JP2003343408A - Ignition control device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide an ignition control device capable of improving travel feeling and fuel consumption in acceleration and deceleration by properly determining an acceleration/deceleration state without using an exclusive sensor for throttle opening detection such as a throttle position sensor. <P>SOLUTION: This ignition control device is equipped with: a rotation speed detection part 12 for calculating a rotation speed from a rotation detection signal of a crank shaft; a rotation fluctuation level detection part 13 for calculating a rotation fluctuation level from the rotation detection signal of the crank shaft; a rotation fluctuation level change detection part 14 for calculating the change of the rotation fluctuation level; an output correction determination part 15 for determining whether or not correction for increasing or decreasing output should be executed based on the rotation fluctuation level and/or its change; an output correction calculation part 16 for calculating a spark advance amount or a spark delay amount of an ignition time corresponding to the increase or decrease of the output; and an ignition time decision part 17 for calculating the ignition time based on the spark advance amount or the spark delay amount of the ignition time. <P>COPYRIGHT: (C)2004,JPO

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an engine ignition control device.

[0002]

2. Description of the Related Art Ignition timing is controlled in order to obtain an optimum output and improve fuel efficiency in accordance with the load condition and operating condition of an engine. Conventionally, the acceleration state or the deceleration state of the vehicle is detected by the change of the throttle opening, and the ignition timing is controlled according to the acceleration / deceleration state. For example, in a motorcycle,
The output is reduced in order to prevent a wheelie (lifting of the front wheels) when the throttle is suddenly opened at the time of starting, or is increased in order to improve the accelerating property during normal acceleration driving. In such a case, the output is reduced by correcting the ignition timing at the time of normal traveling to the retard side, and is increased by correcting the ignition timing at the advance side.

Conventionally, a throttle position sensor for detecting a throttle opening and a throttle position detection circuit connected to the throttle position sensor have been used for such acceleration / deceleration determination.

[0004]

However, when the throttle position sensor or the throttle position detection circuit is used, the number of parts increases, the structure of the control system becomes complicated, and the cost of the vehicle increases because the parts themselves are expensive. cause. Also, especially in a small vehicle, there is a problem with the component installation layout because the space around the engine is limited, and when the installation space for the throttle position sensor cannot be obtained or when it is installed, it is large compared to the layout of other parts. It was sometimes a constraint.

The present invention has been made in consideration of the above-mentioned prior art, and the acceleration / deceleration state is accurately discriminated by accurately determining the acceleration / deceleration state without using a dedicated sensor for detecting the throttle opening such as a throttle position sensor. An object of the present invention is to provide an ignition control device capable of improving driving feeling and fuel efficiency.

[0006]

In order to achieve the above object, according to the present invention, a rotation speed detecting section for calculating a rotation speed from a crankshaft rotation detection signal and a rotation fluctuation degree from a crankshaft rotation detection signal are calculated. And a rotation fluctuation degree change detection section that calculates a change in the rotation fluctuation degree, and determines whether to correct the increase or decrease of the output based on the rotation fluctuation degree and / or the change. An output correction determination unit, an output correction calculation unit that calculates an advance amount or a retard amount of the ignition timing corresponding to the increase or decrease of the output, and an ignition based on the advance amount or the retard amount of the ignition timing. An ignition control device, comprising: an ignition timing determination unit that calculates a timing.

According to this structure, the operating state of acceleration / deceleration is detected based on the degree of crankshaft rotation fluctuation or its change, and the correction of the increase / decrease of the output is determined accordingly, and the output increase / decrease amount is dealt with. Since the ignition timing is advanced or retarded, the acceleration / deceleration state can be detected without using a special throttle position detection sensor, and the ignition timing control can be performed accordingly. It is possible to improve driving feeling and fuel efficiency.

That is, the present invention utilizes the phenomenon that the degree of fluctuation of the crankshaft rotation changes depending on the engine load, and makes use of the phenomenon of the crankshaft rotation and the degree of rotation fluctuation of the crankshaft to accelerate or decelerate according to the engine load. The operating state of is determined and the optimum ignition timing is calculated. At this time, the optimum ignition timing can be calculated more accurately by determining the operating state based on the change in the degree of rotation fluctuation.

In a preferred configuration example, a flywheel mounted on the crankshaft is formed with a projection having a predetermined length, and a pickup coil for detecting the projection is provided, and the rotation of the crankshaft is detected by the pickup coil. The rotation fluctuation degree detection unit measures a detection time t of the protrusion detection unit of the rotation detection signal of the crankshaft and a cycle T of the crankshaft based on the detection time interval, and the protrusion detection time t with respect to the period T. Is calculated as the rotation fluctuation degree D.

According to this structure, the detection time t of the ridge provided on the flywheel that rotates in synchronization with the crankshaft for a cycle T of one rotation of the crankshaft changes according to the rotation fluctuation of the crankshaft. The operating condition can be determined by detecting the protrusion of the flywheel that rotates in synchronization with the crankshaft with the pickup coil, analyzing the detection signal, and calculating t / T as the rotation fluctuation degree D. The engine can be applied to either a 2-cycle engine or a 4-cycle engine.

In a further preferred configuration example, the rotation fluctuation degree change detecting section is based on the rotation fluctuation degree t / T and the rotation fluctuation degree t '/ T' of the next cycle as the rotation fluctuation degree change D '. , The difference t / T−t ′ /
The feature is that T ′ is calculated as a change D ′ in the degree of rotation fluctuation.

According to this structure, in the continuous rotation cycle of the crankshaft, the difference between the above-mentioned rotation fluctuation degrees t / T is calculated to obtain the rotation fluctuation degree change D ', and this D'is used as a criterion of the operating state. As a result, the ignition timing can be controlled more accurately.

In the case of a two-cycle engine, the difference in the degree of rotation fluctuation between one revolution of the crankshaft and the next revolution following the crankshaft is calculated.

In the case of a four-cycle engine, the difference in the degree of rotation fluctuation may be obtained between the compression stroke and the exhaust stroke in one cycle (two rotations), or between the compression strokes in successive cycles, or You may obtain | require the difference of a rotation fluctuation degree between exhaust strokes.

A further preferred configuration is characterized in that it has a rotation fluctuation degree integrating section for calculating an integrated value of the rotation fluctuation degree, and the rotation fluctuation degree integrating section is connected to the output correction judging section.

According to this configuration, in addition to the change in the degree of rotation fluctuation, the integrated value of the degree of rotation fluctuation up to that time is calculated and used as the criterion for determining the operating state, so that, for example, during acceleration, acceleration from idle or It is possible to determine whether the vehicle is accelerating from the normal driving state, and it is possible to accurately control the ignition timing in each accelerating state. Not only the instantaneous acceleration / deceleration change but also the operating state before the change occurs Based on this, the driving feeling can be improved.

[0017]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS FIG. 1 is a schematic diagram of the rotation detecting means according to the present invention.

A flywheel 2 is attached to the end of the crankshaft 1 of the engine. This flywheel 2 may constitute the rotor of the generator. Flywheel 2
A ridge 3 having a predetermined length (for example, an angle range of 60 °) is formed on the outer circumference of the ridge 3. A pickup coil 4 for detecting the protrusion 3 is fixed to the engine case side. The pickup coil 4 detects a change in magnetic resistance of the coil due to a change in magnetic field when the ridge 3 approaches. A conventional ignition timing detecting coil may be used as the pickup coil.

When the flywheel 2 rotates in the direction of the arrow and the pickup coil 4 detects the ridge 3, the rotation detection signal b having the ridge a is obtained as shown in FIG. In the actual signal, a positive pulse is generated at the tip of the ridge 3 and a negative pulse is generated at the rear end.

The period T is detected by measuring the time interval between two adjacent ridges a (from the front end to the front end or from the rear end to the rear end). The rotation speed can be obtained from the reciprocal of the period T.

Ratio t / of the detection time t of the ridge a and the period T
T is calculated as the rotation fluctuation degree D. Similarly, the detection time t ′ and the cycle T ′ of the ridge portion of the next rotation are measured, and the ratio t ′ / T ′ is calculated as the rotation fluctuation degree D ′. The difference DD ′ between the rotation fluctuation degrees D and D ′ is calculated as the change in the rotation fluctuation degree. Based on these D and DD ', the operating state is determined and the ignition timing is controlled, as described later.

FIG. 2 is a block diagram of the ignition control device according to the present invention. The ignition control device 5 includes an arithmetic circuit 6
And a power supply circuit 7 and an ignition circuit 8. The power supply circuit 7 is connected to the battery 10 via the main switch 9. The ignition circuit 8 is connected to an ignition coil 11 and further connected to an ignition plug of a cylinder head (not shown). The above-mentioned pickup coil 4 (FIG. 1) in the arithmetic circuit 6
Are connected.

The calculation circuit 6 includes a rotation speed detection unit 12, a rotation fluctuation degree detection unit 13, a rotation fluctuation degree change detection unit 14, an output correction determination unit 15, and an output correction calculation unit 16.
And the ignition timing determination unit 17.

The rotation speed detector 12 calculates the rotation speed from the detection signal from the pickup coil 4 as described above. The rotation fluctuation degree detection unit 13 and the rotation fluctuation degree change detection unit 14 respectively calculate the rotation fluctuation degree D and the rotation fluctuation degree change D ′ from the detection signal from the pickup coil 4, as described above.

The output correction determination unit 15 compares the rotation fluctuation degree change D'with a predetermined reference value to determine whether the output increase or the output decrease needs to be corrected as compared with the normal operation. Along with the rotation fluctuation degree D ′, the rotation fluctuation degree D may also be compared with a predetermined reference value to determine whether or not output increase or output decrease correction is necessary.

The output correction calculation unit 16 calculates the ignition advance amount or the retard amount in order to increase or decrease the engine output according to the determination result of the output increase or decrease. It is desirable to determine the ignition advance amount or retard amount based on not only the rotation fluctuation degree D and / or the rotation fluctuation degree change D ′ but also the rotation speed to calculate the output control amount. As a result, the ignition timing can be controlled more finely according to the high speed rotation and the low speed rotation.

The ignition timing determination unit 17 determines the basic ignition timing during normal operation based on the rotation speed, engine load, etc., and the ignition calculated by the output correction calculation unit 16 with respect to this basic ignition timing as described above. A final ignition signal is generated by adding or subtracting the timing correction amount. Based on this ignition signal, the ignition coil 11 is driven through the ignition circuit 8 to ignite the ignition plug of the engine.

FIG. 3 is a block diagram of another embodiment of the present invention. This embodiment is for limiting the output at the time of sudden acceleration at the time of starting to prevent a wheelie of a motorcycle or the like. The function of this embodiment is included in the function of the embodiment of FIG. 2 described above, and FIG. 3 is a partial modification of the block configuration of FIG.

That is, in this embodiment, the output decrease determination unit 15 which determines whether output decrease correction is necessary based on the rotation fluctuation degree D and / or its change D'corresponding to the output correction determination unit 15 in FIG. 15a is provided, and a retard amount calculation unit 16a that calculates the ignition retard amount based on the determination result is provided. Other configurations and operations are similar to those of the example of FIG.

FIG. 4 is a block diagram showing the configuration of still another embodiment of the present invention. In this embodiment, the rotational acceleration detector 18 connected to the rotational speed detector 12 is provided, and the acceleration is calculated by differentiating the speed signal. This rotational acceleration signal is input to the output decrease determination unit 15a, and it is determined whether or not to limit the output based on the acceleration in addition to D and D'described above.
Other configurations and operations are similar to those of the embodiment shown in FIG.

FIG. 5 is a flow chart showing the operation of the embodiment shown in FIGS. 3 and 4. Step A1: The rotation fluctuation degree detection unit 13 calculates the rotation fluctuation degree D. Step A2: The rotation fluctuation degree change detection unit 14 calculates a rotation fluctuation degree change D ′ within a fixed time. Step A3: The output decrease determination unit 15a determines whether the rotation fluctuation degree D is equal to or greater than a predetermined reference value D0.

Step A4: D is D in the above step A3
When it is less than 0, that is, when the degree of rotation fluctuation is small, the ignition timing determination unit 17 calculates the basic ignition timing α in the normal traveling mode. Step A5: When D is D0 or more in step A3, the output decrease determination unit 15a causes the rotation fluctuation degree change D ′.
Is greater than or equal to a predetermined reference value D'0.

Step A6: When D'is D'0 or more, the retard amount calculator 16a calculates the retard amount β. Step A7: When D ′ is less than D′ 0, the retard amount calculator 16a calculates the retard amount γ. Step A8: Final ignition timing (α-β) corrected by subtracting the retard amount β from the basic ignition timing α in the ignition timing determination unit 17.
To calculate.

Step A9: The ignition timing determination unit 17 calculates the final ignition timing (α-γ) by correcting the basic ignition timing α by subtracting the retardation amount γ. Step A10: The ignition coil 11 is driven via the ignition circuit 8 based on the final ignition timing α, (α-β) or (α-γ) calculated by the ignition timing determination unit 17 to ignite the ignition plug of the engine.

FIG. 6 is a block diagram of another embodiment of the present invention. This embodiment includes a rotation fluctuation degree integration unit 19 connected to the rotation fluctuation degree detection unit 13. As a result, in addition to changes in the degree of rotation fluctuation,
Further, the integrated value of the degree of rotation fluctuation up to that point can be used as a determination factor to determine the operating state more finely to obtain the optimum retard correction amount for the ignition timing. Other configurations and operations are similar to those of the example of FIG.

FIG. 7 is a block diagram showing the configuration of another embodiment of the present invention. In this embodiment, the rotational acceleration detector 18 connected to the rotational speed detector 12 is provided, and the acceleration is calculated by differentiating the speed signal. This rotational acceleration signal is input to the output decrease determination unit 15a, and it is determined whether or not to limit the output based on the acceleration in addition to the above D, D'and the integrated value. Other configurations and operations are similar to those of the embodiment shown in FIG.

FIG. 8 is a flowchart showing the operation of the embodiment shown in FIGS. 6 and 7. Step B1: The rotation fluctuation degree detection unit 13 calculates the rotation fluctuation degree D. Step B2: The rotation fluctuation degree change detection unit 14 calculates a change D ′ in the rotation fluctuation degree within a fixed time. Step B3: The rotation fluctuation degree integration unit 19 calculates an integral value ∫D of the rotation fluctuation degree.

Step B4: In the output reduction judging section 15a,
It is determined whether or not the degree of rotation fluctuation D is equal to or greater than a predetermined reference value D0. Step B5: When D is less than D0 in step B4, that is, when the degree of fluctuation of rotation is small, the ignition timing determination unit 17 causes the basic ignition timing α in the normal traveling mode.
To calculate.

Step B6: D is D in the above step B4
When it is equal to or greater than 0, the output decrease determination unit 15a determines whether the rotation fluctuation degree change D ′ is equal to or greater than a predetermined reference value D′ 0. Step B7: When D ′ is greater than or equal to D′ 0 in step B6, the output reduction determination unit 15a determines whether the integrated value ∫D is greater than or equal to a predetermined reference value ∫D0.

Step B8: When D'is less than D'0 in the above step B6, the integrated value ∫ is determined by the output decrease determination unit 15a.
It is determined whether D is greater than or equal to a predetermined reference value ∫D0. Step B9: When ∫D is greater than or equal to ∫D0 in step B7, the retard amount calculator 16a calculates the retard amount β.

Step B10: ∫D in Step B7
Is less than ∫D0, the retard amount γ is calculated by the retard amount calculator 16a.
To calculate. Step B11: Basic ignition timing α in ignition timing determination unit 17
From the final ignition timing (α-
β) is calculated.

Step B12: The ignition timing determination unit 17 calculates the final ignition timing (α-γ) by correcting the basic ignition timing α by subtracting the retardation amount γ. Step B13: When ∫D is greater than or equal to ∫D0 in step B8, the retard amount calculator 16a calculates the retard amount δ.

Step B14: ∫D in the above step B8
Is less than ∫D0, the retard angle calculation unit 16a calculates the retard angle ε.
To calculate. Step B15: Basic ignition timing α in ignition timing determination unit 17
The final ignition timing (α-
Calculate δ).

Step B16: The ignition timing determination unit 17 calculates the final ignition timing (α-ε) by correcting the basic ignition timing α by subtracting the retardation amount ε. Step B17: Ignition coil via the ignition circuit 8 based on the final ignition timing α, (α-β), (α-γ), (α-δ) or (α-ε) calculated by the ignition timing determination unit 17. 1
1 is driven to ignite the spark plug of the engine.

FIG. 9 is a block diagram of another embodiment of the present invention. This embodiment is for increasing the output at the time of acceleration from the normal traveling state to improve the acceleration performance. The function of this embodiment is included in the function of the embodiment of FIG. 2 described above, and FIG. 9 is obtained by partially modifying the block configuration of FIG.

That is, in this embodiment, the output increase determination unit that determines whether the output increase correction is necessary based on the rotation fluctuation degree D and / or its change D'corresponding to the output correction determination unit 15 in FIG. 15b is provided, and an advance amount calculator 16b for calculating the ignition advance amount based on the determination result is provided. Other configurations and operations are similar to those of the example of FIG.

FIG. 10 is a block diagram showing the configuration of another embodiment of the present invention. In this embodiment, the rotational acceleration detector 18 connected to the rotational speed detector 12 is provided, and the acceleration is calculated by differentiating the speed signal. This rotational acceleration signal is input to the output increase determination unit 15b, and it is determined whether the output is increased based on the acceleration in addition to D and D'described above. Other configurations and operations are similar to those of the embodiment shown in FIG.

FIG. 11 is a flowchart showing the operation of the embodiment shown in FIGS. 9 and 10. Step C1: The rotation fluctuation degree detection unit 13 calculates the rotation fluctuation degree D. Step C2: The rotation fluctuation degree change detection unit 14 calculates a rotation fluctuation degree change D ′ within a fixed time.

Step C3: In the output increase determination section 15b,
It is determined whether or not the degree of rotation fluctuation D is equal to or greater than a predetermined reference value D0. Step C4: When D is less than D0 in Step C3, that is, when the degree of fluctuation of rotation is small, the ignition timing determination unit 17 causes the basic ignition timing α in the normal traveling mode.
To calculate.

Step C5: D is D in the above step C3
When it is 0 or more, the output increase determination unit 15b determines whether or not the rotation fluctuation degree change D'is at least a predetermined reference value D'0. Step C6: When D ′ is greater than or equal to D′ 0, the advance amount calculator 16b calculates the advance amount β.

Step C7: When D'is less than D'0, the advance amount calculator 16b calculates the advance amount γ. Step C8: The ignition timing determination unit 17 calculates the corrected final ignition timing (α + β) by adding the advance amount β to the basic ignition timing α.

Step C9: The ignition timing determination unit 17 calculates the corrected final ignition timing (α + γ) by adding the advance amount γ to the basic ignition timing α. Step C10: The ignition coil 11 is driven via the ignition circuit 8 based on the final ignition timing α, (α + β) or (α + γ) calculated by the ignition timing determination unit 17 to ignite the ignition plug of the engine.

FIG. 12 is a block diagram of another embodiment of the present invention. This embodiment includes a rotation fluctuation degree integration unit 19 connected to the rotation fluctuation degree detection unit 13. As a result, in addition to the change in the degree of rotational fluctuation, the integrated value of the degree of rotational fluctuation up to that point can be used as a determination factor to more finely determine the operating state, and an optimal advance correction amount for the ignition timing can be obtained. Other configurations and operations are similar to those of the example of FIG.

FIG. 13 is a block diagram showing the configuration of still another embodiment of the present invention. In this embodiment, the rotational acceleration detector 18 connected to the rotational speed detector 12 is provided, and the acceleration is calculated by differentiating the speed signal. This rotational acceleration signal is input to the output increase determination unit 15b, and it is determined whether or not the output increase correction is performed based on the acceleration in addition to the above D, D'and the integrated value. Other configurations and operations are similar to those of the embodiment shown in FIG.

FIG. 14 is a flowchart showing the operation of the embodiment shown in FIGS. 12 and 13. Step D1: The rotation fluctuation degree detection unit 13 calculates the rotation fluctuation degree D. Step D2: The rotation fluctuation degree change detection unit 14 calculates a change D ′ in the rotation fluctuation degree within a fixed time.

Step D3: Rotational fluctuation degree integration section 19
The integral value ∫D of the degree of rotation fluctuation is calculated with. Step D4: The output increase determination unit 15b determines whether the rotation fluctuation degree D is equal to or greater than a predetermined reference value D0.

Step D5: D is D in the above step D4
When it is less than 0, that is, when the degree of rotation fluctuation is small, the ignition timing determination unit 17 calculates the basic ignition timing α in the normal traveling mode. Step D6: When D is greater than or equal to D0 in step D4, the output increase determination unit 15b causes the rotation fluctuation degree change D ′.
Is greater than or equal to a predetermined reference value D'0.

Step D7: If D'is greater than D'0 in step D6, the output increase determination unit 15b calculates the integral value ∫.
It is determined whether D is greater than or equal to a predetermined reference value ∫D0. Step D8: When D ′ is less than D′ 0 in step D6, the output increase determination unit 15b determines whether the integrated value ∫D is greater than or equal to a predetermined reference value ∫D0.

Step D9: When ∫D is ∫D0 or more in step D7, the advance amount calculator 16b calculates the advance amount β. Step D10: When ∫D is less than ∫D0 in step D7, the advance amount calculator 16b calculates the advance amount γ.

Step D11: The ignition timing determination section 17 calculates the corrected final ignition timing (α + β) by adding the advance angle β to the basic ignition timing α. Step D12: Basic ignition timing α in ignition timing determination unit 17
The final ignition timing (α + γ) is calculated by adding the advance amount γ to the corrected ignition timing.

Step D13: ∫D in the above step D8
When ∫D0 or more, the advance amount calculator 16b calculates the advance amount δ.
To calculate. Step D14: When ∫D is less than ∫D0 in the above step D8, the advance amount calculator 16b calculates the advance amount ε.

Step D15: The ignition timing determination section 17 calculates the corrected final ignition timing (α + δ) by adding the advance amount δ to the basic ignition timing α. Step D16 The ignition timing determination unit 17 calculates the corrected final ignition timing (α + ε) by adding the advance amount ε to the basic ignition timing α.

Step D17: Final ignition timing α, (α + β), (α + γ), (α calculated by the ignition timing determination unit 17
+ Δ) or (α + ε) to drive the ignition coil 11 via the ignition circuit 8 to ignite the ignition plug of the engine.

[0064]

As described above, according to the present invention, the operating state of acceleration / deceleration is detected based on the degree of rotation fluctuation of the crankshaft or its change, and the correction of the increase / decrease in the output is determined accordingly. Since the ignition timing is advanced or retarded according to the increase / decrease in the output, the acceleration / deceleration state can be detected and the ignition timing control can be performed accordingly without using a special sensor for detecting the throttle position. Therefore, it is possible to improve driving feeling and fuel efficiency during acceleration / deceleration.

Furthermore, in addition to the change in the degree of rotation fluctuation,
By calculating the integral value of the degree of rotation fluctuation up to that point and using it as the criterion for operating conditions, it is possible to determine, for example, during acceleration whether the acceleration is from idle or from normal running. In this case, the ignition timing can be controlled accurately, and the traveling feeling can be improved based on not only the instantaneous acceleration / deceleration change but also the operating state including the state before the change occurs.

[Brief description of drawings]

FIG. 1 is an explanatory diagram of a rotation detection signal according to the present invention.

FIG. 2 is a block configuration diagram of an embodiment of the present invention.

FIG. 3 is a block configuration diagram of another embodiment of the present invention.

FIG. 4 is a block diagram of yet another embodiment of the present invention.

5 is a flow chart of the embodiment of FIGS. 3 and 4. FIG.

FIG. 6 is a block configuration diagram of still another embodiment of the present invention.

FIG. 7 is a block configuration diagram of still another embodiment of the present invention.

FIG. 8 is a flow chart of the embodiment of FIGS. 6 and 7.

FIG. 9 is a block configuration diagram of still another embodiment of the present invention.

FIG. 10 is a block configuration diagram of still another embodiment of the present invention.

FIG. 11 is a flowchart of the embodiment of FIGS. 9 and 10.

FIG. 12 is a block configuration diagram of still another embodiment of the present invention.

FIG. 13 is a block configuration diagram of still another embodiment of the present invention.

FIG. 14 is a flowchart of the embodiment of FIGS. 12 and 13.

[Explanation of symbols]

1: crankshaft, 2: flywheel, 3: ridge, 4: pickup coil, 5: ignition control device, 6: arithmetic circuit,
7: power supply circuit, 8: ignition circuit, 9: main switch, 1
0: battery, 11: ignition coil, 12: rotation speed detection unit, 13: rotation fluctuation degree detection unit, 14: rotation fluctuation degree change detection unit, 15: output correction determination unit, 16: output correction calculation unit, 17: ignition Timing determination unit, 18: rotational acceleration detection unit, 19: rotational fluctuation degree integration unit.

   ─────────────────────────────────────────────────── ─── Continued front page    F term (reference) 3G019 AB01 AC04 AC05 DB07 GA01                       GA06 HA15                 3G022 CA04 CA05 DA01 DA02 GA01                       GA05                 3G084 BA17 CA04 CA06 DA02 EA05                       EA07 EA11 FA34 FA38

Claims (4)

[Claims] 1. A rotation speed detection unit for calculating a rotation speed from a rotation detection signal of a crankshaft, a rotation fluctuation degree detection unit for calculating a rotation fluctuation degree from a crankshaft rotation detection signal, and a change of the rotation fluctuation degree. A rotation fluctuation degree change detection unit that calculates, an output correction determination unit that determines whether to correct the increase or decrease of the output based on the rotation fluctuation degree and / or its change, and corresponds to the increase or decrease of the output. An output correction calculation unit that calculates an advance amount or a retard amount of the ignition timing, and an ignition timing determination unit that calculates an ignition timing based on the advance amount or the retard amount of the ignition timing. Ignition control device. 2. A flywheel mounted on a crankshaft is provided with a protrusion having a predetermined length, and a pickup coil is provided for detecting the protrusion, and the rotation of the crankshaft is detected by the pickup coil, and the rotation fluctuation is detected. The degree detection unit detects a detection time t of the protrusion detection unit of the rotation detection signal of the crankshaft and a cycle T of the crankshaft based on the detection time interval, and a ratio t of the protrusion detection time t to the period T. The ignition control device according to claim 1, wherein / T is calculated as the rotation fluctuation degree D. 3. The rotation fluctuation degree change detection unit determines the rotation fluctuation degree t / as the rotation fluctuation degree change D ′.
The difference t / T-t '/ T' is calculated as a change D'of the rotation fluctuation degree based on T and the rotation fluctuation degree t '/ T' of the next cycle. Ignition control device. 4. A rotation fluctuation degree integrating unit for calculating an integral value of the rotation fluctuation degree, wherein the rotation fluctuation degree integrating unit is connected to the output correction determining unit. The ignition control device according to any one of claims.