JP4175532B2 - Ignition control device for vehicle engine - Google Patents

Description

[0001]
BACKGROUND OF THE INVENTION
The present invention relates to an ignition control device for a vehicle engine, and more particularly, to a vehicle engine that can derive optimal shift characteristics by setting an ignition timing suitable for a running state in a vehicle equipped with a belt-type continuously variable transmission. The present invention relates to an ignition control device.
[0002]
[Prior art]
2. Description of the Related Art An engine ignition device that can appropriately control the ignition timing according to the engine operating state is known. For example, in order to improve fuel efficiency in the medium speed range, the ignition timing may be advanced from the idling time to improve the engine output and the thermal efficiency. However, if the ignition timing is advanced, knocking tends to occur when the throttle valve is suddenly opened and accelerated rapidly. In view of this, an engine ignition device has been proposed in which the ignition timing is retarded when the rate of increase in engine speed is greater than a predetermined value in an intermediate speed range (Japanese Patent Laid-Open No. 7-243373). According to this ignition device, since the ignition timing is retarded when sudden acceleration is performed, the ignition timing is not too early in the medium speed rotation region.
[0003]
There is also known a device that retards the ignition timing at light load. However, if the ignition timing is delayed when the engine speed rapidly increases at light load, misfire is likely to occur. Therefore, a means for detecting the shift state of the transmission is provided, and according to the shift state (first speed to fifth and sixth speeds), the retard amount of the ignition timing is reduced as the shift state is closer to the first speed. An ignition timing control device capable of switching the retard amount map has been proposed (Japanese Patent Publication No. 2657669). Thereby, even when the engine speed is in the high speed range, the ignition timing is not greatly delayed, and the occurrence of misfire is suppressed.
[0004]
[Problems to be solved by the invention]
The ignition timing control device has the following problems. First, in the former, the ignition timing is retarded when sudden acceleration is detected. Therefore, it cannot be applied to the use of improving the fuel consumption and the ride comfort by causing a change in the ignition timing due to the retarded angle in the medium speed rotation region not accompanied by the rapid acceleration.
[0005]
In the latter case, the belt type continuously variable transmission is not considered. In a continuously variable transmission, the speed change state is theoretically infinite, and the amount of retardation cannot be set for each speed change state, which complicates map setting. In view of this, there has been a demand for an ignition control device that takes into account the speed change characteristics of a continuously variable transmission and selects an ignition timing suitable for the continuously variable transmission, thereby improving fuel efficiency and driving smoothness.
[0006]
In view of the above problems, an object of the present invention is to provide an ignition control device for a vehicle that can select an ignition timing suitable for the speed change characteristics of a continuously variable transmission, smoothly switch the speed change state, and improve fuel efficiency. There is to do.
[0007]
[Means for Solving the Problems]
In order to achieve the above object, the present invention provides a vehicle engine ignition control device having a V-belt type automatic transmission that shifts the output of an engine and transmits it to a drive wheel in accordance with the state of engine load. Ignition timing control means for controlling the ignition timing to an angular amount, a vehicle speed sensor for detecting the vehicle speed, and the schedule when the vehicle speed reaches a reference vehicle speed set in an intermediate transmission range of the V-belt type automatic transmission. A first feature is that it includes ignition timing correction means for correcting the advance amount by delay.
[0008]
Further, the present invention has a second feature in that the ignition timing control means is configured to control the ignition timing in accordance with an engine load state as a function of the engine speed and the throttle opening.
[0009]
Further, the present invention is such that the delay angle correction of the scheduled advance amount switches the ignition timing map set according to the engine state to a retard angle increase in which the ignition timing is retarded in the scheduled engine speed region. There is a third feature in that it is performed.
[0010]
Furthermore, the present invention is characterized in that the V-belt type automatic transmission has a shift characteristic in which the engine speed decreases in response to an increase in vehicle speed in an intermediate shift range at the maximum throttle opening. There is.
[0011]
According to the first to fourth features, when the reference vehicle speed preset in the intermediate speed range is reached, the ignition timing is changed in the retarding direction, with the result that the engine output is reduced and the automatic transmission is at the top. Automatic shift to the ratio (minimum transmission ratio) side reduces the engine speed. As described above, since the engine is shifted to the top ratio at a low engine speed, the top ratio can be used from the low engine speed to the high engine speed region. As a result, the fuel consumption driving, that is, the fuel consumption rate is low. The state becomes possible.
[0012]
Further, according to the third feature, since the ignition timing can be corrected in the retard direction by switching the map, it is possible to easily switch to a preset retard amount. Further, according to the fourth feature, by setting an automatic transmission having a shift characteristic in which the engine speed decreases in response to an increase in the vehicle speed, it is possible to shift to the top ratio with a small retardation control amount.
[0013]
DETAILED DESCRIPTION OF THE INVENTION
Hereinafter, an embodiment of the present invention will be described with reference to the drawings. FIG. 4 is a cross-sectional view of an automatic transmission of a motorcycle having a vehicle acceleration control device according to an embodiment of the present invention. The present invention can be widely applied to saddle riding type vehicles in which an occupant rides over a saddle, such as a buggy, as well as a motorcycle. In the figure, the output of the engine 1 is transmitted to a centrifugal clutch 3 via a V-belt type automatic transmission 2 and further transmitted to a rear wheel (drive wheel) 4 via this centrifugal clutch 3. An output shaft of the engine 1, that is, a drive shaft 11 that is a crankshaft, a fixed face 12, a movable face 13 that is displaceable in the axial direction with respect to the drive shaft 11, a ramp (tilt) plate 14, and a movable face 13 And a weight roller 15 disposed between the lamp plates 14 and displaced in the radial direction of the movable face 13 according to the magnitude of the centrifugal force. The fixed face 12 and the movable face 13 constitute a drive side V pulley.
[0014]
A hook-like clutch outer 32 is fixed to one end of the rear wheel side shaft, that is, the driven shaft 31, and a hub 33 of the clutch outer 32 is provided with a boss 34 that is rotatable in the circumferential direction of the driven shaft 31. The fixed face 21 is fixed to one end of the boss 34. A movable face 22 that can be displaced in the longitudinal direction of the boss 34, that is, the axial direction of the driven shaft 31, is provided. The movable face 22 is urged toward the fixed face 21 by a coil spring 23. A clutch inner plate 35 is fixed to the other end of the boss 34, and a clutch shoe 36 is attached to the clutch inner plate 35. The fixed face 21 and the movable face 22 constitute a driven side V pulley. A V belt 24 is hung between the driving side V pulley and the driven side V pulley.
[0015]
The driven shaft 31 is connected to the shaft 41 of the rear wheel 4 through the gear train 5. A vehicle speed sensor 6 is provided facing the outer peripheral surface of the final gear 52 provided on the final shaft 51 of the gear train 5, that is, the teeth. The vehicle speed sensor 6 corresponds to the unevenness of the teeth of the final gear 52, and outputs different signals depending on whether the tooth tip portion is opposed or the tooth bottom is opposed. That is, as the final gear 52 rotates, a signal that changes in accordance with the tooth shape is output. This signal is binarized in accordance with a threshold value by a control unit (not shown), and as a result, is converted into a pulse signal train according to the rotation of the final gear 52. The number of pulse signals within the scheduled period represents vehicle speed as a function of vehicle speed. An engine speed sensor for detecting the speed of the drive shaft 11 is provided in the engine 1, and an intake pipe negative pressure sensor, that is, a PB sensor is provided in the intake pipe (both shown in the figure because known ones can be used). Is omitted).
[0016]
FIG. 6 is an enlarged cross-sectional view of the main part of the centrifugal clutch 3. In the figure, a cam 37 is loosely fitted to the boss 34. The cam 37 is a cylindrical body having a cam groove 38 penetrating in the radial direction, and one end thereof is fixed to the movable face 22. A pin 39 is fixed to the boss 34, and the pin 39 engages with the cam groove 38. The cam groove 38 includes a portion (straight portion) 38a extending along the central axis of the boss 34, that is, the driven shaft 31, and a portion (inclined portion) 38b connected to the straight portion 38a and extending in the direction of the angle α with respect to the straight portion 38a. Have
[0017]
Due to the configuration of the centrifugal clutch 3, when the coil spring 23 is compressed to bias the movable face 22, the component force generated between the cam groove 38 and the pin 39 according to the angle of the inclined portion 38 b of the cam groove 38. Works. That is, a force that is added to the force of the coil spring 23 and prevents the displacement of the movable face 22 is generated. In other words, the spring constant of the coil spring 23 is substantially increased. The additional force generated by the cam 37 decreases when the gear ratio decreases, that is, when the amount that the movable face 22 moves away from the fixed face 21 increases. When the pin 39 reaches the straight portion 38 a of the cam groove 38, the cam groove 38 and the pin 39 can freely slide, and the drag by the cam groove 38 against the movable face 22 is lost.
[0018]
FIG. 7 is a cross-sectional view according to a modified example of the drive side V pulley. In the figure, the inner wall of the movable face 13, that is, the wall surface on the side where the weight roller 15 is installed has an inclination angle α1 near the center of the movable face 13 and an inclination angle α2 closer to the outer periphery than the inclination angle α1. ing.
[0019]
During operation, centrifugal force acts on the weight roller 15 in accordance with the rotational speed of the engine 1, and the distance between the fixed face 12 and the movable face 13 of the drive side V pulley changes. In accordance with this interval, the winding diameter of the V belt 24 around the drive side V pulley and the driven side V pulley changes, and the gear ratio changes.
[0020]
When the rotational speed of the engine 1 increases and the rotational speed of the driven V pulley reaches a predetermined value, the clutch shoe 36 comes into contact with the clutch outer 32 with a force greater than the predetermined value, and the rotation is transmitted to the rotary shaft 31. The wheel 4 is driven. Further, when the engine speed reaches such that the centrifugal force of the weight roller 15 exceeds the deterring force of the coil spring 23, the weight roller 15 starts to be displaced, and the gear ratio changes.
[0021]
It should be noted that due to the shape of the driving side V pulley, the deviation ratio of the weight roller 15 is suppressed in the vicinity of the minimum speed ratio region, that is, when the weight roller 15 starts to contact the large inclination angle α2, and the rate of increase in the rotational speed of the engine 1 In addition, the gear ratio does not become small.
[0022]
According to the balance of the forces set by the shape of the driving side V pulley and the shape of the cam groove 38 of the driven side V pulley described above, the gear ratio becomes small and the pin 39 can freely slide with respect to the cam groove 38. When the vehicle speed reaches, the speed ratio changes rapidly to the minimum, so the vehicle speed V increases without decreasing the engine speed Ne.
[0023]
A throttle body is provided in the intake manifold of the engine 1 of the motorcycle equipped with the automatic transmission. FIG. 5 is a plan view of the throttle body. The throttle body 7 is a double body having two passages. Throttle valves 73 and 74 are provided in the passages 71 and 72, respectively. The throttle valves 73 and 74 have a common support shaft 75, and a throttle sensor 8 that detects the position of the support shaft 75 in the rotational direction is provided at the end of the support shaft 75. The throttle sensor 8 outputs a voltage value signal corresponding to the rotational position of the support shaft 75. This signal represents the opening degree of the throttle valves 73 and 74 coupled to the support shaft 75, is converted into a digital signal by an A / D converter (not shown), and is supplied to the microcomputer of the control device.
[0024]
Next, the shift characteristics of the automatic transmission will be described. First, for comparison, the relationship between the vehicle speed and the engine speed when the control described later is not performed will be described. FIG. 8 shows the shift characteristics when the throttle opening θTH is fully open. First, since the clutch shoe 36 is separated from the clutch outer 32 while the rotational speed Ne of the engine 1 is low, the engine rotational speed Ne increases, but the centrifugal clutch 3 is in a disconnected state, and the vehicle remains stopped. . That is, the vehicle speed V remains “0”. When the engine speed Ne reaches the speed Ne1, the clutch shoe 36 of the centrifugal clutch 3 comes into contact with the clutch outer 32 and the vehicle starts. Initially, the centrifugal clutch 3 is in a half-clutch state, and the vehicle speed V increases while the engine speed Ne remains constant. When the centrifugal clutch 3 is completely connected, the engine speed Ne increases and the vehicle speed V increases at the maximum gear ratio while the weight roller 15 is positioned on the minimum radius side of the drive side V pulley.
[0025]
Further, the engine speed Ne and the vehicle speed change along the maximum speed ratio straight line Lmax. When the engine speed Ne reaches the speed Ne2, the movable face by the V belt 24 that is tensioned by the spring force of the coil spring 23. 13, the axial force due to the centrifugal force of the weight roller 15 exceeds the axial force acting on the roller 13, the gear ratio is reduced, and the vehicle speed V is increased. In the latter half of the medium speed range, the vehicle speed V further increases while the engine speed Ne slightly increases. When the engine rotational speed Ne reaches the rotational speed Ne3, the vehicle speed V further increases by riding on the straight line Lmin of the minimum speed ratio.
[0026]
According to such characteristics, when the throttle opening θTH is fully opened, the minimum speed ratio is not achieved unless the engine speed Ne is a relatively high value (Ne3), leading to a decrease in fuel consumption, that is, an increase in fuel consumption rate. Cheap. Therefore, in the present embodiment, when the vehicle speed V reaches the predetermined value in the intermediate speed range, the engine output is automatically reduced to decrease the engine speed Ne, and control is performed so as to get on the straight line Lmin of the minimum speed ratio. (Refer to the dotted line Ts1 in FIG. 8). In this manner, by reducing the engine speed Ne in the intermediate speed range, it is possible to quickly shift to the minimum speed ratio. Specifically, in order to decrease the engine speed Ne, the ignition timing is changed in the retard direction at the planned vehicle speed. More specifically, the advance map set for the low speed range where high torque is required is switched to the retard map set for the high speed so as to improve fuel efficiency at the planned vehicle speed.
[0027]
FIG. 10 is an example of the advance map, and FIG. 11 is an example of the retard map. In FIG. 10, the ignition timing IGMP changes in the advance direction as the engine speed Ne increases regardless of the throttle opening θTH. On the other hand, as shown in FIG. 11, in the retard map, the ignition timing IGMAP is retarded in the medium speed range that escapes from the idle range when the throttle opening θTH is near the maximum (80%). It is biased to.
[0028]
FIG. 2 is a flowchart of the mode switching (map switching) process. In step S1, the detection signal of the vehicle speed sensor is read and set to the vehicle speed V. In step S2, it is determined whether or not the vehicle speed V is higher than the mode switching vehicle speed V1. If it is determined that the vehicle speed V is less than or equal to the mode switching vehicle speed V1, the process proceeds to step S3, and the mode flag FM is referenced to determine whether the mode is the high speed mode (FM1 = 1) or the low speed mode (FM = 0). If it is the high speed mode, the process proceeds to step S4, and the mode change flag FMC indicating that the mode has been changed is set (= 1). In step S5, the mode flag FM is reset (= 0) to indicate the low speed mode. If it is determined in step S3 that the mode is the low speed mode, steps S4 and S5 are skipped.
[0029]
If it is determined in step S2 that the vehicle speed V is equal to or higher than the mode switching vehicle speed V1, the process proceeds to step S6, and it is determined whether the mode is the high speed mode or the low speed mode with reference to the mode flag FM. If it is the low speed mode, the process proceeds to step S7, and a flag FMC indicating that the mode has been changed is set (= 1). In step S8, the mode flag FM is set (= 1) to indicate the high speed mode. If it is determined in step S6 that the mode is the high speed mode, steps S7 and S8 are skipped.
[0030]
FIG. 3 is a flowchart of the ignition timing map search process. In step S10, it is determined whether or not the output of the throttle sensor 8 is within the range of the scheduled fail-safe value with reference to the throttle opening detection flag FTH (set or reset by a separate process not shown). If the output of the throttle sensor 8 is not within the range of the scheduled value (FTH = 1), the process proceeds to step S22, and an ignition timing IGMAP is determined by searching an F / S (fail safe) time table (not shown).
[0031]
If the output of the throttle sensor 8 is in the normal range, the process proceeds to step S11, and the mode flag FM is referred to and it is determined whether the mode is the high speed mode or the low speed mode. If it is the low speed mode, the process proceeds to step S12, where the first ignition map (advance map) IGMP1 is retrieved and set to the ignition timing target value IGMPM. On the other hand, if it is the high speed mode, the process proceeds to step S13, where the second ignition map (retard angle map) IGMP2 is retrieved and set to the ignition timing target value IGMPM. The advance angle map and the retard angle map are searched based on the throttle opening θTH and the engine speed Ne.
[0032]
In step S14, it is determined whether or not there has been a mode change with reference to the mode change flag FMC. If there has been a mode change, the routine proceeds to step S15, where the ignition control flag FSIG is referred to, and it is determined whether the calculation ignition control (FSIG = 1) or the fixed ignition (FSIG = 0). The ignition control flag FSIG is set / reset according to the engine speed Ne by a separate process (not shown). For example, it is set (= 1) at 1000 rpm or more.
[0033]
In the case of the calculated ignition control, the process proceeds to step S16 to determine whether or not the absolute value of the difference ΔIGMP between the ignition timing IGMP searched for on the map and the ignition timing target value IGMPM is larger than the unit shift amount IGMR to the target value IGMPM. To do. The unit shift amount IGMR is set to 0.5 ° for each time tmMR, for example. If this absolute value is larger than the unit transition amount IGMR, the process proceeds to step S17, and it is determined whether or not the timer value tmMR of the transition processing timer T to the ignition timing target value IGMPM is “0” or less. If the timer value tmMR is “0”, the process proceeds to step S18 to determine whether or not the difference ΔIGMP between the ignition timing IGMP and the ignition timing target value IGMPM is “0”. If the difference ΔIGMP between the ignition timing IGMP and the ignition timing target value IGMPM is “0”, the process proceeds to step S19, where the unit shift amount IGMR is added to update the ignition map value IGMP. Also, the transition processing time TMMR is set to the timer value tmMR.
[0034]
If the difference ΔIGMP between the ignition timing IGMP and the ignition timing target value IGMPM is not “0” in step S18, the process proceeds to step S20, and the unit shift amount IGMR from the ignition timing IGMP to the ignition timing target value IGMPM is subtracted. Update ignition timing IGMP. Also, the transition processing time TMMR is set to the timer value tmMR.
[0035]
If it is determined in step S16 that the absolute value of the difference ΔIGMP between the ignition timing IGMP and the ignition timing target value IGMPM is smaller than the unit shift amount IGMR, the process proceeds to step S21, and the ignition timing value IGMP is updated with the ignition timing target value IGMPM. The transition processing time TMMR is set to the timer value tmMR. Further, the mode change flag FMC is reset (= 0).
[0036]
It is also possible to switch the fuel injection map that determines the fuel injection amount in conjunction with the above control. This fuel injection map is set as a function of the throttle opening θTH and the engine speed Ne, but instead of the throttle opening θTH, a function of the output of the PB sensor, that is, the intake pipe negative pressure Pb and the engine speed Ne. The ignition timing may be set as follows. In particular, when the throttle opening θTH is small, the engine addition state may not be detected accurately depending on the throttle opening θTH. Therefore, in such a low throttle opening region, the intake pipe negative pressure Pb is not set. It is effective to determine the fuel injection amount as a parameter.
[0037]
Next, the function of the ignition control device will be described. FIG. 1 is a block diagram showing the main functions of the ignition control device. In the figure, the engine speed Ne and the throttle opening θTH as parameters representative of the engine load state are input to the ignition timing setting unit 16. When the fuel injection amount is also controlled, the intake pipe negative pressure Pb can be input as described above. The throttle opening degree determining means for this purpose is not shown. The ignition timing setting unit 16 determines the ignition timing according to the engine load state and supplies the ignition timing to the ignition control unit 17. The ignition timing setting unit 16 can have a map that receives the engine load state and outputs the ignition timing. The vehicle speed V is input to the vehicle speed discriminating unit 18, and the reference vehicle speed V1 set in the intermediate speed range and the vehicle speed V are compared. When the vehicle speed V becomes higher than the reference vehicle speed V1, a detection signal is output, and this detection signal is input to the ignition timing setting unit 16. The ignition timing setting unit 16 retards the ignition timing in response to the detection signal. The retard of the ignition timing can be performed by switching the ignition timing map from the advance map to the retard map. Examples of these maps have been described above with respect to FIGS.
[0038]
In this way, when the vehicle speed V reaches the reference vehicle speed V1, by switching to a map in which the ignition timing is deviated in the retarded direction, the engine output Ne can be reduced and the engine speed Ne can be reduced quickly. In addition, it is possible to smoothly shift to the minimum gear ratio. Further, even if the throttle operation is not largely closed when the planned vehicle speed V1 is reached in the intermediate speed range, the increase in the vehicle speed V is substantially suppressed, so that the vehicle speed V is maintained within the speed limit. Driving is easy.
[0039]
In addition, by having more ignition timing maps (two or more) and setting the reference vehicle speed V in a plurality of stages, it is possible to gradually change the retard amount and change the shift characteristic to the minimum gear ratio.
[0040]
The ignition timing retarding control can be effective even when applied to an automatic transmission having a shift characteristic in the intermediate shift range as shown in FIG. However, when the present invention is applied to an automatic transmission having a shift characteristic in which the engine speed Ne tends to decrease (decrease to the right) according to the vehicle speed V in the intermediate shift range, the effect is further increased.
[0041]
FIG. 9 is a diagram showing a second example of the shift characteristics of the transmission set by the shapes of the cam 37 and the drive side V pulley. As shown in the figure, in the intermediate speed range, the vehicle speed V increases while the engine speed Ne changes slightly downward. That is, the shift to the minimum gear ratio is made without increasing the engine speed Ne. When the ignition timing retarding control is applied to the automatic transmission having such characteristics, the engine speed Ne decreases at the vehicle speed V1, as shown by the line Ts2 in the figure, and the engine speed Ne is greater than the speed Ne2. Shift to the minimum gear ratio at low Ne4.
[0042]
FIG. 12 shows a modification of the shape of the cam groove 38. In order to obtain the above-described characteristics of rising to the right, the cam groove 38 is different from that shown in FIG. 6 having a bent portion, and the straight portion 38a extending along the driven shaft 31 is eliminated, and the entire cam groove 38 has a gently curved shape.
[0043]
Thus, if the retard map is selected at the vehicle speed V1 from the downward-sloping characteristics as shown in FIG. 9, it is possible to shift to the minimum gear ratio very quickly. Therefore, the engine speed Ne can be kept low up to the region where the throttle opening is maximum, so that a fuel-efficient operation is possible.
[0044]
As described above, in this embodiment, the retarding control is applied to the urging force adjusting mechanism of the movable face 22 including the shape of the driving side V pulley and the cam 37 provided on the driven side V pulley, thereby achieving the minimum gear ratio. A shift characteristic with further improved shift is realized.
[0045]
【The invention's effect】
As is apparent from the above description, according to the first to fourth aspects of the invention, when the reference vehicle speed set in advance in the intermediate speed range is reached, the engine speed decreases and the automatic transmission operates at the top ratio. Automatic shift to the side. In this way, since the engine speed is shifted to the top ratio at a low engine speed, the top ratio can be used from the low engine speed to the high engine speed region, and as a result, low fuel consumption travel is possible.
[0046]
In addition, since the vehicle speed can be maintained without greatly changing the throttle opening, for example, it is easy to travel while maintaining the vehicle speed below the limit vehicle speed.
[0047]
According to the invention of claim 3, it is possible to easily switch to a preset retardation amount by switching the map.
[0048]
Furthermore, according to the invention of claim 4, by setting in advance an automatic transmission having a shift characteristic in which the engine speed decreases in response to an increase in the vehicle speed, it is possible to shift to the top ratio with a small retardation control amount. Therefore, unlike suddenly reducing the advance amount and lowering the output, the engine speed gradually decreases as the vehicle speed increases and shifts to the maximum gear ratio. it can.
[Brief description of the drawings]
FIG. 1 is a block diagram illustrating main functions of a control device according to an embodiment of the present invention.
FIG. 2 is a mode switching flowchart of the control device according to the embodiment of the present invention.
FIG. 3 is a flowchart of ignition timing map search of the control device according to the embodiment of the present invention.
FIG. 4 is a cross-sectional view of an automatic transmission.
FIG. 5 is a plan view of a throttle body.
FIG. 6 is a cross-sectional view of a centrifugal clutch.
FIG. 7 is a cross-sectional view of a main part of a drive side V pulley of a V belt automatic transmission.
FIG. 8 is a diagram (No. 1) showing a relationship between the vehicle speed and the engine speed on the shift characteristics of the automatic transmission.
FIG. 9 is a relationship diagram (part 2) between the vehicle speed and the engine speed on the shift characteristics of the automatic transmission.
FIG. 10 is a diagram showing an example of an ignition timing map.
FIG. 11 is a diagram showing an example of an ignition timing map including a retard portion.
FIG. 12 is an enlarged view of a cam groove of an urging force adjusting cam for a V pulley.
[Explanation of symbols]
DESCRIPTION OF SYMBOLS 1 ... Engine, 2 ... Automatic transmission, 3 ... Centrifugal clutch, 4 ... Drive wheel, 5 ... Gear train, 6 ... Vehicle speed sensor, 8 ... Throttle sensor, 16 ... Ignition timing setting part, 17 ... Ignition control part, 18 ... Vehicle speed discriminating part 21 ... fixed face 22 ... movable face 23 ... coil spring 37 ... cam 38 ... cam groove 39 ... pin 34 ... boss

Claims (4)

Ignition control of a vehicle engine having a V-belt type automatic transmission that transmits the rotation of the driving pulley to the driven pulley by a V-belt, shifts the output of the engine connected to the driving pulley and transmits it to the driving wheel In the device
Ignition timing control means for controlling the ignition timing to a predetermined advance amount according to the state of the engine load;
A vehicle speed sensor for detecting the vehicle speed;
Ignition timing correction means for correcting the delay of the scheduled advance amount when the vehicle speed reaches a reference vehicle speed set in an intermediate speed range of the V-belt type automatic transmission near the maximum throttle opening. ,
The driven pulley is composed of a fixed face and a movable face that is disposed to face the fixed face and is provided so that a distance between the fixed face and the fixed face can be changed.
A spring for biasing the movable face toward the fixed face;
A boss that has one end fixed to the fixed face, the other end connected to the starting clutch, and is rotatably provided in the circumferential direction of the driven shaft;
A pin erected on the outer periphery of the boss;
A cylindrical groove having a cam groove with which the pin is engaged, provided slidably on the outer periphery of the boss, and having one end attached to the movable face;
An ignition device for a vehicle engine, wherein an extending direction of the cam groove is inclined with respect to an axial direction of a driven pulley. Engine speed detection means;
Throttle opening detection means,
2. The ignition of a vehicle engine according to claim 1, wherein the ignition timing control means is configured to control the ignition timing in accordance with an engine load state as a function of an engine speed and a throttle opening. Control device.   The delay correction of the scheduled advance amount is performed by switching the ignition timing map set according to the engine state to a retard increase by retarding the ignition timing in the scheduled engine speed range. The ignition control device for a vehicle engine according to claim 2.   4. The V-belt type automatic transmission has a shift characteristic in which an engine speed decreases in response to an increase in vehicle speed in an intermediate shift range at the maximum throttle opening. An ignition control device for a vehicle engine according to claim 1.

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