Method for determining the advance ignition angle internal combustion engines ignition systems

• US 6,161,523 A
• Filed: 08/20/1999
• Issued: 12/19/2000
• Est. Priority Date: 09/13/1997
• Status: Expired due to Term

• Current Assignee: Robert Bosch GmbH
• Original Assignee: Robert Bosch GmbH
• Inventors: Torno, Oskar, Haeming, Werner, Baeuerle, Michael, Sloboda, Robert, Unland, Stefan, Franke, Steffen, Surjadi, Iwan
• Primary Examiner(s): SOLIS, ERICK R
• Application Number:
  US09/308,208
• Time in Patent Office: 487 Days
• Field of Search: 123/406.29, 123/406.34, 123/406.35, 123/406.23
• US Class Current: 123/406.23
• CPC Class Codes: F02P 5/1521 with particular means during a transient phase, e.g. starting, acceleration, deceleration, gear change
• 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: Y02T 10/40 Engine management systems

Abstract

A method for determining the ignition point in ignition systems for internal combustion engines, having integrated knock control, a basic ignition point being determined on the basis of measured operating parameters using a stored characteristic map. The knock control, after engine knock has occurred, determines a knock control ignition point, which is more retarded than the basic ignition point, the knock control ignition point, in response to knock-free combustions, being altered step-by-step so as to be more advanced. Furthermore, a torque interface is integrated, which on the basis of the operating parameters and/or the demands placed by the driver, determines a torque-optimized ignition point, and the knock control ignition point being the most advanced permissible ignition point which is issued by the control unit.

Claims

1. A method for determining an ignition point in an ignition system of an internal combustion engine, the internal combustion engine including an integrated knock control arrangement, the method comprising the steps of:

(a) determining a basic ignition point as a function of measured operating parameters using a stored characteristic map;

(b) after an engine knock is detected, determining a knock control ignition point using the knock control arrangement, the knock control ignition point being more retarded than the basic ignition point;

(c) changing the knock control ignition point in a stepped manner so as to be further advanced in response to a knock-free combustion;

(d) determining a torque-optimized ignition point as a function of at least one of the operating parameters and a driver-generated demand using an integrated torque interface, the knock control ignition point being a most advanced permissible ignition point which is generated by the knock control arrangement; and

(e) if the torque-optimized ignition point is more retarded than the knock control ignition point, blocking an ignition advance of the knock control ignition point after the knock-free combustion.

2. The method according to claim 1, further comprising the step of:

(f) if the torque-optimized ignition point is more retarded than the knock control ignition point, issuing the torque-optimized ignition point.

3. The method according to claim 1, further comprising the step of:

(g) comparing the knock control ignition point with the torque-optimized ignition point.

4. The method according to claim 3, wherein step (b) further includes the substeps of:

determining a correction value using the knock control arrangement; and

generating the knock control ignition point by adding the correction value to the basic ignition point.

5. The method according to claim 4, wherein step (b) further includes the substep of:

reducing the correction value in a stepped manner to advance the knock control ignition point.

6. The method according to claim 5, wherein step (b) further includes the substep of:

maintaining the correction value while the torque-optimized ignition point is more retarded than the knock control ignition point.