System and method for controlling ignition timing for internal combustion engine

• US 4,949,691 A
• Filed: 09/08/1989
• Issued: 08/21/1990
• Est. Priority Date: 09/12/1988
• Status: Expired due to Fees

• Current Assignee: Nissan Motor Co., Ltd.
• Original Assignee: Nissan Motor Co., Ltd.
• Inventors: Hashimoto, Atsunori, Abe, Toshiro
• Primary Examiner(s): Dolinar, Andrew M.
• Application Number:
  US07/404,282
• Time in Patent Office: 347 Days
• Field of Search: 123/418, 123/419, 123/421, 123/422, 123/423, 123/425
• US Class Current: 123/406.25
• CPC Class Codes: F02D 2200/1015 Engines misfires
• CPC Class Codes: F02D 41/1498 measuring engine roughness
• CPC Class Codes: F02D 41/345 Controlling injection timing F02D41/365 takes precedence
• CPC Class Codes: F02P 5/1504 with particular means during a transient phase, e.g. acceleration, deceleration, gear change during starting F02P5/1506
• CPC Class Codes: Y02T 10/40 Engine management systems

Abstract

A system and method for controlling ignition timing for a vehicular internal combustion engine in which when the engine is transferred to a transient operating state (accelerated or decelerated), a correction for the basic ignition timing determined according to engine operating conditions is reversed depending on whether the basic ignition timing advance angle exceeds a MBT (Minimum advance for a Best Torque) ignition timing angle such that, on condition that the basic ignition advance angle exceeds the MBT ignition timing angle, the basic ignition timing advance angle is advanced when the engine rotational speed is increased and is retarded when the engine rotational speed is decreased, thus suppressing the generation of shuddering vibrations generated by the engine.

Claims

1. A system for controlling ignition timing for a vehicular internal combustion engine, comprising:

(a) first means for detecting engine operating conditions;

(b) second means for setting a basic ignition timing on the basis of the engine operating conditions;

(c) third means for determining whether the engine is transferred into a transient operating state on the basis of the engine operating conditions and for deriving an engine rotational angle (MBT) with respect to a top dead center of at least one cylinder at which pressure in a combustion chamber thereof has reached its maximum;

(d) fourth means for determining whether the basic ignition timing exceeds the engine rotational angle (MBT) in an advance angle direction when the engine is transferred into the transient operating state;

(e) fifth means for deriving whether the engine rotational speed is increased or decreased when the basic ignition timing exceeds the engine rotational angle (MBT), for correcting the basic ignition timing in the advance angle direction when the engine rotational speed is increased, and for correcting the basic ignition timing in a retardation angle direction when the engine rotational speed is decreased; and

(f) sixth means for igniting air-fuel mixture supplied into each cylinder of the engine at a timing determined by the fifth means.

2. A system as set forth in claim 1, wherein the fifth means corrects the basic ignition timing in the retardation angle direction when the engine rotational speed is increased and corrects the basic ignition timing in the advance angle direction when the engine rotational speed is decreased when the basic ignition timing does not exceed the engine rotational angle (MBT) in the advance angle direction.

3. A system as set forth in claim 2, wherein the fifth means corrects the basic ignition timing by a correction quantity Δ

IGN, the correction quantity being derived at least from a first correction quantity IGNL corresponding to a change rate of the engine rotational speed Δ

N, a first correction coefficient K_T corresponding to an engine coolant temperature, a second correction coefficient K_N corresponding to the engine rotational speed N, and a third correction quantity K_R corresponding to the basic ignition timing.

4. A system as set forth in claim 3, wherein the fifth means determines a final ignition timing IGN from the correction quantity as follows:

IGN=IGNM-Δ

IGN when a difference Δ

A between the basic ignition timing and engine rotational crank angle (MBT) indicates zero or positive and when the change rate of the engine rotational speed indicates zero or positive.

5. A system as set forth in claim 2, wherein the fifth means corrects the basic ignition timing by a correction quantity Δ

IGN, the correction quantity being derived at least from a first correction quantity Δ

IGNL corresponding to a change rate of the engine rotational speed Δ

N, a first correction coefficient K_T corresponding to an engine coolant temperature, a second correction coefficient K_N corresponding to the engine rotational speed N, and a fourth correction quantity K_A corresponding to the basic ignition timing.

6. A system as set forth in claim 5, wherein the fifth means determines a final ignition timing IGN from the correction quantity as follows:

IGN=IGNM-Δ

IGN when a difference Δ

A between the basic ignition timing and engine rotational crank angle (MBT) indicates negative and when the change rate of the engine rotational speed indicates negative.

7. A system as set forth in claim 6, wherein the fifth means determines the final ignition timing IGN with the difference Δ

A set as the correction quantity IGN when a difference between the correction quantity IGN and the difference Δ

A indicates positive.

8. A system as set forth in claim 7, wherein the fifth means determines the final ignition timing IGN as follows:

IGN=IGNM+Δ

IGN, when the difference Δ

A indicates zero or positive and when the change rate of the engine rotational speed indicates zero or positive.

9. A system as set forth in claim 8, wherein the fifth means determines the final ignition timing IGN as follows:

IGN=IGNM-Δ

IGN, when the difference Δ

A indicates zero or positive and when the change rate of the engine rotational speed Δ

N indicates negative.

10. A system as set forth in claim 9, wherein the fifth means determines the final ignition timing IGN with the difference Δ

A when the difference between the correction quantity and the difference Δ

A indicates zero or positive as follows;

IGN=IGNM-Δ

IGN (Δ

A), when the difference Δ

A indicates zero or positive but when the change rate of the engine rotational speed indicates negative.

11. A system as set forth in claim 10, wherein the third means determines that the engine is transferred into the transient operating condition by determining whether a fuel injection quantity supplied to each engine cylinder is above a predetermined value.

12. A system as set forth in claim 11, wherein the third means comprises an in-cylinder pressure sensor for detecting an internal cylinder pressure of each engine cylinder and a processing circuit for deriving a physical quantity related to a combustion vibration energy from an output signal of the in-cylinder pressure sensor.

13. A system for controlling ignition timing for a vehicular internal combustion engine, comprising:

(a) first means for detecting engine operating conditions ;

(b) second means for determining a basic ignition timing advance angle on the basis of the detected engine operating conditions;

(c) third means for deriving a torque-advance map representing a curve of an engine torque with respect to an ignition timing advance angle according to an engine load and engine temperature included in the engine operating conditions when the engine is transferred in a transient operating state detected by the first means;

(d) fourth means for deriving an MBT ignition timing advance angle at which a minimum advance for a best torque is achieved from a physical quantity related to a combustion vibration energy based on an internal cylinder pressure detected by the first means;

(e) fifth means for deriving a required change rate of the engine torque according to a change rate of the engine rotational speed;

(f) sixth means for deriving a correction quantity for the ignition timing angle from the curve derived by the third means according to the required change rate of the torque, engine load, and engine temperature;

(g) seventh means for determining a final ignition timing advance angle from the map with the correction quantity such that the final ignition timing is advanced when the change rate of the engine rotational speed indicates positive and when the basic ignition timing advance angle exceeds the MBT ignition timing advance angle in the advance angle direction and is retarded when the change rate of the engine rotational speed indicates negative and when the basic ignition timing advance angle exceeds the MBT ignition timing advance angle in the advance angle direction; and

(h) eighth means for igniting air-fuel mixture supplied into each cylinder at a timing determined by the seventh means.

14. A system as set forth in claim 13, wherein the seventh means determines the final ignition timing angle such that the final ignition timing is retarded when the change rate of the engine rotational speed indicates positive and when the basic ignition timing advance angle does not exceed the MBT ignition timing advance angle in the advance angle direction and is advanced when the change rate of the engine rotational speed indicates negative and when the basic ignition timing advance angle does not exceed the MBT ignition timing advance angle in the advance angle direction.

15. A system as set forth in claim 14, wherein the map derived by the third means is updated when the vehicle actually runs and the engine is transferred into the transient operating state.

16. A system as set forth in claim 13, wherein the engine temperature is derived from an engine coolant temperature.

17. A system as set forth in claim 13, wherein the engine transient state is detected by a fuel injection quantity supplied into each cylinder.

18. A system as set forth in claim 13, wherein the first means includes an internal cylinder pressure sensor installed on each cylinder.

19. A system as set forth in claim 13, wherein the basic ignition timing advance angle is determined according to the engine rotational speed and fuel injection pulsewidth supplied to a fuel injector installed on each cylinder and derived on the basis of the engine operating conditions.

20. A method for controlling ignition timing for a vehicular internal combustion engine, comprising the steps of:

(a) detecting engine operating conditions;

(b) setting a basic ignition timing on the basis of the engine operating conditions;

(c) determining whether the engine is transferred into a transient operating state on the basis of the engine operating conditions and deriving an engine rotational angle (MBT) with respect to a top dead center of at least one cylinder at which pressure in a combustion chamber thereof has reached its maximum;

(d) determining whether the basic ignition timing exceeds the engine rotational angle (MBT) in an advance angle direction when the engine is transferred into the transient operating state;

(e) deriving whether the engine rotational speed is increased or decreased when the basic ignition timing exceeds the engine rotational angle (MBT), correcting the basic ignition timing in the advance angle direction when the engine rotational speed is increased, and correcting the basic ignition timing in a retardation angle direction when the engine rotational speed is decreased; and

(f) igniting air-fuel mixture supplied into each cylinder of the engine at a timing determined in the step (e).