JP2003129897A - Load detection method, control method, ignition timing control method and ignition timing control unit for internal combustion engine - Google Patents

Abstract

PROBLEM TO BE SOLVED: To improve engine load detecting accuracy by increasing the difference in ratio (t/T) of a transit time (t) of a rotary body (100), rotating together with a crankshaft, within a range of a predetermined certain angle to a time (T) for one rotation of the rotary body, when engine load is obtained on the basis of the ratio (t/T). SOLUTION: In a jump-spark-ignition type four-cycle internal combustion engine, while detecting a transit time (A) of the rotary body (100), rotating together with the crankshaft, within the range of the predetermined constant angle from near a predetermined angle in front of the top dead center to near the top dead center, the time (C') for one rotation of the rotary body (100) is detected on the basis of the detecting timing near the predetermined angle in front of the top dead center within the range of the predetermined angle. On the basis of the difference between the ratios (A/C') obtained with respect to two continuous rotations, the engine load is detected.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a load detection method for a spark ignition internal combustion engine, an engine control method using the detected engine load, an ignition timing control method, and an ignition timing control device. Is.

[0002]

2. Description of the Related Art In a spark ignition type internal combustion engine, since the flame propagation speed in a cylinder changes depending on the engine load, the ignition timing is changed depending on the engine load.
By properly controlling the ignition timing, fuel efficiency is improved. That is, the ignition timing is advanced when the load is small, and the ignition timing is retarded when the load is large. Also, the ignition timing is changed with respect to the change of the rotation speed.

Conventionally, in order to detect the engine load,
It is known that the throttle valve opening is detected. FIG. 8 is a side view of a conventional motorcycle that detects a throttle valve opening, FIG. 9 is a block diagram showing an ignition timing control device thereof, and FIG. 10 is an ignition timing (BTDC, upper) for an engine speed under a certain load condition. It is a figure which shows an example of the control characteristic of the angle before dead point).

In FIG. 8, reference numeral 10 is a body frame of a double cradle type pipe structure, 12 is a front steering wheel, and 14 is a steering wheel.
Is a steering handlebar, 16 is a drive rear wheel, 18 is a fuel tank, and 20 is a straddle type seat. 22 is a single cylinder 4
This is a cycle spark ignition internal combustion engine, which is mounted near the center of the vehicle body.

A carburetor 24 having a throttle valve is attached to the rear surface of the cylinder 22A of the engine 22.
The carburetor 24 sucks air from an air cleaner (not shown) and guides it to the cylinder 22A. The throttle valve opening of the carburetor 24 is controlled by a throttle grip 14A provided on the steering handlebar 14. The throttle valve opening is detected by a throttle position sensor (TPS) 26 attached to the carburetor 24. Cylinder 22
An exhaust pipe 28 is connected to the front surface of A. Exhaust pipe 28
Is guided under the engine 22 to the exhaust silencer 30.

The spark plug 32 (FIG. 9) provided in the cylinder 22A is controlled by the ignition timing control device 34 shown in FIG. The ignition timing control device 34 includes an electronic circuit 36 including a microcomputer, an ignition circuit 38 including a CDI (capacitor discharge ignition circuit), and a power supply circuit 40.

A battery 44 is connected to the power supply circuit 40 via a main switch 42. The power supply circuit 40 is composed of a constant voltage circuit that outputs a power supply voltage supplied to the ignition circuit 38 and a power supply voltage supplied to the electronic circuit 36. The ignition circuit 38 sends the ignition pulse i to the primary side of the ignition coil 46 based on the ignition signal p output by the electronic circuit 36. The ignition pulse I boosted by the ignition coil 46 is applied to the spark plug 32.
It is the one that is led to and generates an ignition spark.

The electronic circuit 36 includes a rotation speed detection circuit 48.
A throttle position detection circuit 50, a throttle opening calculation circuit 52, and an ignition timing determination circuit 54. The rotation speed detection circuit 48 detects the engine rotation speed (crankshaft rotation speed) N based on the output of the sensor 56 that outputs a pulse in synchronization with the rotation of the crankshaft of the engine 22.

The throttle position detection circuit 50 detects a signal a indicating the throttle position based on the output of the throttle position sensor (TPS) 26. The throttle opening calculation circuit 52 calculates the throttle opening θ based on the signal a indicating the throttle position. Ignition timing determination circuit 54
Outputs a signal p indicating the ignition timing α based on the throttle opening θ and the engine speed N. The ignition circuit 38 outputs an ignition pulse i based on the ignition signal p.

The ignition timing determination circuit 54 is a three-dimensional map showing the relationship between the throttle opening θ, the engine speed n, and the ignition timing (BTDC, pre-dead center angle) α stored in advance in the electronic circuit 36. The ignition timing α is obtained by using this. FIG. 10 shows the relationship of n-α with respect to a certain throttle opening θ, and many similar n-α characteristic diagrams are stored for different throttle opening θ.

What has been described above is for controlling the ignition timing by obtaining the engine load based on the throttle opening θ and the engine rotation speed n. In order to obtain the engine load more accurately, it has been conventionally performed to detect the intake negative pressure and control the ignition timing (vacuum advance).

As described above, in the conventional device, the throttle opening θ or the intake negative pressure is used to detect the engine load. Therefore, there are problems that the throttle position sensor 26, the throttle position detection circuit 50, and the like are required, and that a negative pressure sensor that detects intake negative pressure is required.

Therefore, there is a problem that the number of parts increases. Further, in order to mount these parts on the engine, it is necessary to provide a space or structure on the vehicle body side. However, there is a problem that it is often difficult to secure such a space and structure, especially in a small car.

Therefore, it has been proposed to detect the engine load from the rotational fluctuation of the crankshaft instead of the throttle opening θ and the intake negative pressure. For example, Japanese Patent Laid-Open No. 2000-3372
00 (P2000-337200A), in a 4-cycle engine, the difference between the time of one revolution of the crankshaft including combustion and the time of one revolution of the crankshaft including compression is calculated,
What determines engine load as a function of this difference is shown.

[0015]

However, in this case, the engine is greatly affected by acceleration or deceleration, and there is a problem that inaccurate deceleration of a vehicle engine or the like tends to be inaccurate. I understand.

Therefore, the applicant of the present application has proposed a ratio (t / T) between a passage time (t) of a rotary body which rotates integrally with a crankshaft within a predetermined constant angle range and one cycle (T) of the rotary body.
Proposed to determine the engine load by. It has also been proposed to obtain the engine load using the difference in the ratio (t / T) for each constant rotation (Japanese Patent Application No. 2001-31179).
0).

However, the applicant conducted a subsequent study to determine the ratio (t / T) depending on how to determine the passage time (t) and the detection timing of one cycle (T) when obtaining the difference in the ratio (t / T).
I found that the magnitude of the difference in T) changes. This ratio (t
If the difference of / T) is small, the detection accuracy of the engine load will deteriorate, which is not preferable.

The present invention has been made in view of the above circumstances, and a spark ignition type four-cycle internal combustion engine capable of increasing the difference in the ratio (t / T) to improve the detection accuracy of the engine load. A first object is to provide an engine load detection method for an engine.

A second object is to provide an engine control method using the engine load thus detected. A third object is to provide an ignition timing control method. A fourth object is to provide an ignition timing control device used directly for carrying out this method.

[0020]

According to the present invention, a first object of the present invention is, in a spark ignition type four-cycle internal combustion engine, from the vicinity of a predetermined angle before the top dead center of the rotating body rotating integrally with the crankshaft to the vicinity of the top dead center. Passing time within a certain fixed angle range (A)
On the other hand, one rotation time (C ') of the rotating body is detected with reference to the detection timing near the predetermined angle before the top dead center of the constant angle range, and the ratio (A / C) obtained for two consecutive rotations is detected. This is achieved by a method for detecting the load of an internal combustion engine, which is characterized in that the load of the engine is detected based on the difference of ′).

The fixed angle range is about 6 before the top dead center of the rotating body.
The range can be from 0 ° to near the top dead center.

The engine may be, for example, a generator or a vehicle such as an automobile. In this case, the engine output is controlled based on the engine load detected as described above. That is, the engine output is increased or decreased according to the increase or decrease of the load. For example, the throttle valve opening and the fuel supply amount are increased or decreased.

In this way, the fluctuation of the engine speed can be promptly suppressed when the generator load changes, and in a vehicle having an auto-cruise device that keeps the traveling vehicle speed constant, the vehicle speed changes quickly when the traveling resistance changes. Can be suppressed.

According to the present invention, a second object is to control the output of the engine on the basis of the engine load detected by the method according to claim 1 or 2. Achieved by. It should be noted that the control target may be a load such as a generator that is an engine driving target, instead of the engine output. For example, the output of the generator to be driven may be changed.

According to the present invention, a third object is to claim 1.
Alternatively, the ignition timing control method for an internal combustion engine is characterized in that the ignition timing is determined based on the engine load and the engine rotation speed detected by the method (2).

According to the present invention, a fourth object is an ignition timing control device for a spark ignition type four-cycle internal combustion engine, which rotates integrally with a crankshaft of the engine to rotate from a predetermined angle before top dead center to a position near top dead center. Based on the output of the mark detecting means for detecting the mark of the rotating body, the rotating body with the first and second marks for identifying the predetermined constant angle range up to The ratio (A / C ') is calculated from the transit time (A) from the first mark to the second mark and the time (C') for one rotation of the first mark, and the ratio (A) is calculated for two consecutive rotations. / C ′) as a VR value, a VR value calculating means, a load calculating means for obtaining an engine load from the VR value and the rotation speed, and an ignition timing for obtaining an optimum ignition timing based on the VR value and the rotation speed. Decision And stage, ignition timing control system for an internal combustion engine, comprising an ignition circuit for igniting the ignition timing determined in this ignition timing determining means is achieved by.

The mark provided on the rotating body may be a protrusion formed along the outer circumference (or inner circumference) of the rotating body, and the mark detecting means may be a sensor for detecting this protrusion.
A plurality of the protrusions can be provided along the outer circumference or the inner circumference of the rotating body. In that case, the intervals and widths of the protrusions may be different.

The rotating body may be formed of a magnetic material such as iron, and the sensor may be formed of a coil (a pickup coil such as a pulsar coil) facing the rotation locus of the protrusion. In this case, both ends of the protrusion are detected from the change in the magnetic resistance of the magnetic path passing through the iron core of the coil. The mark may be a permanent magnet fixed at a position separated by a predetermined angle on the rotating body, and the sensor may be a magnetic sensor such as a Hall element that detects passage of the permanent magnet. Further, the mark may be a slit, and the slit may be optically detected by a light emitting diode and a light receiving element.

VR value calculation means, engine load calculation means,
The ignition timing determining means and the like can be configured by a microcomputer. In this case, the three-dimensional conversion map showing the relationship between the VR value, the rotation speed and the engine load is stored in advance in the memory of the computer. Similarly, a three-dimensional conversion map showing the relationship among the load, the rotation speed, and the ignition timing may be stored in advance in the memory of the computer. Since the main part of the electronic circuit can be configured by the software of the microcomputer, the number of parts does not increase.

[0030]

1 is a block diagram of an embodiment of the present invention, FIG. 2 is a diagram showing a rotating body and mark detecting means, FIG. 3 is an operation flow chart of this embodiment, FIG. 4 is a conceptual diagram of VR value calculation,
FIG. 5 is a diagram showing a measurement result (A) showing the relationship between the VR value, the engine speed n (rpm) and the load (N · m) and a three-dimensional conversion map (B), and FIG. 6 is a diagram showing the load (N · m). ) And the ignition timing (BTDC °) for obtaining the maximum torque with respect to the rotation speed (rpm), a three-dimensional conversion map is shown, and FIG. 7 is a diagram showing the actual measurement result of the fuel consumption improvement effect according to the present invention. Is.

This embodiment is applied to the 4-cycle single cylinder engine shown in FIG. 8, and the VR value is obtained as follows.

When the angular range of the projection to be a mark is set to a range from 60 ° before top dead center (BTDC) to top dead center (TDC), the time (t) for which the range of this projection passes the sensor and one rotation The ratio (t / T, unit:%) to the time (1 cycle) (T) required for the compression stroke and the exhaust stroke was determined. The unit of the rotation speed n is r. p. m. The unit of engine load is Nm (Newton meter).

FIG. 4 shows the method according to the present invention as <method 2> and the method shown for comparison as <method 1>. Here, an iron drum of a permanent magnet type AC generator is used as a rotating body, and a mark projected on the outer circumference of the drum is detected by a pulsar coil. Therefore, the output waveform of the pulser coil is the beginning (BTDC60) of the mark (protrusion).
Becomes a plus (+) pulse at (°) and the end of the mark (B
It becomes a minus (-) pulse at TDC 0 °, TDC).

As shown in FIG. 4, in <Method 1>, combustion
Minus (-) pulse time interval C, D including the exhaust process
Is a cycle of one rotation, and the protrusions (marks) in each cycle C and D
Let B and A be the transit times of the ratio B / A for each cycle.
C and A / D are calculated. And the absolute value of these differences | B /
The engine load is C-A / D |.

On the other hand, in the present invention, the engine load is determined by <Method 2>, and the time interval C ', D'of (+) pulses is a cycle of one rotation, and the ratio A / C' for each cycle. , B / D '. The absolute value | A / C'-B / D '| of these differences is defined as the VR value. VR means Variation in Revolution.

As shown in FIG. 4, the influence of load fluctuation appears to make the exhaust and intake stroke times relatively longer than the combustion and compression stroke times. According to 1>, both the denominator and the numerator of the ratio (B / C) increase or decrease, and similarly the comparison (A
The denominator and the numerator of / D) both decrease or increase. For this reason, the change in the difference | B / CA-D |

On the other hand, according to <Method 2>, in the ratio (A / C '), the denominator C'becomes smaller and the numerator A becomes larger as the load increases, and the ratio (B / D') becomes Since the denominator is large and the numerator is small, the difference between the two | A / C'-B /
The change of D '| due to the load change becomes large. The present invention uses this <Method 2> to determine the VR value and thus the engine load.

FIG. 5A shows the measurement results of the relationship between the VR value and the engine load (N · m) obtained by <Method 2> for different rotation speeds n (rpm). From this result, it is understood that the engine load is uniquely determined by the rotation speed n and the VR value. FIG. 5B shows this result as a three-dimensional map. From this map, it can be seen that the load can be detected only by the pulser signal without using a special sensor for detecting the engine load, such as a throttle sensor or an intake negative pressure sensor.

FIG. 6 shows the ignition timing required to obtain the maximum torque of the engine, that is, MBT (Minimum Advance fo
r Best Torque) with respect to load and rotation speed n. In the conventional ignition unit in which the ignition timing is changed only by the rotation speed n, the deviation of the ignition timing from the MBT becomes large when the load changes, and the engine performance cannot be fully utilized. On the other hand, according to the present invention, since the ignition timing is changed so as to follow the MBT depending on the engine load, the engine performance can be fully utilized.

In FIG. 1, reference numeral 134 denotes an ignition timing control device, which has an electronic circuit 136 composed of a microcomputer or the like, an ignition circuit 38 composed of CDI or the like, and a power supply circuit 40. Ignition circuit 38 and power supply circuit 40 are the same as those in the conventional device shown in FIG. 9, and therefore description thereof will not be repeated.

In FIG. 2, the rotating body 100 has a drum shape made of iron and is fixed to one end of a crank shaft (not shown). On the outer peripheral surface of the rotating body 100, protrusions 102 that are continuous within an angle range of 60 ° are formed. The protrusion 102 serves as a mark in the present invention.

Reference numeral 104 is a pickup coil, and the position where the rear end 102B of the protrusion is close to the pickup coil is B.
At the position where TDC is 0 ° + α (α≈10 °), the rotating body 10
It faces the outer circumference of 0. This pickup coil 10
Reference numeral 4 is a mark detecting means in the present invention, and detects a change in magnetic resistance of the coil when the magnetic field of the coil approaches the protrusion 102, for example.

As the rotating body 100, for example, a rotor of a permanent magnet type AC generator can be used. That is, a rotor of an AC generator in which a permanent magnet is fixed to the inner peripheral surface of the rotor and a stator coil for power generation is housed inside the rotor is used. Further, as the pickup coil 104, the coil for detecting the ignition timing provided in the conventional device can be used.

When this rotating body 100 rotates clockwise in FIG. 2, when the tip 102A of the protrusion 102 passes in front of the coil 104 (when BTDC 60 ° + α (α≈10 °)), the coil 104 is positive ( Or negative) pulse is generated. Further, when the rear end 102B of the protrusion 102 passes in front of the coil 104 (when BTDC 0 ° + α (α≈10 °))
Then, a negative (or positive) pulse is generated in the coil 104.

In FIG. 1, the electronic circuit 136 has a rotation speed detection circuit 200, a VR value calculation circuit 202, a load calculation circuit 204, an ignition timing determination circuit 206, and the like. At least a part of these circuits 200 to 206 is configured by software of a microcomputer.

The output signal of the coil 104, that is, the positive and negative pulses output by detecting the front end 102A and the rear end 102B of the protrusion 102 are input to the rotation speed detection circuit 200, where two consecutive positive pulses are output. From the time interval or the time interval of two negative pulses, the rotational speed (r.
p. m. ). The output pulse of the coil 104 is also input to the VR value calculation circuit 202, where the VR value is obtained. This VR value can be obtained as shown in FIG.

The VR value calculation circuit 200 measures the time interval from the front end 102A to the rear end 102B of the protrusion 102,
The time interval in the compression stroke is A, and the time interval in the next exhaust stroke is B. Further, the time required for one rotation of the crankshaft, that is, one cycle T is obtained by measuring the time interval between consecutive positive pulses. Here, one cycle including the combustion stroke is C'and one cycle including the intake stroke is D '.

The VR value is obtained by the method described in <Method 2>. That is, the ratio (A /
C ') and the ratio (B /
D ') and the absolute value of the difference | A / C'-B / D' |
This is the VR value.

The characteristics shown in FIGS. 5 and 6 are measured in advance by the engine and stored in advance in the memory of the microcomputer. For example, it is stored as a three-dimensional conversion map. The load calculation circuit 204 calculates the load (rear wheel load, N · m) from the conversion map of FIG. 5 using the VR value calculated by the VR value calculation circuit 202 and the rotation speed N.

In the memory of the microcomputer, the characteristic shown in FIG. 6, which is determined by the engine, that is, the characteristic showing the relation of load-rotational speed-ignition timing (BTDC °) is stored in advance. The ignition timing determination circuit 206 determines the ignition timing α (BTDC, unit degree) from the conversion characteristic of FIG. 6 using the load and the rotation speed N obtained by the load calculation circuit 204. Then, the ignition signal p corresponding to the ignition timing α is sent to the ignition circuit 38. The ignition circuit 38 uses this ignition signal p
Based on the above, ignition spark is generated in the ignition plug 32.

Next, the operation of this embodiment will be described collectively with reference to FIG. First, when the idling operation is performed after the engine is started (step S300), the ignition timing α is fixed to a constant value α ₁ (step S302), and the ignition control is performed (step S304). Whether it is idling or not,
For example, it can be determined from the rotation speed n detected by the rotation speed detection circuit 200.

If not idling (step S30)
0), the VR value calculation circuit 202 calculates the VR value (step S306). The microcomputer of the electronic circuit 136 determines whether or not this VR value is within a certain range VR _{M to} VR _m (step S308), and if it is outside this range, the ignition timing is set to a fixed value α ₂ , α _3. Set to. If it is within this range VR _{M to} VR _m , the rotation speed n obtained by the rotation speed detection circuit 200 is used (step S31).
4), the load calculation circuit 204 obtains the load from the conversion map of FIG. 5 (step S316).

The ignition timing determination circuit 206 determines the ignition timing α from the conversion map of FIG. 6 using this load and the rotation speed n. Then, the ignition signal p corresponding to the ignition timing α is sent to the ignition circuit 38 to cause the ignition plug 32 to generate an ignition spark. The effect of this embodiment is shown in FIG. This FIG. 7 compares the fuel consumption between the conventional ignition device and the present embodiment for the same engine, and it has been found that the fuel consumption is improved by 2 to 12% according to the present embodiment.

[0054]

As described above, the inventions of claims 1 and 2
Since the engine load is detected based on the R value, the throttle position sensor and the negative pressure sensor are unnecessary,
It is suitable for downsizing of the device (Claim 1). Further, since it is less likely to be affected by acceleration / deceleration, there is no risk of deterioration in accuracy during acceleration / deceleration. Further, the load can be detected directly from the degree of rotation fluctuation without waiting until the rotation speed changes as a result of load fluctuation, as in the case of determining the increase / decrease in load due to the increase / decrease in rotation speed, so control response is improved. .

According to the invention of claim 3, there is provided an engine control method for controlling the engine output by using the engine load detected by the above method.

The invention according to claim 4 is as described above.
Since the ignition timing is determined based on the engine load obtained from the value and the crankshaft rotation speed, a sensor for detecting the engine load, such as a throttle position sensor (TPS) or a negative pressure sensor, becomes unnecessary. . Therefore, the number of parts is reduced, and it is not necessary to provide a mounting space or a mounting structure for these sensors on the vehicle body side, which is particularly convenient for mounting on a small vehicle. According to the inventions of claims 5 to 6, there is provided an ignition timing control device used directly for carrying out the method of claim 4.

[Brief description of drawings]

FIG. 1 is a block diagram showing an embodiment of the present invention.

FIG. 2 is a diagram showing a rotating body and a mark detecting means.

[Fig. 3] Flow chart of operation

FIG. 4 is a conceptual diagram of VR value calculation.

FIG. 5 is a diagram showing a three-dimensional conversion map.

FIG. 6 is a diagram showing a three-dimensional conversion map.

FIG. 7 is a diagram showing a fuel consumption effect by the ignition timing control of the present invention.

FIG. 8 is a side view of a conventional motorcycle.

FIG. 9 is a block diagram of the ignition timing control device.

FIG. 10 is a diagram showing an example of ignition timing control characteristics under a certain load condition.

[Explanation of symbols]

22 engine 32 Spark plug 38 Ignition circuit 100 rotating body (rotor) 102 protrusion 104 Pickup coil (mark detection means) 134 Ignition timing control device 200 Rotation speed detection circuit (rotation speed detection means) 202 VR value calculation circuit (VR value calculation means) 204 load calculation circuit (load amount calculation means) 206 Ignition timing determination circuit (ignition timing determination means)

─────────────────────────────────────────────────── ─── Continuation of front page (51) Int.Cl. ⁷ Identification code FI theme code (reference) F02P 5/15 F02P 5/15 C F term (reference) 3G022 AA03 BA02 BA06 CA08 CA09 EA06 EA07 GA01 GA02 GA05 GA08 3G084 AA03 BA01 BA02 BA03 BA05 BA11 BA13 BA16 BA17 CA04 CA06 CA09 DA04 DA05 EC02 FA10 FA17 FA18 FA33 FA34 FA35 3G301 HA01 HA06 JA03 JA04 JA20 KA12 KA16 KA23 MA11 NB20 PA11Z PA17A PA17Z PB03Z PE01Z PE03Z PE04Z PE06Z

Claims (6)

[Claims] 1. In a spark ignition type four-cycle internal combustion engine, a passage time (A) within a predetermined constant angle range from near a predetermined angle before the top dead center of the rotating body rotating integrally with the crankshaft to near the top dead center (A). ) Is detected, one rotation time (C ′) of the rotating body is detected with reference to the detection timing near a predetermined angle before the top dead center of the certain angle range, and the ratio (A / A method for detecting the load of an internal combustion engine, characterized in that the load of the engine is detected based on the difference of C '). 2. The constant angle range is 60 before the top dead center of the rotating body.
2. The load detection method for an internal combustion engine according to claim 1, wherein the range is from around ° to near top dead center. 3. A control method for a four-cycle internal combustion engine, characterized in that the output of the engine is controlled based on the engine load detected by the method according to claim 1. 4. An ignition timing control method for a four-cycle internal combustion engine, wherein the ignition timing is determined based on the engine load and the engine speed detected by the method according to claim 1. 5. An ignition timing control device for a spark ignition type four-cycle internal combustion engine, which identifies a predetermined constant angle range from near a predetermined angle before top dead center to near top dead center by rotating integrally with a crankshaft of the engine. And a mark detecting means for detecting the mark of the rotating body,
Based on the output of the mark detecting means, the ratio (A / C ') is calculated from the passing time (A) from the first mark to the second mark and the time (C') for the first mark to make one rotation, and continuously. The difference between the ratios (A / C ') obtained for the two rotations
A VR value calculating means for outputting as an R value; a load calculating means for obtaining an engine load from the VR value and the rotation speed;
An ignition timing control device for an internal combustion engine, comprising: an ignition timing determining means for determining an optimum ignition timing based on an R value and a rotation speed; and an ignition circuit for igniting the ignition timing determined by the ignition timing determining means. 6. The mark attached to the rotating body is formed by a protrusion protruding in a certain angle range in the circumferential direction of the rotating body, and the mark detecting means detects the position of the protrusion facing the rotation locus of the protrusion of the rotating body. 6. An ignition timing control device for an internal combustion engine according to claim 5, wherein the ignition timing control device is formed of a sensor.