Ignition Timing Controlling Device and Method

• US 20070271025A1
• Filed: 11/05/2004
• Published: 11/22/2007
• Est. Priority Date: 11/14/2003
• Status: Active Grant

• Current Assignee: Honda Motor Co., Ltd. (Honda Motor Company)
• Original Assignee: Honda Motor Company
• Inventors: Sato, Masahiro, Yasui, Yuji, Maeda, Yoshio, Nagashima, Keiichi
• Granted Patent: US 7,437,233 B2
• Time in Patent Office: Days
• US Class Current: 701/102
• CPC Class Codes: F02D 2041/1423 Identification of model or controller parameters
• CPC Class Codes: F02D 2041/1432 the system including a filter, e.g. a low pass or high pass filter
• CPC Class Codes: F02D 2041/1433 using a model or simulation of the system
• CPC Class Codes: F02D 2041/227 Limping Home, i.e. taking specific engine control measures at abnormal conditions
• CPC Class Codes: F02D 2041/281 between sensors and control unit
• CPC Class Codes: F02D 2200/0404 Throttle position
• CPC Class Codes: F02D 2200/0406 Intake manifold pressure
• CPC Class Codes: F02D 2200/1004 Estimation of the output torque
• CPC Class Codes: F02D 2200/602 Pedal position
• CPC Class Codes: F02D 35/023 by determining the cylinder pressure
• CPC Class Codes: F02D 35/027 using knock sensors
• CPC Class Codes: F02D 41/1403 Sliding mode control
• CPC Class Codes: F02D 41/1406 with use of a optimisation method, e.g. iteration
• CPC Class Codes: F02D 41/1408 Dithering techniques
• CPC Class Codes: F02D 41/187 using a hot wire flow sensor
• CPC Class Codes: F02P 5/1523 with particular laws of return to advance, e.g. step by step, differing from the laws of retard
• CPC Class Codes: F02P 5/1525 with means for compensating the variation of the characteristics of the pinking sensor or of the electrical means, e.g. by ageing when variation of characteristics results only from incorrect functioning F02P5/1526
• CPC Class Codes: F02P 5/153 dependent on combustion pressure
• CPC Class Codes: Y02T 10/40 Engine management systems

Abstract

A method of controlling ignition timing of an engine. In the control method, final ignition timing for performing ignition is calculated by adding a variation component to a set ignition timing. According to the final ignition timing, an indicated average effective pressure of an in-cylinder pressure detected when ignition is performed is calculated. An ignition timing characteristic curve indicating the correlation between the indicated average effective pressure and the variation component is estimated and optimal ignition timing is calculated from the characteristic curve. Feedback control for converging the set ignition timing to the optimal ignition timing is then performed. Consequently, the ignition timing is controlled to an optimal ignition timing corresponding to a current operational state of the engine.

Claims

1. An apparatus for controlling an ignition timing of an engine, comprising:

an ignition timing calculator for adding a fluctuating component to a set ignition timing to calculate a final ignition timing for igniting the engine;

a mean effective pressure calculator for calculating an indicated mean effective pressure for an in-cylinder pressure detected when the engine has been ignited according to the final ignition timing;

an MBT calculator for estimating an ignition timing characteristic curve that represents a correlation between the indicated mean effective pressure and the fluctuating component and for determining an optimum ignition timing from the characteristic curve; and

a controller for controlling the set ignition timing to converge to the optimum ignition timing.

2. The apparatus of claim 1,

wherein the ignition timing characteristic curve is represented by a function, an input of the function being the fluctuating component and an output of the function being the indicated mean effective pressure;

wherein the MBT calculator further includes an identifier for identifying coefficients associated with the fluctuating component in the function based on the indicated mean effective pressure calculated by the mean effective pressure calculator to estimate the characteristic curve based on the identification of the coefficients.

3. The apparatus of claim 2, further comprising a generator for generating the fluctuating component,

wherein the generator generates the fluctuating component to meet self-excitation conditions for identifying the coefficients of the function.

4. The apparatus of claim 2, wherein the identifier is further configured to:

determine update components for the coefficients so that an error between the indicated mean effective pressure calculated by the mean effective pressure calculator and an estimated indicated mean effective pressure estimated from the function converges to zero;

add the update components to predetermined reference values to determine the coefficients, thereby causing the coefficients to converge to the reference values as the error converges to zero;

wherein the reference values are predetermined so that the control for controlling the set ignition timing to converge to the optimum ignition timing stops when the coefficients have converged to the reference values.

5. The apparatus of claim 2, wherein a limit process is applied to at least one of the coefficients so that it is prevented that the characteristic curve is estimated as a downward convex curve.

6. The apparatus of claim 1, wherein the mean effective pressure calculator is further configured to extract an alternating component from the detected in-cylinder pressure and to calculate the indicated mean effective pressure based on the alternating component.

7. The apparatus of claim 1, wherein the controller uses a response assignment control to control the set ignition timing, the response assignment control being capable of specifying a response characteristic of the set ignition timing to the optimum ignition timing.

8. A method for controlling an ignition timing of an engine, comprising the steps of:

(a) adding a fluctuating component to a set ignition timing to calculate a final ignition timing for igniting the engine;

(b) calculating an indicated mean effective pressure for an in-cylinder pressure detected when the engine has been ignited according to the final ignition timing;

(c) estimating an ignition timing characteristic curve that represents a correlation between the indicated mean effective pressure and the fluctuating component;

(d) determining an optimum ignition timing from the characteristic curve; and

(e) controlling the set ignition timing to converge to the optimum ignition timing.

9. The method of claim 8,

wherein the ignition timing characteristic curve is represented by a function, an input of the function being the fluctuating component and an output of the function being the indicated mean effective pressure;

wherein the step (c) further comprises the step of;

(c1) identifying coefficients associated with the fluctuating component in the function based on the indicated mean effective pressure to estimate the characteristic curve based on the identification of the coefficients.

10. The method of claim 9, further comprising the step of generating the fluctuating component to meet self-excitation conditions for identifying the coefficients of the function.

11. The method of claim 9, wherein the step (c1) further comprises the steps of:

determining update components for the coefficients so that an error between the indicated mean effective pressure calculated in the step (b) and an estimated indicated mean effective pressure estimated from the function converges to zero; and

adding the update components to predetermined reference values to determine the coefficients, thereby causing the coefficients to converge to the reference values as the error converges to zero;

wherein the reference values are predetermined so that the control for controlling the set ignition timing to converge to the optimum ignition timing stops when the coefficients have converged to the reference values.

12. The method of claim 9, further comprising the step of:

applying a limit process to at least one of the coefficients so that it is prevented that the characteristic curve is estimated as a downward convex curve.

13. The method of claim 8, wherein the step (b) further comprises the steps of:

extracting an alternating component from the detected in-cylinder pressure; and

calculating the indicated mean effective pressure based on the alternating component.

14. The method of claim 8, wherein the step (e) further comprises the step of:

using a response assignment control to control the set ignition timing, the response assignment control being capable of specifying a response characteristic of the set ignition timing to the optimum ignition timing.