JP2002213333A - Ignition timing controller for internal combustion engine - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide an ignition timing controller for an internal combustion engine capable of reducing the torque shock in restarting the fuel feed from the stop of the fuel feed in deceleration, and optimumly controlling the ignition timing in accordance with a misfire state of the internal combustion engine. SOLUTION: This ignition timing controller of the internal combustion engine for restarting the fuel feed in accordance with the operating condition of a vehicle, after the fuel feed is stopped in the deceleration of the vehicle, comprises an ignition timing lag correcting means 3 for correcting an ignition timing IGLOG of the internal combustion engine 2 to a lag side, misfire detecting means 3, 15 for detecting the misfire state of the internal combustion engine 2, and an ignition timing lag inhibiting means 3 for inhibiting the lag correction of the ignition timing IGLOG by the ignition timing lag correcting means.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an ignition timing control device for an internal combustion engine that restarts fuel supply according to the operating state of a vehicle after stopping fuel supply when the vehicle decelerates.

[0002]

2. Description of the Related Art A conventional ignition timing control apparatus for an internal combustion engine of this type is disclosed, for example, in Japanese Patent Application Laid-Open No. 3-271543. In this internal combustion engine, the supply of fuel is stopped when the vehicle is decelerated in order to improve fuel efficiency and the like, and thereafter, the operation is shifted to an acceleration operation.
When the fuel supply stop condition is released, the fuel supply is restarted. Further, in this ignition timing control device, when the fuel supply is restarted, the ignition timing is corrected in principle to the retard side, thereby suppressing the output of the internal combustion engine, thereby reducing the torque shock due to the rapid fluctuation of the torque. To reduce. On the other hand, when the fuel supply is restarted, when the acceleration equal to or more than the predetermined value is detected, specifically, when the change amount of the throttle valve opening is equal to or more than the predetermined value, the retard correction is prohibited.
It is designed to ensure acceleration performance.

[0003]

However, in the conventional ignition timing control device described above, when the fuel supply is restarted, the ignition timing is retarded unless an acceleration exceeding a predetermined value is detected. Therefore, depending on the operating state of the internal combustion engine,
There is a problem that it is not always possible to control the ignition timing to an optimum ignition timing accordingly. For example, the restart of fuel supply is usually performed on condition that the rotation speed of the internal combustion engine falls to a predetermined low rotation side threshold value except at the time of the above-described acceleration detection. If the ignition timing is corrected to be retarded when the combustion state of the engine is unstable, the combustion state may be further degraded, thereby reducing the operability and the exhaust gas characteristics.

SUMMARY OF THE INVENTION The present invention has been made to solve such a problem. When the fuel supply is restarted after the fuel supply is stopped during deceleration, the torque shock can be reduced and the ignition timing of the internal combustion engine can be reduced. It is an object of the present invention to provide an ignition timing control device for an internal combustion engine that can be optimally controlled according to a misfire state.

[0005]

SUMMARY OF THE INVENTION In order to achieve the above object, the present invention provides an ignition timing control for an internal combustion engine which stops fuel supply when the vehicle decelerates and then restarts fuel supply in accordance with the operation state of the vehicle. An ignition timing retard correcting means (an ECU (hereinafter the same in this embodiment) ECU 3 for correcting ignition timing IGLOG of the internal combustion engine 2 to a retard side when fuel supply is restarted; Delay correction term I
GAFCR, step 34 in FIG. 3) and misfire detection means (crank angle sensor 1) for detecting misfire state of internal combustion engine 2
5, the ECU 3, the misfire determination counter CMFJUD, step 43 in FIG. 3), and when the misfire detection means detects that the internal combustion engine 2 is in the misfire state, the ignition timing IGLOG is retarded by the ignition timing retard correction means. Ignition timing retarding suppression means (ECU 3, step 4 in FIG. 3) for suppressing correction
3, 46).

According to the ignition timing control device for an internal combustion engine, when the fuel supply is restarted from the stop of the fuel supply during the deceleration of the vehicle, the ignition timing is corrected by the ignition timing retard correction means to the retard side. You. Thus, when the fuel supply is restarted, the output of the internal combustion engine is suppressed, so that the torque fluctuation can be suppressed and the torque shock can be reduced. Further, when the misfire detection means detects that the internal combustion engine is in a misfire state, the ignition timing retard suppression means suppresses the ignition timing retard correction. Thus, by suppressing a decrease in the output of the internal combustion engine, it is possible to appropriately prevent the misfire state from expanding, and it is possible to optimally control the ignition timing according to the misfire state of the internal combustion engine.

[0007]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS Hereinafter, a preferred embodiment of the present invention will be described with reference to the drawings. FIG. 1 shows a schematic configuration of an ignition timing control device 1 according to an embodiment of the present invention and an internal combustion engine 2 to which the ignition timing control device 1 is applied.

[0008] This internal combustion engine (hereinafter referred to as "engine")
Reference numeral 2 denotes, for example, a 4-cylinder 4-cycle engine mounted on a vehicle (not shown). The intake pipe 4 of the engine 2 is provided with a throttle valve 5. The opening TH of the throttle valve 5 (throttle valve opening) TH is detected by a throttle valve opening sensor 6, and a detection signal thereof is given by E
Sent to CU3.

A fuel injection valve (hereinafter referred to as an "injector") 7 is provided for each cylinder downstream of the throttle valve 5 of the intake pipe 4 and immediately upstream of the intake valve (not shown) (see FIG. 1). Only one is shown). Each injector 7 is connected to a fuel pump (not shown) and is also electrically connected to the ECU 3. The valve opening time (fuel injection time) TOUT is controlled by a drive signal from the ECU 3.

Each cylinder of the engine 2 is provided with an ignition plug 8 (only one is shown), and is connected to the ECU 3 via a distributor 9. Each of the spark plugs 8 has an ignition timing IG based on a drive signal from the ECU 3.
A high voltage is applied at a timing corresponding to LOG, and then the battery is discharged by being cut off, whereby the mixture is ignited in each cylinder.

On the other hand, an intake pipe absolute pressure sensor 10 is disposed downstream of the intake pipe 4 from the throttle valve 5. The intake pipe absolute pressure sensor 10 is constituted by a semiconductor pressure sensor or the like, detects an intake pipe absolute pressure PBA, which is an absolute pressure in the intake pipe 4, and outputs a detection signal to the ECU 3.
Send to The intake pipe 4 includes an intake pipe absolute pressure sensor 1.
0, an intake air temperature sensor 11 composed of a thermistor or the like is attached.
And sends a detection signal to the ECU 3. Further, an engine water temperature sensor 12 composed of a thermistor or the like is attached to the main body of the engine 2.
Engine temperature T, which is the temperature of the cooling water circulating in the body of the engine
W is detected, and a detection signal is sent to the ECU 3.

On the other hand, a cylinder discrimination sensor 13, a TDC sensor 14, and a crank angle sensor 15 are provided around a crankshaft (not shown) of the engine 2, and are connected to the ECU 3 respectively. These sensors 13-1
Reference numeral 5 includes a magnet rotor, an MRE pickup, and the like (both not shown), and generates a pulse signal at each predetermined crank angle position. Specifically, the cylinder discrimination sensor 13 detects a cylinder discrimination signal CYL (hereinafter, referred to as a “CYL signal”) at a predetermined crank angle position of a specific cylinder.
Occurs. The TDC sensor 14 generates a TDC signal at a predetermined crank angle position slightly before TDC (top dead center) at the start of the intake stroke of each cylinder. In this example of the four-cylinder type, one pulse is output as the TDC signal every 180 ° of the crank angle. Further, the crank angle sensor 15 has a TD
The cycle of the predetermined crank angle shorter than the C signal (for example, 3
0 °), a crank angle signal CRK (hereinafter referred to as “CRK signal”) is generated.

The ECU 3 receives these CYL signals, TDC
The crank angle position of each cylinder is determined based on the CRK signal and the CRK signal, and the rotational speed of the engine 2 (hereinafter referred to as “engine rotational speed”) NE is determined based on the CRK signal.
Is calculated.

An exhaust pipe 16 of the engine 2 has a three-way catalyst 17
For purifying components such as HC, CO, and NOx in the exhaust gas. The three-way catalyst 1 of the exhaust pipe 16
An oxygen concentration sensor 18 is provided on the upstream side of 7, and detects the oxygen concentration in the exhaust gas, and sends a detection signal to the ECU 3. The ECU 3 further includes a vehicle speed sensor 19.
Sends a detection signal indicating the vehicle speed (vehicle speed) VP.

In this embodiment, the ECU 3 constitutes ignition timing retard correction means, misfire detection means and ignition timing retard suppression means, and includes a CPU, a RAM, a ROM, and an input / output interface (all not shown). ) And the like. CP
U determines the operating state of the engine 2 based on the engine parameter signals detected by the various sensors described above, and, in accordance with the determination result, synchronizes the fuel injection time TOUT and the ignition time with the generation of the TDC signal. Timing IGL
OG is calculated, and a drive signal based on the calculation result is output to the injector 7 and the distributor 9. In addition, when fuel supply is stopped (fuel cut) control when the vehicle decelerates, when fuel supply is restarted,
As will be described later, retard correction control of the ignition timing IGLOG is executed.

FIG. 2 is a flowchart showing a main flow of a process for calculating the ignition timing IGLOG. This processing is
It is executed in synchronization with the generation of the TDC signal. First, in step 21 (illustrated as "S21"; the same applies hereinafter), the operating parameters detected by the various sensors described above are read. Next, a basic ignition timing IGMAP is determined by searching a map (not shown) according to the engine speed NE and the intake pipe absolute pressure PBA (step 2).
2).

Next, a fuel supply restart retard correction term (hereinafter referred to as "F / C post retard correction term") IGAFCR is calculated (step 23). This F / C post-lag correction term IGAF
The CR is applied to retard the ignition timing IGLOG when restarting the fuel supply, and details of the calculation will be described later. Next, using the calculated post-F / C retard correction term IGAFCR, a torque reduction request retard correction amount IGCRT is calculated by the following equation (1) (step 24). IGCRT = −IGAFCR−IGWUR−IGACCCR (1) where IGWUR is a retard correction term for warming the three-way catalyst 17 and activating it early, and IGACCR is a time when the throttle valve opening TH changes suddenly. Is a retard correction term for preventing the torque shock in the above.

Next, the total correction amount IG is calculated by the following equation (2) using the calculated torque reduction request retard correction amount IGCRT.
The CR is calculated (Step 25). IGCR = IGCRT + IGCRO (2) Here, IGCRO is a correction amount other than the IGCRT value, for example, a water temperature advance correction amount determined according to the engine water temperature TW, and determined according to the intake air temperature TA. This includes an intake air temperature advance correction amount, a warm-up improvement advance amount for improving warm-up at the time of low temperature start, and the like.

Next, according to the following equation (3), step 22 is executed.
The ignition timing IGLOG is calculated by adding the total correction amount IGCR calculated in step 25 to the basic ignition timing IGMAP determined in (2) (step 26). IGLOG = IGMAP + IGCR (3) Then, by outputting a drive signal based on the calculated ignition timing IGLOG to the distributor 9 (step 27), the ignition timing of each cylinder is controlled, and this program ends.

FIG. 3 shows a subroutine for calculating the post-F / C retard correction term IGAFCR executed in step 23 of FIG. In this process, first, the start mode flag F_S
It is determined whether TMOD is "1" (step 3).
1). When the answer is YES, that is, when the engine 2 is being started, the basic retard amount IGAFCRM and the retard return amount DIGAFCR of the post-F / C retard correction term IGAFCR are provided.
Are set to the values 0 (steps 32 and 33), respectively.
The post-F / C retard correction term IGAFCR is set to the basic retard amount IGAF.
The value is set to CRM (step 34), and the program ends. That is, during the start of the engine 2, the retard correction at the time of resuming the fuel supply is prohibited, so that the startability of the engine 2 is ensured.

On the other hand, when the answer to step 31 is NO, that is, when the engine 2 is not starting, it is determined whether or not the engine coolant temperature TW is equal to or higher than a predetermined value #TWFCR (for example, 65 ° C.) (step 35). This answer is N
O, that is, when the engine 2 is in a low temperature state, if the retard correction at the time of resuming the fuel supply is executed, the combustion state of the engine 2 is likely to be unstable. , Prohibit retard correction.

When the answer to step 35 is YES, that is, when TW ≧ # TWFCR is satisfied and the engine 2 is not in a low temperature state, the vehicle speed VP is reduced to a lower limit value # with hysteresis #.
It is determined whether or not it is equal to or higher than VIGAFCR (for example, 5, 10 km / h) (step 36). When the answer is NO, that is, when the vehicle is in the extremely low vehicle speed state including the stopped state, the process proceeds to step 32 and thereafter, and the retard correction is prohibited. This is a process for responding to so-called idling, which is to temporarily increase the engine speed by stepping on the accelerator when the vehicle is stopped. That is, if such an air blow is performed, the fuel supply is stopped in accordance with the full closing of the throttle valve 5 thereafter, so if the retard correction is performed when the fuel supply is restarted, depending on the situation, This is to avoid such a problem because the sudden decrease in the engine speed NE may cause engine stall.
Further, since there is no need to worry about torque shock when the vehicle is stopped, prohibiting retard correction does not cause any problem.

When the answer to step 36 is YES, that is, when VP ≧ # VIGAFCR is satisfied and the vehicle is not in the extremely low vehicle speed state, the engine speed NE is reduced to a lower limit #NIGAFCR with hysteresis (for example, 1000, 120).
0 km / h) (step 3).
7). If the answer is NO, that is, if the engine 2 is in the low rotation state, the routine proceeds to the step 32 and thereafter to inhibit the retard correction in order to prevent the engine stall due to the execution of the retard correction.

If the answer to the step 37 is YES, that is, if NE ≧ # NIGAFCR is satisfied and the engine 2 is not in the low rotation state, the change amount (difference between the present value and the previous value) DTH of the throttle valve opening TH is set to that value. Predetermined value #DT
It is determined whether or not HFCR (for example, 5 degrees) or more (step 38). If the answer is YES, that is, if the amount of change DTH in the throttle valve opening is large, it is determined that the driver's acceleration request is high, and the routine proceeds to step 32 and thereafter to prohibit the retard correction in order to respond to the request.

If the answer to step 38 is NO, ie, D
When TH ≧ # DTHFCR holds and it is determined that the driver's acceleration request is not high, was the previous value of the deceleration F / C flag F_DECFC indicating that fuel supply is being stopped during deceleration being “1”? Is determined (step 3
9) If the answer is YES, the flag F_DEC
It is determined whether or not the current value of FC is “1” (step 40). If the answer is YES and the fuel supply is also stopped this time, the routine proceeds to step 32 and thereafter, and the retard correction is prohibited.

On the other hand, when the answer to step 40 is NO, that is, when the current loop is the first loop in which fuel supply is restarted from the fuel supply stop state during deceleration, the condition for executing the retard correction at the time of fuel supply restart is set. Is satisfied, the routine proceeds to step 41, where #IGA is set according to the engine speed NE.
By searching the FCRN table, the initial value #I
GAFCRN is calculated, and the F / C retard correction term IGAFCR
Is set as the basic retard amount IGAFCRM. FIG.
An example of this #IGAFCRN table is shown, and the initial value #IGAFCRN is set to be larger as the NE value is larger for five grid points of the engine speed NE. This is the engine speed N
As E increases, a large torque shock tends to occur when fuel supply is restarted.
This is to increase the degree of the retard correction. As shown in the figure, the initial value #IGAFCRN is the engine speed N
Between the grid points of E, it is obtained by interpolation calculation.

Then, the process proceeds to a step 42, wherein a table value #DIGAFCRN is obtained by searching the #DIGAFCRN table according to the engine speed NE, and the retard return amount DI of the post-F / C retard correction term IGAFCR is obtained.
Set as GAFCR. FIG. 5 shows this #DIGAF
An example of the CRN table is shown, and the table value #
DIGAFCRN is for five grid points having the same engine speed NE as the #IGAFCRN table described above.
It is set so that the larger the NE value, the smaller the value. The table value #DIGAFCRN is also obtained by interpolation between grid points of the engine speed NE.

Next, step 34 is executed, that is, the basic retard amount IGAFRM obtained in step 41 described above.
Is set as the post-F / C retard correction term IGAFCR, and the program is terminated. As described above, immediately after the fuel supply is restarted, the post-F / C retard correction term IGAFCR is set to the initial value #IGAFC retrieved in step 41.
Set to RN.

On the other hand, if the answer to step 39 is NO, that is, if the previous value of the deceleration F / C flag F_DECFC is "0", the current loop restarts the fuel supply.
When the loop is the first and subsequent loops, the count value CMFJUD of the misfire determination counter becomes the previous value CMFJUD (n
-1) is determined (step 4).
3). As described later, this misfire determination counter CMFJ
UD is incremented when the occurrence of misfire is detected in one cylinder. This step 43
If the answer is NO, that is, if the occurrence of misfire has not been detected, a value obtained by subtracting the retard return amount DIGAFCR obtained in step 42 from the basic retard amount IGAFCRM is set as a new basic retard amount IGAFCRM. (Step 44).

Next, the set basic retard amount IGAFCR
It is determined whether M is equal to or less than 0 (step 45),
If the answer is NO and IGAFCRM> 0, step 34 is executed. That is, in this case, the new basic retard amount IGAFCRM obtained by subtracting the retard return amount DIGAFCR obtained in step 44 is F
/ C is set as the post-C delay correction term IGAFCR. On the other hand, if the answer to step 45 is YES, that is, if the subtraction in step 44 is repeated, the basic retard amount IG
When the AFCRM becomes 0 or less, the basic retard amount I
After setting GAFCRM to a value of 0 (step 46), step 34 is executed. That is, in this case,
The post-F / C retard correction term IGAFCR is set to a value of 0, and the retard correction at the time of resuming fuel supply ends.

On the other hand, when the answer to the step 43 is YES, that is, when CMFJUD> CMFJUD (n-1) holds and it is detected that a misfire has occurred in one cylinder, the steps 46 and 34 are executed. . That is, in this case, by setting the basic retard amount IGAFCRM and the post-F / C retard correction term IGAFCR to a value of 0, the retard correction at the time of resuming the fuel supply is immediately stopped, and the program ends. I do.

FIG. 6 shows an example of the transition of the post-F / C retardation correction term IGAFCR calculated by the calculation processing of FIG.
(A) A case where no misfire has occurred and (b) a case where misfire has occurred are shown. That is, assuming that the fuel supply is restarted at time t1 and the execution condition of the retard correction is satisfied at this time, the post-F / C retard correction term IGAFCR is set to the initial value #IGAFCRN searched in step 41. After that, the execution of step 44 causes the generation of step 4 every time a TDC signal is generated.
It is subtracted by the retard return amount DIGAFCR obtained in step 2.
As shown in FIG. 9A, if no misfire is detected in the middle, this subtraction is continued. Then, when the basic retard amount IGAFCRM becomes equal to or less than the value 0 (time t3), the answer to step 45 becomes YES, and thereafter, by executing steps 46 and 34, the retard after F / C is performed. The correction term IGAFCR is held at the value 0, and the retard correction ends. By performing such a retard correction, the engine output is suppressed when the fuel supply is restarted, so that torque fluctuation can be suppressed and torque shock can be reduced, and therefore, smooth driving performance can be ensured. .

On the other hand, during such retard correction (at time t)
If a misfire is detected in 2), the misfire determination counter CMFJUD is incremented and the answer to step 43 becomes YES, as shown in FIG. / C retard angle correction term I
GAFCR is set to a value of 0, and the retard correction is immediately stopped. Thus, by suppressing the decrease in the output of the engine 2, it is possible to appropriately prevent the misfire state from expanding, and it is possible to optimally control the ignition timing according to the misfire state of the internal combustion engine.

Next, a misfire determination (detection) process of the engine 2 will be described with reference to FIGS. FIG.
Is a main flow of a misfire determination process. The process of FIG. 3A is executed in synchronization with each generation of the CRK signal, and calculates an average value (hereinafter, referred to as a “first average value”) TAVE of the CRK signal generation time interval CRMe. (Step 71). Also, the processing of FIG.
This is executed in synchronism with each occurrence of the C signal, and is an average value of the first average value TAVE (hereinafter, “second average value”).
The amount of change ΔM of M is calculated (step 81), and based on the calculated amount of change ΔM, the presence or absence of occurrence of misfire of the engine 2 and the cylinder in which misfire has occurred are determined (step 82).

FIG. 8 shows a first average value TAVE calculation subroutine executed by the program of FIG. 7A. In step 91, the CRK signal generation time interval CR
Measure Me (n). This CRMe (n) is CRK
This is the current value representing the time interval between the last time and the current time of the signal, and as shown in FIG. 9, the CRMe measured i times before
The value shall be represented as CRMe (ni). Then
According to the following equation (4), the present measured value CRM of the occurrence time interval
The first average value T is calculated as an average value of twelve CRMe values from e (n) to the measured value CRMe (n−11) 11 times before.
AVE (n) is calculated (step 92).

[0036]

(Equation 1) As described above, in the present embodiment, since the CRK signal is generated every time the crankshaft rotates 30 degrees, the first average value TAVE (n) calculated by Expression (4)
Is an average value corresponding to one rotation of the crankshaft. By performing such averaging processing, a primary vibration component of engine rotation in one rotation cycle of the crankshaft, that is, a noise component caused by a mechanical error (manufacturing error or mounting error) of the crank angle sensor 15 is removed. You.

FIG. 10 shows a subroutine for calculating the variation ΔM of the second average value M, which is executed in step 81 of FIG. 7B. In step 101, the present average value TAVE (n) of the first average value TAVE is calculated by the following equation (5).
6 T from the calculation value TAVE (n−5) five times before
A second average value M (n) is calculated as the average value of the AVE values.

[0038]

(Equation 2) As described above, in the present embodiment, the engine 2 is a four-cylinder four-cycle engine and the crankshaft is 180
Each time, ignition occurs in one of the cylinders. Therefore, the second average value M calculated by equation (5)
(N) is the average value of the first average value TAVE (n) for each ignition cycle. By performing such averaging processing, a secondary vibration component appearing as a torque fluctuation of the engine rotation caused by combustion, that is, a vibration component in a half rotation cycle of the crankshaft is removed.

Next, at step 102, the variation ΔM (n) of the second average value M (n) is calculated by the following equation (6). ΔM (n) = M (n) −M (n−1) (6) When the misfire of the engine 2 occurs, the second average value M (n) shows an increasing tendency. The amount of change ΔM (n) increases accordingly.

FIG. 11 shows a subroutine for misfire determination and misfire cylinder determination executed in step 82 of FIG. 7B. First, check whether the monitor execution conditions are satisfied.
That is, it is determined whether or not misfire determination can be performed (step 111). This monitoring execution condition is, for example, the engine 2
Is in a steady operation state, and the engine water temperature TW, the intake air temperature TA, the engine speed NE, and the like are within respective predetermined ranges.

When the monitor execution condition is not satisfied, the program is terminated. On the other hand, when the monitor execution condition is satisfied, it is determined whether the change amount ΔM calculated by the above equation (6) is larger than a predetermined value MSLMT. Determine (Step 1
12). The predetermined value MSLMT is determined by the engine speed NE.
It is read from a preset map (not shown) according to the intake pipe absolute pressure PBA.

If the answer to this step 112 is NO, that is, if ΔM ≦ MSLMT, this program ends. On the other hand, if the answer to step 112 is YES, ΔM> MS
When LMT is established, it is determined from the change characteristic of the ΔM value that misfire has occurred in the currently ignited cylinder (step 113). Next, to indicate that a misfire has occurred, the misfire determination counter CMFJUD is incremented (step 114), and the program ends. As described above, the count value CMFJUD of the misfire determination counter counted in this manner is used for the determination in step 43 of FIG. 3. If a misfire occurs, the ignition timing is retarded when the fuel supply is restarted. The correction is stopped.

As described above, according to this embodiment, when the fuel supply is restarted from the stop of the fuel supply at the time of deceleration of the vehicle, the ignition timing IGLOG is retarded by the post-F / C retard correction term IGAFCR. Side, the engine output is suppressed when the fuel supply is restarted, so that torque fluctuations can be suppressed and torque shock can be reduced.
Smooth drivability can be ensured. Also, this F /
If it is detected that a misfire has occurred in one of the cylinders of the engine 2 during the retard correction by the post-C retard correction term IGAFCR, the retard correction is stopped, so that the output of the engine 2 is reduced. Is suppressed, it is possible to appropriately prevent the misfire state from expanding, and it is possible to optimally control the ignition timing according to the misfire state of the internal combustion engine.

The present invention is not limited to the embodiments described above, but can be implemented in various modes.
For example, in the embodiment, the misfire state of the engine 2 is detected based on the rotation fluctuation of the engine 2. However, it is needless to say that the detection may be performed by other appropriate means. Monitoring may be performed, and a misfire state may be detected based on the fluctuation state. Further, in the embodiment, when the misfire state of the engine 2 is detected, the retard correction by the post-F / C retard correction term IGAFCR is immediately stopped, but the retard correction is performed by another method instead. You may make it suppress. For example, when a misfire state of the engine 2 is detected, the retard return amount DIGAFCR of the embodiment is switched to a larger value, so that the post-F / C retard correction term I
The rate of decrease of the GAFCR may be increased to end the retard correction early.

[0045]

As described above, the ignition timing control device for an internal combustion engine according to the present invention can reduce the torque shock and reduce the ignition timing of the internal combustion engine when the fuel supply is restarted after the fuel supply is stopped during deceleration. There is an effect that optimal control can be performed according to the misfire state.

[Brief description of the drawings]

FIG. 1 shows an ignition timing control device according to an embodiment of the present invention;
1 is a schematic configuration diagram of an internal combustion engine to which the present invention is applied.

FIG. 2 is a flowchart showing a main flow of an ignition timing calculation process executed by the control device of FIG. 1;

FIG. 3 is a flowchart of a subroutine for calculating a retardation correction term at the time of fuel supply restart of ignition timing.

FIG. 4 is an initial value #IGAF of a retard correction term at the time of fuel supply restart.
It is an example of a CRN table.

FIG. 5 is a retard return amount #DI of a retard correction term at the time of fuel supply restart.
It is an example of a GAFCRN table.

FIG. 6 is a timing chart showing an example of a transition of a fuel supply restart delay correction term obtained by the calculation processing of FIG. 3;

FIG. 7 is a flowchart illustrating a main flow of a misfire determination process.

FIG. 8 is a flowchart of a subroutine for calculating a first average value TAVE.

FIG. 9 is a diagram for explaining a relationship between a generation time interval CRMe of a CRK signal and a crank angle position.

FIG. 10 is a flowchart of a subroutine for calculating a variation ΔM of a second average value M;

FIG. 11 is a flowchart of a subroutine for misfire determination and misfire cylinder determination.

[Explanation of symbols]

DESCRIPTION OF SYMBOLS 1 Ignition timing control device 2 Internal combustion engine 3 ECU (Ignition timing delay correction means, misfire detection means, ignition timing delay suppression means) 15 Crank angle sensor (misfire detection means) IGLOG Ignition timing IGAFCR Fuel supply restart delay correction term (Ignition timing retard correction means) CMFJUD Misfire determination counter (Misfire detection means)

 ──────────────────────────────────────────────────続 き Continued on the front page F term (reference) 3G019 AA05 AB01 AC05 CD01 CD09 GA01 GA02 GA05 GA09 GA11 GA13 GA16 GA18 LA11 3G022 AA01 CA05 DA02 EA01 EA07 FA06 FA08 GA01 GA02 GA05 GA07 GA08 GA09 GA11 GA16 GA19 3G084 AA03 BA13 BA17 CA01 DA11 DA27 DA28 DA34 EA11 EB08 EB24 EB25 EC02 FA02 FA05 FA10 FA11 FA20 FA24 FA33 FA38 FA39 3G301 HA01 HA06 JA04 JA23 JA31 JB09 KA01 KA16 KA26 KA27 KB04 LA00 LB02 MA24 MA25 NA01 NA08 NB11 NC02 NC06 PC03 PE03 PA03 PA03 PAZ PAZ PE04Z PE05Z PE08Z PF01Z

Claims (1)

[Claims] 1. An ignition timing control device for an internal combustion engine for restarting fuel supply according to an operation state of a vehicle after stopping fuel supply during deceleration of the vehicle, wherein the internal combustion engine is restarted when the fuel supply is restarted. Ignition timing correction means for correcting the ignition timing of the internal combustion engine to a retard side, misfire detection means for detecting a misfire state of the internal combustion engine, and that the misfire detection means has detected that the internal combustion engine is in a misfire state. An ignition timing control device for an internal combustion engine, comprising: ignition timing retard suppression means for suppressing ignition timing retard correction by the ignition timing retard correction means.