Ignition timing control apparatus and ignition timing control method for internal combustion engine

• US 7,712,450 B2
• Filed: 05/29/2008
• Issued: 05/11/2010
• Est. Priority Date: 05/29/2007
• Status: Active Grant

• Current Assignee: Toyota Jidosha Kabushiki Kaisha (Toyota Motor Corporation)
• Original Assignee: Toyota Jidosha Kabushiki Kaisha (Toyota Motor Corporation)
• Inventors: Onishi, Akito, Sato, Kenichiro, Nada, Mitsuhiro, Fujita, Tomohiro
• Primary Examiner(s): Kwon; John T
• Application Number:
  US12/128,964
• Publication Number:
  US 20090031989A1
• Time in Patent Office: 712 Days
• Field of Search: 701/103, 701/104, 701/105, 123/406.11, 123/406.16, 123/406.17, 123/406.21, 123/406.22, 123/406.26, 123/406.29, 123/406.34, 123/406.41, 123/406.42, 123/406.43
• US Class Current: 123/406.11
• CPC Class Codes: F02D 41/2451 characterised by what is learned or calibrated
• CPC Class Codes: F02P 5/152 dependent on pinking detecting or indicating knocks in internal-combustion engines G01L23/22
• CPC Class Codes: Y02T 10/40 Engine management systems

Abstract

In an ignition timing control apparatus for an engine, a KCS learning value learned when the engine is in a given operating state is used in an ignition timing control executed when the engine is in the other operating state. An estimated knocking occurrence ignition timing is set based on a most retarded ignition timing using the KCS learning value. A final ignition timing is set by changing a KCS feedback correction value based on whether knocking occurs when ignition is performed at the estimated knocking occurrence ignition timing. When a point indicating the engine operating state moves into a region where it is difficult to set the estimated knocking occurrence ignition timing, the KCS feedback correction value is changed to retard the final ignition timing, and the final ignition timing is set using the KCS learning value and the changed KCS feedback correction value.

Claims

1. An ignition timing control apparatus for an internal combustion engine, comprising:

a learning portion that sets a learning value of an ignition timing when the internal combustion engine is in a given operating state, by executing a learning control, wherein the learning value is used in an ignition timing control executed when the internal combustion engine is in another operating state;

an estimated knocking occurrence ignition timing setting portion that sets an estimated knocking occurrence ignition timing based on a most retarded ignition timing using the learning value, wherein the most retarded ignition timing is set based on an operating state of the internal combustion engine; and

a final ignition timing setting portion that sets a final ignition timing, by executing a feedback correction process in which a correction amount is based on whether knocking occurs when ignition is performed at the estimated knocking occurrence ignition timing,

wherein when a point indicating the operating state of the internal combustion engine moves into a region where it is difficult to set the estimated knocking occurrence ignition timing, the final ignition timing setting portion changes the correction amount by a predetermined amount, to a changed correction amount, so as to retard the final ignition timing, and sets the final ignition timing using the learning value and the changed correction amount, and

wherein the region where it is difficult to set the estimated knocking occurrence ignition timing is a low load region in which an engine load is low.

2. The apparatus according to claim 1, wherein

the final ignition timing setting portion sets the final ignition timing, by subtracting the changed correction amount from a value obtained by adding the learning value to the most retarded ignition timing.

3. The apparatus according to claim 1, wherein

when at least one of a requirement that the learning value is below a predetermined value, and a requirement that an intake air temperature is equal to or above a predetermined temperature is satisfied, the final ignition timing setting portion sets the final ignition timing using the learning value and the changed correction amount.

4. The apparatus according to claim 1, wherein the region where it is difficult to set the estimated knocking occurrence ignition timing is a low load region in which an engine load is low.

5. The apparatus according to claim 4, wherein

the final ignition timing setting portion includes a determination portion that determines that the point indicating the operating state of the internal combustion engine is in the low load region, when the engine load is equal to or above a first predetermined value and below a second predetermined value, and an engine rotational speed is equal to or above a third predetermined value and below a fourth predetermined value.

6. The apparatus according to claim 1, wherein:

the region where it is difficult to set the estimated knocking occurrence ignition timing is an overlapping region where a low load region where an engine load is low overlaps a region where a difference in the most retarded ignition timing is equal to or above a predetermined value; and

the difference in the most retarded ignition timing is a difference between the most retarded ignition timing when no deposit is formed in the internal combustion engine and the most retarded ignition timing when an amount of a deposit formed in the internal combustion engine is a maximum possible amount.

7. The apparatus according to claim 1, wherein

the predetermined amount, by which the correction amount is changed to retard the final ignition timing when the point indicating the operating state of the internal combustion engine moves into the region where it is difficult to set the estimated knocking occurrence ignition timing, is set to be larger than an amount by which the correction amount is changed to retard the final ignition timing when knocking occurs.

8. The apparatus according to claim 1, wherein:

when the point indicating the operating state of the internal combustion engine moves into the region where it is difficult to set the estimated knocking occurrence ignition timing, the final ignition timing setting portion changes the correction amount by the predetermined amount to retard the final ignition timing, and sets the final ignition timing using the estimated knocking occurrence ignition timing set using the learning value and the changed correction amount.

9. An ignition timing control method for an internal combustion engine, comprising:

setting an estimated knocking occurrence ignition timing based on a most retarded ignition timing using a learning value of an ignition timing learned by a learning control when the internal combustion engine is in a given operating state, wherein the most retarded ignition timing is set based on an operating state of the internal combustion engine;

setting a final ignition timing by executing a feedback correction process in which a correction amount is based on whether knocking occurs when ignition is performed at the estimated knocking occurrence ignition timing; and

determining whether a point indicating the operating state of the internal combustion engine moves into a region where it is difficult to set the estimated knocking occurrence ignition timing;

wherein when it is determined that the point indicating the operating state of the internal combustion engine moves into the region where it is difficult to set the estimated knocking occurrence ignition timing, the correction amount is changed by a predetermined amount, to a changed correction amount, so as to retard the final ignition timing, and the final ignition timing is set using the learning value and the changed correction amount, and

wherein the region where it is difficult to set the estimated knocking occurrence ignition timing is a low load region in which an engine load is low.