JP3931412B2 - Ignition timing control device for internal combustion engine - Google Patents

Description

[0001]
BACKGROUND OF THE INVENTION
  BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an ignition timing control device for an internal combustion engine, and in particular, controls the ignition timing finely according to the operating state of the internal combustion engine to prevent knocking and to improve fuel consumption. Relates to the device.
[0002]
[Prior art]
  Some internal combustion engines of vehicles include an ignition timing control device. The ignition timing control device for an internal combustion engine presets an idle basic ignition timing in the control means, and determines the idle basic ignition timing preset by the control means when the idle operation state is determined after the internal combustion engine is started. Is retarded according to the intake air temperature.
[0003]
  As an ignition timing control device for the internal combustion engine, there is one disclosed in JP-A-2-241980. The internal combustion engine ignition timing control device disclosed in this publication corrects the intake air temperature retardation amount by the charging efficiency, and controls the ignition timing to be delayed with respect to the basic ignition timing. That is, the basic ignition timing is retarded in the entire region without mentioning during idling.
[0004]
  Further, there is one disclosed in JP-A-6-159209. The engine ignition timing control device disclosed in this publication corrects the target advance angle value so that the target advance angle value is delayed more greatly as the engine temperature increases in a predetermined high temperature range.
[0005]
  Furthermore, there is one disclosed in JP-A-7-293413. The ignition timing control device for an internal combustion engine disclosed in this publication is provided with ignition timing retardation attenuation means for attenuating the amount of retardation of the ignition timing when the operation is shifted from the idle region to the non-idle region, and in the first half of the attenuation period. The amount of attenuation is set larger than the amount of attenuation in the latter half of the attenuation period, and a predetermined feeling of attenuation is obtained regardless of temperature.
[0006]
  Furthermore, there is one disclosed in JP-A-8-135482. The combustion state control device for an internal combustion engine disclosed in this publication uses an ignition timing correction changing means so as to avoid knocking in a predetermined operating condition based on the output of the operating state detecting means or the output of the in-cylinder pressure detecting means. A change is made to the ignition timing correction means to control the combustion state while detecting the combustion pressure.
[0007]
[Problems to be solved by the invention]
  By the way, in the conventional ignition timing control device for an internal combustion engine, the idle basic ignition timing is preset in the control means. When the idling operation state is determined after the internal combustion engine is started, the basic ignition timing during idling is controlled by the control means to be retarded according to the intake air temperature (also referred to as “intake air temperature” or “intake air temperature”). (See FIG. 3).
[0008]
  However, when the idle basic ignition timing is retarded according to the intake air temperature, even when the intake air temperature is constant, the degree of occurrence of knocking varies depending on the load of the engine accessories and the like at that time.
[0009]
  As a result, even if the intake air temperature is high, for example, if the load on the engine accessories during idle operation is small, the engine will be retarded in spite of the absence of knocking, and the fuel consumption will be reduced. There is an inconvenience that the fuel consumption is increased and the fuel consumption is deteriorated, which is economically disadvantageous.
[0010]
  As a measure for stabilizing the idling engine speed, the target idling engine speed is compared with the current engine speed, and the ignition timing is advanced or retarded (see FIGS. 6 and 7).
[0011]
  However, even when the intake air temperature is high and the load on the engine accessories during idling is large, the ignition timing is controlled to advance or retard to stabilize the idling speed. Improvement has been desired because knocking occurs due to control.
[0012]
  Furthermore, when performing the ignition timing control of the internal combustion engine, there is a map in which an engine load and an engine speed are provided, and the ignition timing is controlled according to this map (see FIG. 12).
[0013]
  Furthermore, when the intake air temperature is high, there is a measure for preventing the occurrence of knocking by retarding the ignition timing (see FIG. 13) by the ignition timing retardation amount that gradually increases as the intake air temperature increases.
[0014]
  However, when the ignition timing is retarded according to the intake air temperature, the ignition timing in the entire region of the map composed of the engine load and the engine speed is retarded.
[0015]
  As a result, in practice, it is only necessary to retard the ignition timing of the region where knocking is likely to occur when the intake air temperature is high, that is, only the shaded portion in FIG. 13, but the low load region other than the shaded portion is high. Although the knocking does not occur even at the intake air temperature, the ignition timing is retarded, resulting in a disadvantage that the fuel consumption is deteriorated and is economically disadvantageous.
[0016]
[Means for Solving the Problems]
  Therefore, the present invention eliminates the above-mentioned inconvenience after the internal combustion engine is started.In the internal combustion engine ignition timing control device having a control means for controlling at the ignition timing set by the map of the engine load and the engine speed, the function of setting the ignition timing retardation amount according to the intake air temperature, and the engine load A function for retarding the ignition timing based on the ignition timing retard amount only in a region higher than the high intake temperature retard determination load, which is a predetermined judgment value, and the high intake air temperature for determining an operation region based on the engine load A function to correct the hourly delay determination load by atmospheric pressure andIs added to the control means.
[0017]
DETAILED DESCRIPTION OF THE INVENTION
  By inventing as described above, the control means corrects the high intake temperature retardation determination load for determining the engine load by the atmospheric pressure and corrects the deviation of the correlation with the intake air amount by the atmospheric pressure. It is reliable.
[0018]
【Example】
  Embodiments of the present invention will be described in detail and specifically with reference to the drawings.
[0019]
  1 to 10 show a first embodiment of the present invention. In FIG. 2, 2 is an internal combustion engine mounted on a vehicle, 4 is an intake manifold, 6 is an intake passage, 8 is a surge tank, 10 is a throttle body, 12 is a throttle valve, 14 is an intake pipe, 16 is an air cleaner, 18 is An exhaust manifold, 20 is an exhaust passage, 22 is an exhaust pipe, and 24 is a catalytic converter.
[0020]
  A bypass air passage 26 communicates with the intake passage 6 so as to bypass the throttle valve 12. The bypass air passage 26 is provided with an idle air adjusting screw 28. Further, an idle air passage 30 is provided in the bypass air passage 26 so as to bypass the idle air adjusting screw 28. The idle air passage 30 is provided with an electromagnetically operated idle control valve (ISC valve) 32.
[0021]
  A pressure introduction passage 34 communicates with the surge tank 10. A pressure sensor 36 is provided in the pressure introduction passage 34.
[0022]
  A fuel injection valve 38 is attached to the internal combustion engine 2.
[0023]
  The fuel injection valve 38 constitutes a fuel supply device 40 and communicates with the fuel tank 44 through a fuel supply passage 42. A fuel filter 46 is provided in the fuel supply passage 42. A fuel return passage 48 is connected to the fuel supply passage 42. A fuel pressure regulator 50 is provided in the fuel return passage 48. The fuel pressure regulator 50 is connected to a regulator pressure passage 52 for introducing intake pipe pressure from the surge tank 8. The fuel tank 44 is provided with a fuel pump 54 and a fuel level sensor 56 that communicate with the fuel supply passage 42.
[0024]
  The internal combustion engine 2 is provided with a PCV valve 58. A blow-by gas passage 60 communicating with the surge tank 8 is connected to the PCV valve 58.
[0025]
  Between the internal combustion engine 2 and the fuel tank 44, first and second evaporated fuel control devices 62 and 64 are provided.
[0026]
  In the first evaporated fuel control device 62, a first canister 70 is provided between a first evaporation passage 66 communicating with the fuel tank 44 and a first purge passage 68 communicating with the surge tank 8, A first tank internal pressure control valve 72 is provided in the first evaporation passage 66, and a first purge valve 74 that is electromagnetically operated is provided in the first purge passage 68.
[0027]
  In the second evaporated fuel control device 64, a second canister 80 is provided between the second evaporation passage 76 that communicates with the fuel tank 44 and the second purge passage 78 that communicates in the middle of the first purge passage 68. The second evaporation passage 76 is provided with a second tank internal pressure control valve 82, and the second tank internal pressure control valve 82 is provided with an operating pressure passage 84 communicating with the pressure introduction passage 34. A vacuum valve 86 is provided. The second purge passage 78 is provided with a second purge valve 88 that operates electromagnetically. Further, a diagnostic communication passage 90 communicating with the intake passage 6 on the upstream side of the throttle valve 12 is provided in the second purge passage 78 between the second canister 80 and the second purge valve 88. The diagnostic communication passage 90 is provided with an evaporation diagnostic valve 92. The second canister 80 is provided with a canister air valve 94. In the second evaporated fuel control device 64, a tank internal pressure sensor 96 is provided in the fuel tank 44.
[0028]
  An EGR passage 100 for the EGR device 98 is provided between the surge tank 10 and the exhaust passage 20. The EGR passage 100 is provided with an EGR control valve 102.
[0029]
  The pressure sensor 36, fuel pump 54, fuel level sensor 56, first purge valve 74, solenoid vacuum valve 86, second purge valve 88, canister air valve 94, tank internal pressure sensor 96, and EGR control valve 102 are control means. (ECM) 104 is contacted.
[0030]
  The control means 104 includes an intake air temperature sensor 106 provided in the air cleaner 16, an intake air amount sensor 108 provided in the intake pipe 14, a throttle sensor 110 provided in the throttle body 10, and an ignition provided in the internal combustion engine 2. The plug 112 and the cooling water temperature sensor 114, the front oxygen sensor 116 provided in the exhaust manifold 18, the rear oxygen sensor 118 provided in the exhaust pipe 22 on the downstream side of the catalytic converter 24, the crank angle sensor 120, and the automatic transmission Range position switch 122, air conditioner 124, vehicle speed sensor 126, power steering pressure switch 128, diagnostic switch terminal 130, test switch terminal 132, ignition switch 134, shift switch 136, starter switch 138 A main fuse 140, a battery 142, In communication.
[0031]
  The control means 104 controls the ignition timing with a preset idling basic ignition timing IGTID when the idling operation state is determined after the internal combustion engine is started.
[0032]
  Then, only when the intake air temperature is equal to or higher than the set temperature and the engine load is equal to or higher than the set load QLOAD, the control means 104 corrects the retard amount with respect to the intake air temperature and the engine load or the intake air temperature by the engine load. It has a function of retarding the basic ignition timing IGTID.
[0033]
  More specifically, when the intake air temperature is equal to or higher than the set temperature and the engine load is equal to or higher than the set load QLOAD, the control means 104 obtains the first ignition timing retard amount IGRET1 based on the intake air temperature as shown in FIG. As shown in FIG. 4, the second ignition timing retard amount IGRET2 is determined by the engine load, and the equation
    IGT = IGTID-IGRET1-IGRET2
To calculate the control ignition timing IGT. The final control ignition timing IGTF is an equation including an idle stabilization ignition timing correction amount IGMOV described later.
    IGTF = IGTID-IGRET1-IGRET2 + IGMOV
            = IGT + IGMOV
Is calculated by
[0034]
  As another measure, when the intake air temperature is equal to or higher than the set temperature and the engine load is equal to or higher than the set load QLOAD, the first ignition timing retardation amount IGRET1 is obtained from the intake air temperature as shown in FIG. As shown, the retardation correction coefficient IGRET3 is obtained according to the engine load, and the equation
    IGT = IGTID-IGRET1 × IGRET3
Thus, the control ignition timing IGT can also be calculated. The final control ignition timing IGTF in this other method is an equation including an idle stabilization ignition timing correction amount IGMOV described later.
    IGTF = IGTID−IGRET1 × IGRET3 + IGMOV
            = IGT + IGMOV
Is calculated by
[0035]
  By performing either of the above controls, if the engine load is small, that is, light even if the intake air temperature is high, there is no knocking, so the retard control is not performed, and the engine load is set appropriately. The retard amount can be controlled, and an appropriate retard amount corresponding to the degree of occurrence of knocking can be set, so that knocking can be prevented and fuel consumption can be prevented from deteriorating.
[0036]
  At this time, when the actual engine speed NE is set to the idle target speed NSET, if there is a large deviation between the actual engine speed NE and the idle target speed NSET, the ISC (idle speed -Control) The air amount is controlled by the control, but if a small deviation and quick follow-up are required, the control is performed as follows.
[0037]
  That is, the control means 104, when correcting the idling basic ignition timing IGTID with the idling stabilization ignition timing correction amount IGMOV, sets the guard amount IGGRD that functions at the high intake air temperature and corresponds to the intake air temperature to the idling stabilization ignition. It has a function of setting the timing correction amount IGMOV and performing idle stabilization ignition timing control by the guard amount IGGRD.
[0038]
  More specifically, as shown in FIG. 6, the target idling engine speed NSET is compared with the actual engine speed NE, and advance or retard control is performed based on the control ignition timing IGT. The target rotational speed NSET is controlled. That is, as shown in FIG. 7, when the actual engine speed NE falls below the target idling engine speed NSET, the ignition timing is advanced by the idle stabilization ignition timing correction amount IGMOV to increase the engine speed, Conversely, when the actual engine speed NE exceeds the target idling engine speed NSET, the engine speed is decreased by retarding the ignition timing by the idle stabilization ignition timing correction amount IGMOV.
[0039]
  At this time, a guard amount IGGRD that functions at the time of high intake air temperature and corresponds to the intake air temperature is set as the idle stabilization ignition timing correction amount IGMOV, and idle stabilization ignition timing control is performed by the guard amount IGGRD.
[0040]
  However, when idle stabilization ignition timing control is performed when the intake air temperature is high and the load on engine accessories such as an air conditioner and power steering (also referred to as “power steering”) is high, the ignition timing is advanced and knocking is prevented. There is a risk of occurrence.
[0041]
  Therefore, as shown in FIG. 8, the guard amount IGGRD is set according to the intake air temperature, and as shown in FIG. 9, the correction coefficient CGRD is set according to the engine load, and the product of the guard amount IGGRD and the correction coefficient CGRD is calculated. The guard amount IGGRD is corrected by the engine load, and the control range of the idle stabilization ignition timing correction amount is regulated.
[0042]
  As a measure to replace the guard amount IGGRD described above, as shown in FIG. 9, the correction coefficient CGRD is set according to the engine load, and the correction coefficient CTHA is set according to the intake air temperature as shown in FIG. The correction amount IGMOV is multiplied by the correction factor CGRD due to the engine load and the correction factor CTHA due to the intake air temperature, and the idle stabilization ignition timing correction amount IGMOV is directly controlled by the engine load and the intake air temperature without controlling the guard amount IGGRD. It is also possible to do.
[0043]
  Then, any one of the above measures is implemented to perform idle stabilization ignition timing control to prevent knocking.
[0044]
  Next, the operation of the first embodiment will be described based on the flowchart of FIG.
[0045]
  When the internal combustion engine 2 is started and the program in the control means 104 is started (200), it is determined whether the engine is idling, that is, whether the engine is idling (202).
[0046]
  If the determination (202) is NO, the determination (202) is repeated until the determination (202) is YES. If the determination (202) is YES, the idle basic ignition timing IGTID is determined. Is the control ignition timing IGT (204).
[0047]
  Further, after the process (204) of setting the basic ignition timing IGTID at the time of idling to the control ignition timing IGT, it is determined (206) whether or not the intake air temperature is equal to or higher than the set temperature, and if this determination (206) is YES Is shifted to the determination (208) of whether or not the engine load is equal to or higher than the set load QLOAD, and when the determination (206) is NO, the control process for regulating the control width of the idle stabilization ignition timing correction amount described later. (212)
[0048]
  If the determination (208) as to whether or not the engine load is equal to or greater than the set load QLOAD is YES, the control ignition timing IGT calculation process (210) is entered, and as shown in FIG. As shown in FIG. 4, a second ignition timing retard amount IGRET2 is obtained from the engine load as shown in FIG.
    IGT = IGTID-IGRET1-IGRET2
To calculate the control ignition timing IGT. After the calculation process (210) of the control ignition timing IGT, the process shifts to the control process (212) of the control width of the idle stabilization ignition timing correction amount.
[0049]
  At this time, instead of the calculation process (210) of the control ignition timing IGT, as shown in FIG. 3, the first ignition timing retard amount IGRET1 is obtained from the intake air temperature, and as shown in FIG. Find the correction coefficient IGRET3 and use the formula
    IGT = IGTID-IGRET1 × IGRET3
(210A) for calculating the control ignition timing IGT.
[0050]
  Further, after the calculation process (210) of the control ignition timing IGT and when the determination (208) of whether or not the engine load is equal to or higher than the set load QLOAD is NO, the control range of the idle stabilization ignition timing correction amount. To the restriction process (212).
[0051]
  In this idle stabilization ignition timing correction amount control width restriction process (212), as shown in FIG. 8, the guard amount IGGRD is set by the intake air temperature, and as shown in FIG. 9, the correction coefficient CGRD is set by the engine load. The product of the guard amount IGGRD and the correction coefficient CGRD is calculated, the guard amount IGGRD is corrected by the engine load, and the control range of the idle stabilization ignition timing correction amount is limited, that is, regulated.
[0052]
  As a measure to replace the guard amount IGGRD in the control process (212) of the control range of the idle stabilization ignition timing correction amount described above, as shown in FIG. 9, a correction coefficient CGRD is set according to the engine load, and as shown in FIG. Then, the correction coefficient CTHA is set according to the intake air temperature, the idle stabilization ignition timing correction amount IGMOV is multiplied by the correction coefficient CGRD due to the engine load and the correction coefficient CTHA due to the intake air temperature, and the guard amount IGGRD is not controlled. A process (212A) for directly controlling the idle stabilization ignition timing correction amount IGMOV according to the load and the intake air temperature is also possible.
[0053]
  Then, after the regulation processing (212) of the control range of the idle stabilization ignition timing correction amount,
    IGTF = IGT + IGMOV
To calculate the final control ignition timing IGTF (214), perform idle stabilization ignition timing control, and end the program (216).
[0054]
  Thereby, the control means 104 has a function of retarding the idling basic ignition timing IGTID by the intake air temperature and the engine load only when the intake air temperature is equal to or higher than the set temperature and the engine load is equal to or higher than the set load QLOAD. Thus, when the engine load is low even when the intake air temperature is higher than the set temperature, the retard is not performed more than necessary, and the fuel economy can be prevented from deteriorating, which is economically advantageous.
[0055]
  Further, the control means 104 controls the retarded basic ignition timing IGTID by correcting the retard amount with respect to the intake temperature by the engine load only when the intake air temperature is equal to or higher than the set temperature and the engine load is equal to or higher than the set load QLOAD. It is possible to control the retard amount corresponding to the engine load when the intake air temperature is high, and can appropriately prevent knocking, which is practically advantageous and prevents deterioration of fuel consumption. It is also economically advantageous.
[0056]
  Further, when the control means 104 corrects the idling basic ignition timing IGTID by the idling stabilization ignition timing correction amount IGMOV, the control means 104 functions as the idling stabilization ignition timing. By setting the correction amount IGMOV and having the function of performing the idling stabilization ignition timing control by the guard amount IGGRD, the occurrence of knocking can be reliably prevented by the idling stabilization ignition timing control.
[0057]
  Further, the control means 104 sets the guard amount IGGRD according to the intake air temperature, sets the correction coefficient CGRD according to the engine load, calculates the product of the guard amount IGGRD and the correction coefficient CGRD, and calculates the guard amount IGGRD as the engine. By having a function that corrects by the load and regulates the control range of the idle stabilization ignition timing correction amount, it is possible to prevent the occurrence of knocking, and there is no possibility of retarding control more than necessary, and fuel consumption deteriorates Can be prevented.
[0058]
  As a measure to replace the guard amount IGGRD described above, the control means 104 sets the correction coefficient CGRD according to the engine load, sets the correction coefficient CTHA according to the intake air temperature, and sets the idle stabilization ignition timing correction amount IGMOV to A configuration having a function of directly controlling the idle stabilization ignition timing correction amount IGMOV by the engine load and the intake air temperature without controlling the guard amount IGGRD by multiplying the correction coefficient CGRD by the engine load and the correction coefficient CTHA by the intake air temperature Then, the idling stabilization ignition timing correction amount IGMOV is controlled in accordance with the engine load, so that the control accuracy in the stabilization control of the engine speed NE can be improved, and the control reliability is improved. obtain.
[0059]
  Further, since it can be dealt with only by changing the program in the control means 104, there is no possibility that the configuration will be complicated, and the production cost can be kept low.
[0060]
  11 to 16 show a second embodiment of the present invention. In the second embodiment, portions having the same functions as those of the first embodiment will be described with the same reference numerals.
[0061]
  The feature of the second embodiment is that the control means has a function of setting an ignition timing retardation amount in accordance with the intake air temperature (also referred to as “intake air temperature”), and a high intake air temperature for determining the engine load. This is in addition to the function of correcting the high-intake-air temperature retardation determination load QLOAD, which is the time retardation determination value, by the atmospheric pressure.
[0062]
  That is, when the internal combustion engine is started, control is performed at an ignition timing set by a map including the engine load and the engine speed as shown in FIG.
[0063]
  Then, as shown in FIG. 14, determination loads Q1, Q2, Q3,..., Qn are set for each engine speed by the engine load setting table for determining the retard angle at high intake air temperature, and the determination is set according to the engine speed. The loads Q1, Q2, Q3,..., Qn are set as a high intake air temperature retardation determination load QLOAD.
[0064]
  At this time, when the actual engine load becomes equal to or higher than the high intake air temperature retardation determination load QLOAD, as shown in FIG. 13, ignition is performed by the ignition timing retardation amount set according to the intake air temperature as the intake air temperature. Delay the time.
[0065]
  As another measure for obtaining the above-described high intake air temperature retardation determination load QLOAD, a preset engine load fixed value may be used as the high intake air temperature retardation determination load QLOAD.
[0066]
  The engine load includes intake air amount or fuel injection amount, intake air pressure, engine filling efficiency, throttle opening, and the like.
[0067]
  Further, as shown in FIG. 16, the engine load at the time of high intake air temperature needs to be corrected for atmospheric pressure by the correlation between the intake air amount and the atmospheric pressure changing with altitude.
[0068]
  In this atmospheric pressure correction, as shown in FIG. 15, an atmospheric pressure correction coefficient CPA is set according to a change in atmospheric pressure, and the high intake air temperature retardation determination load QLOAD is corrected by this atmospheric pressure correction coefficient CPA.
[0069]
  Next, it demonstrates along the flowchart of FIG.
[0070]
  When the internal combustion engine is started and the program in the control means is started (300), the control is performed at the ignition timing set by the map consisting of the engine load and the engine speed as shown in FIG. 12 (302).
[0071]
  Then, the high intake temperature retard determination load QLOAD is determined by the engine load setting table for determining the retard at high intake air temperature as shown in FIG. 14 or other measures (304).
[0072]
  At this time, the high intake air temperature retardation determination load QLOAD is corrected by an atmospheric pressure correction coefficient CPA as shown in FIG.
[0073]
  After the determination processing (304) of the high intake air temperature retardation determination load QLOAD, it is determined whether the actual engine load is equal to or higher than the high intake air temperature retardation determination load QLOAD (306).
[0074]
  Then, in the determination (306) of whether or not the actual engine load is equal to or higher than the high intake air temperature retardation determination load QLOAD, if the determination (306) is YES, as shown in FIG. After the ignition timing is retarded (308) by the ignition timing retard amount set accordingly, the program is ended (310). If the determination (306) is NO, the program is ended (310) as it is. .
[0075]
  In other words, by providing the control means with a function for correcting the high intake air temperature retardation determination load QLOAD by the atmospheric pressure, the deviation of the correlation with the intake air amount can be corrected by the atmospheric pressure changing with the altitude. Control reliability can be improved.
[0076]
  In addition, knocking can be reliably prevented by performing the retard angle control only in a high load region where knocking is likely to occur at a high temperature indicated by the hatched portion in FIG.
[0077]
  Furthermore, in a low load region where knocking does not occur even at high temperatures, the retard control is not performed, so that the fuel consumption can be prevented from deteriorating, which is economically advantageous.
[0078]
  Furthermore, since it can be dealt with only by changing the program in the control means, there is no possibility that the configuration will be complicated, and the production cost can be kept low.
[0079]
  The present invention is not limited to the first and second embodiments described above, and various application modifications can be made.
[0080]
  For example, in the first embodiment of the present invention, a measure for setting the guard amount IGGRD in the idle stabilization ignition timing correction amount IGMOV to restrict the control range of the idle stabilization ignition timing correction amount, or a measure in place of the guard amount IGGRD The idle stabilization ignition timing correction amount IGMOV is multiplied by the correction coefficient CGRD due to the engine load and the correction coefficient CTHA due to the intake air temperature, and the idle stabilization ignition depending on the engine load and the intake air temperature without controlling the guard amount IGGRD Although the timing correction amount IGMOV is directly controlled, the idle operation stability varies depending on the engine load. Therefore, as shown in the process (212B) in FIG. 1, the idle stabilization ignition timing correction amount IGMOV is determined. Multiplied by the engine load correction factor CGRD It is also possible to adopt a configuration for controlling the idling stabilization ignition timing correction amount IGMOV directly by himself.
[0081]
【The invention's effect】
  As is apparent from the detailed description above, according to the present invention, knocking can be reliably prevented by the control means.
  Also,The deviation of the correlation with the intake air amount can be corrected by the atmospheric pressure, so that the reliability of the control can be improved, and it can be dealt with only by changing the program in the control means, which complicates the configuration. There is no concern, and the production cost can be kept low.
[Brief description of the drawings]
FIG. 1 is a flowchart of ignition timing control showing a first embodiment of the present invention.
FIG. 2 is a system configuration diagram of an ignition timing control device for an internal combustion engine.
FIG. 3 is a graph showing a relationship between an ignition timing retardation amount and an intake air temperature.
FIG. 4 is a diagram showing a relationship between an ignition timing retardation amount and an engine load.
FIG. 5 is a diagram showing a relationship between a retardation correction coefficient and an engine load.
FIG. 6 is a time chart of idle speed stabilization ignition timing control.
FIG. 7 is a diagram showing a relationship between a correction value IGMOV and a value obtained by subtracting an engine speed NE from an idle target speed NSET.
FIG. 8 is a diagram showing a relationship between a guard amount IGGRD and an intake air temperature.
FIG. 9 is a diagram showing a relationship between a correction coefficient CGRD and an engine load.
FIG. 10 is a diagram showing a relationship between a correction coefficient CTHA and intake air temperature.
FIG. 11 is a flowchart of ignition timing control showing a second embodiment of the present invention.
FIG. 12 is a diagram showing the relationship between engine load and engine speed.
FIG. 13 is a graph showing a relationship between an ignition timing retardation amount and an intake air temperature.
FIG. 14 is a view showing a high intake air temperature retardation determination engine load setting table;
FIG. 15 is a diagram showing a relationship between an atmospheric pressure correction coefficient CPA and atmospheric pressure.
FIG. 16 is a graph showing the relationship between intake pipe pressure and throttle opening.
[Explanation of symbols]
    2 Internal combustion engine
104 Control means (ECM)
106 Intake air temperature sensor
108 Intake air amount sensor
110 Throttle sensor
112 Spark plug
114 Cooling water temperature sensor
126 Vehicle speed sensor

Claims (1)

A function of setting an ignition timing retard amount in accordance with an intake air temperature in an ignition timing control device for an internal combustion engine having a control means for controlling at an ignition timing set by a map of engine load and engine speed after starting the internal combustion engine And a function for retarding the ignition timing based on the ignition timing retard amount only in a region where the engine load is higher than a predetermined intake judgment value at a high intake air temperature, and an operation region based on the engine load is determined. An ignition timing control device for an internal combustion engine, wherein the control means is provided with a function for correcting the high intake air temperature retardation determination load by atmospheric pressure .

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