
21, one end of which is grounded to a ground conductor 120. The output of this filter is resistor R22
is connected to the inverting input of operational amplifier A21, and the non-inverting input of amplifier A21 is grounded to conductor 120. Feedback capacitor C22 is connected to amplifier A
21 and the emitter of a PNP transistor T21, the base of which is connected to the output of amplifier A21, its collector connected to conductor 120, and its emitter connected to +5V conductor 121 by resistor R23. It is connected to the. Amplifier A21 therefore acts as an active integrator, producing an output representative of the integral amount of voltage developed across winding 115. That is, amplifier A21 has winding 1
15 represents the variation of magnetic flux. Conductor wires 120, 121
A pair of resistors R24, R connected in series between
The node 25 is at a voltage of approximately +100 mV and is connected to the inverting input of amplifier A21 via resistor R26. Resistor R26 is resistor R
22, which serves to cause the output of amplifier A21 to drift relatively slowly toward the voltage on conductor 120. Therefore, in the rest state, the output stage of amplifier A21 is saturated.

The output of amplifier A21 is connected by resistor R27 to the inverting input of operational amplifier A22. The non-inverting input of amplifier A22 is connected to resistors R24 and R25.
The amplifier A22 operates as an open circuit as a voltage comparator.

Filter R21, C21 output is also connected to resistor R
28 to the inverting input of operational amplifier A23, and the non-inverting input of amplifier A23 is grounded. High value resistor R29 is connected to resistor R24 and R2
5 is connected to the inverting input of amplifier A23. Amplifier A23 serves as a zero-crossing detector with another operational amplifier A24 connected as an inverting Schmitt trigger circuit. The inverting input of amplifier A24 is thus connected by resistor R110 to the output of amplifier A23, and its non-inverting input is connected to its own output, conductor 121, conductor 120 by resistors R111, R112, R113, respectively. It is connected. Amplifier A24 produces an output that varies rapidly between high and low output levels as the output voltage of winding 115 changes polarity.

The output of the amplifier A24 is connected to the clock input C of the D-type flip-flop circuit FF1.
The set input S of is grounded and its resistor R3
4 to data input D. Input D is connected to conductor 120 by capacitor C23. The reset input R of circuit FF1 is connected to the output of amplifier A22.

The output of amplifier A22 is connected to one input of AND gate 122, and the other input of gate 122 is connected to the output of amplifier A24.

Referring now to FIG. 7, the general form of the winding output is shown by line A, with the positive zero crossings a and b at protrusion 113.
a and 113b, a negative zero crossing C indicates that protrusion 112a has passed near finger 118
This indicates that the protrusion 112a has passed nearby.
Lines B through E indicate the waveforms at the same marked points in FIG.

As shown in Figure 7, the Q output of flip-flop FF1 is a rectangular waveform with a constant phase.
Generates WF′. In waveform WF', the falling edge is indicated by TA', each falling edge is indicated by TS', the rising edge TA' corresponds to the maximum advance angle, and the falling edge TS' corresponds to the minimum advance angle. Corresponds to advance angle. AND
The output of gate 122 produces a rectangle WV' in which each falling edge is represented by TP'. The phase of end TP' is changed by a load sensor according to the engine load. The end TP is the end TA′, TS′,
The sequential order of TP′ can be varied within certain limits.

As will be readily appreciated, waveforms WF' and WV' are similar to waveforms WF and WV of FIGS. 1 and 2.
For example, the output of gate 122 and the flip-flop
The Q output of FF1 is connected to terminals 21a and 22a instead of the outputs of signal generators 21 and 22.
In this alternative configuration, strobe 22 is modified to detect falling edge TP'.

In yet another modification, the disk 10 and pick-ups 19, 20 shown in FIG.
Henri Mattisse 16, series manufactured by Honeywell Europe SA's Microswitch Division
1AV blade operating position sensor.

Although the invention has been described in connection with a spark ignition system, it may also be applied to other aspects of internal combustion engine function control, such as fuel injection timing in diesel engines and fuel metering in both gasoline and diesel engines. Can be done.

[Brief explanation of drawings]

FIG. 1 is a block diagram of a spark ignition control device embodying the present invention, FIG. 2 is a waveform diagram of signals generated by the device shown in FIG. 1, and FIG. 3 is an illustration of the device shown in FIG. FIG. 4 is a front view of a converter used in a modified example of the device shown in FIG. 1, and FIG.
6 is a circuit diagram of the discriminator circuit forming part of the converter of FIG. 4; FIG. 7 shows voltages at various points in the circuit of FIG. 6. It is a figure which shows a waveform. 10...Ferromagnetic disk, 11...Distributor shaft,
12, 13, 14, 15... protrusion, 16, 17...
...Protuberance, 18, 19...Pickup, 20...
...Engine load sensor, 21, 22... Signal generator, 23... Clock pulse generator, 30, 3
1, 32... Strobe circuit, 33... Counter, 34, 35... Latch, 36... Fixed storage device, 37... Comparator, 40... Analog pulse forming circuit, 42... Coil trigger, 43... ...Power amplifier, 44...Ignition coil, 50...AND
Gate, 51... Inverter, 52... AND gate, 53... OR gate, 110... Main body, 1
12...Rotating member, 112a, b, c, d...Protrusion, 113a, b...Fin-like projection, 114...Protrusion, 115...Pickup winding, 116...Angle variable component, 117...Magnet, 118...finger.

Claims (1)

[Claims] 1. Signal generating means (10 to 19, 21, 22) mechanically driven by an internal combustion engine to generate first signal trains WV, WV' and second signal trains WF, WF'. ),
The first signal sequence WF, WF′ is
Engine parameter sensing means 20 for changing the phase of WV, WV', first signal train WV, WV' and second signal train
Functional timing means (2) responsive to WF, WF′
3, 30 to 37) and output circuits (40, 42, 4) activated by said functional timing means.
3, 44, 50 to 53), the first signal train WV, WV' and the second signal train WF, WF' have a frequency equal to the required functional frequency, and the functional timing means A first means 35 for measuring the elapsed time between two predetermined points of the second signal train WF, WF' during a cycle, one predetermined point of the second signal train during each cycle of the second signal train WV. and the first signal train
The second part measures the elapsed time between predetermined points of WV and WV′.
means 34 and a second signal train during each cycle.
The third step is to measure the elapsed time from one point of WF, WF′.
means, a memory 36 addressed by the first and second time-measuring means and one input responsive to the memory 36 and the other input responsive to the third time-measuring means 33 to output the output circuit. An internal combustion engine function control device characterized in that it includes a comparator for starting. 2. The internal combustion engine parameter sensing means 20 detects the second signal train WF, within a limit within which the combined order of the predetermined points of the two signal trains WV, WV' and WF, WF' remains constant; 3. The internal combustion engine function control device according to claim 2, wherein the phase of the first signal train is changed with respect to the phase of WF'. 3. The internal combustion engine control device is a spark ignition device, and the output circuit includes spark circuits 42, 43, 44 started by the functional timing means. Device. 4 The signal generating means is a set of reference elements 16, 1
a rotor 10 driven by an internal combustion engine, comprising 7;
a second signal train in cooperation with the reference elements 16, 17;
It comprises a fixed stator 19 for generating WF and a stator 18 which is angularly movable with respect to the internal combustion engine parameters 19 and cooperates with said reference elements 16, 17 to generate a first signal train WV. An internal combustion engine function control device according to any one of claims 1 to 3. 5. The signal generating means includes main body 110, main body 11
at least one protrusion 112a attached to 0;
a rotor 112 driven by an internal combustion engine, comprising: a rotor 112, which is fixedly attached to said body 110; a first magnetism generating means forming a first magnetic circuit whose reluctance changes as the rotor rotates; Said element 1
a second magnetic flux generating means 117 forming a second magnetic circuit whose magnetic resistance changes as it rotates with respect to 16; a pickup winding 115 coupled to both said magnetic circuits; and said pickup winding 115.
The internal combustion engine function control device according to any one of claims 1 to 3, wherein the internal combustion engine function control device is connected to an internal combustion engine to generate the first and second signal trains.