JP4575936B2 - Ignition timing control device for internal combustion engine - Google Patents

Description

  The present invention relates to an internal combustion engine ignition control device, and more particularly to an internal combustion engine ignition control device that performs appropriate safety control when ignition is not performed even when an ignition coil is energized.

  A general internal combustion engine ignition control device performs cylinder discrimination based on a camshaft sensor signal that outputs a different signal for each cylinder of the internal combustion engine, while detecting the rotational position of the internal combustion engine based on a crankshaft sensor signal. The ignition plug is ignited by energizing it for a predetermined time and then shutting off the energization. However, this technique can cause a failure in the crankshaft sensor signal for performing ignition control, When the signal is not generated due to engine stop or the like, an ignition position for interrupting energization is not generated, and the ignition coil continuously energizes. This entails that the ignition coil is energized more than the original energization angle, which may cause thermal damage to the ignition coil.

  In this type of technical field, various proposals have been made as countermeasures when the above-described problems occur in the basic ignition control of the internal combustion engine.

  For example, the technique described in Patent Document 1 includes an ignition control device that includes a plurality of ignition coils corresponding to each cylinder of an internal combustion engine and energizes each ignition coil based on a signal from a crank angle sensor. The ignition control device includes an ignition coil energization state detection unit that detects an energization state of each ignition coil, and the ignition coil energization state detection unit detects that a plurality of ignition coils are energized simultaneously. Is configured to include an energization stop unit that immediately stops energization of the ignition coil that has been energized last, thereby preventing disconnection of the fuse in the ignition power system of the internal combustion engine and stopping the ignition control itself Is to prevent.

  Further, in the case where the ignition control is performed on the ignition cylinder based on the detected cylinder discrimination value and the crankshaft sensor signal, if an abnormality occurs in the ignition cylinder discrimination value, the current ignition is scheduled to be set the latest. Control is also performed to immediately stop energization by prohibiting the end of energization at the scheduled ignition timing for the energized ignition coil.

  Furthermore, in the technique described in Patent Document 2, the ignition device of the internal combustion engine includes a monitoring device that monitors a closed energization state of a primary current circuit of one ignition coil, and the monitoring device is configured to perform the closed energization state. The closed energization state of the ignition coil is released when the monitoring period for monitoring the ignition coil is a period obtained by multiplying a predetermined closed energization period of the ignition coil for ignition by a certain coefficient (for example, 1.25). With this configuration, the trouble of the closed energization state of the ignition coil can be avoided, and the calculation of the monitoring period of the closed energization state of the ignition coil can be greatly simplified. It can be said that the energization state can be monitored.

JP 2000-329043 A JP-A-5-248331

  By the way, in the technique described in Patent Document 2 described above, the monitoring period for monitoring the closed energization state has a constant coefficient (for example, 1.25) in the predetermined closed energization period of the ignition coil for ignition. Since it is configured to release the closed energization state of the ignition coil when the multiplied period is reached, it is possible to avoid thermal damage to the ignition coil itself and its drive circuit. Since the monitoring period for monitoring the energization state is a period obtained by multiplying a predetermined closed energization period of the ignition coil for ignition by a constant coefficient (for example, 1.25), There are concerns about the impact.

  That is, since the monitoring period is determined only depending on the closed energization period, when the monitoring period becomes longer, the energization release time point (ignition position) is also proportionally delayed, so that the explosion stroke or There is a possibility of ignition in the exhaust stroke, and there is concern about the occurrence of backfire, etc., but if the required ignition timing becomes retarded (slow direction) after starting energization, the original ignition position is monitored. It is considered that ignition (energization stop) by control functions first, and there is a concern about the occurrence of knocking.

  The present invention has been made in view of the above-mentioned problems, and the object of the present invention is to ignite by separately interrupting energization when the energization period to the ignition coil becomes longer due to some trouble and ignition is not performed. In addition, when the energized cylinder is abnormal, the energization of the abnormal cylinder is prohibited, thereby preventing the ignition control system from being affected, such as avoiding thermal damage of the ignition coil. It is an object of the present invention to provide an ignition control device for an internal combustion engine that can prevent adverse effects on the overall operability of the internal combustion engine.

To achieve the above object, an ignition timing control system for an internal combustion engine of the present invention performs energization to the point fire coil, based on a signal from the crankshaft sensor energization state after maintaining a predetermined conduction time, the energization An ignition timing control device for an internal combustion engine that performs ignition by interrupting a state , wherein the ignition timing control device includes energization time monitoring means for monitoring the energization time in the energized state , and the signal of the crankshaft sensor In the case where a defect occurs, the previous energization time monitoring means cuts off the energization and performs ignition when the energization time exceeds a monitoring time obtained by adding a predetermined value to the predetermined energization time. Yes.

As a specific aspect of the ignition timing control device for an internal combustion engine of the present invention, the predetermined energization time is obtained by converting the energization angle to the ignition coil into time, and the predetermined value is the ignition The change width of the time is converted into time, and the monitoring time has an upper limit value in the time.

  In the ignition control device for an internal combustion engine according to the present invention configured as described above, the monitoring time for monitoring the state of energization of the ignition coil is set to a predetermined angle for energization, taking into account the change width of the ignition timing. In addition to avoiding damage to the ignition coil and the ignition drive circuit, the monitoring time does not become longer than necessary, so that ignition (cutoff of electric current) is performed in the explosion stroke or exhaust stroke of the internal combustion engine. Since backfire is not generated and the monitoring time is set in consideration of the original ignition position, ignition based on the monitoring time (interruption of energization) is not performed before the original ignition position. There is no occurrence of knocking. That is, the internal combustion engine ignition control device according to the present invention can protect the ignition control device itself such as damage due to heat and the entire internal combustion engine system based on the above configuration.

  The ignition control device for an internal combustion engine of the present invention configured as described above monitors the ignition timing to the ignition coil, and energizes the ignition coil when the energization is not cut off even if the ignition timing is exceeded. Since the ignition timing and the ignition timing change width are separately interrupted for a time period, the ignition coil and the ignition drive circuit can be prevented from being damaged by heat as well as the ignition (energization interruption) timing is more than necessary. Therefore, there is no backfire or the like based on ignition (cutoff of energization) in the explosion stroke or exhaust stroke of the internal combustion engine, and the original separate shutoff timing is set in consideration of the ignition position. Therefore, ignition (separate interruption of energization) is not performed before the original ignition position, and knocking or the like does not occur.

  The ignition control device for an internal combustion engine of the present invention configured as described above prevents the deterioration of the drivability of the internal combustion engine and the avoidance of thermal damage of the ignition coil even when an abnormality of cylinder discrimination or a defect of the crankshaft sensor occurs. Allowing both.

  As can be understood from the above description, the ignition control device for an internal combustion engine of the present invention has a predetermined value even when each signal of the camshaft sensor and the crankshaft sensor serving as a reference in performing the ignition control is mixed with a defect or noise. By reliably performing the ignition process within the range, it is possible to achieve both stable drivability of the internal combustion engine and avoiding thermal damage of the ignition coil.

  In addition, when the cylinder discrimination value is incorrect, by stopping the start of energization to the ignition coil, the different cylinders are not ignited, so that it is possible to avoid deterioration in drivability and backfire.

  Hereinafter, two embodiments of an ignition control device for an internal combustion engine of the present invention will be described in detail with reference to the drawings.

  FIG. 1 shows the overall configuration of an internal combustion engine control system including an internal combustion engine ignition control apparatus according to a first embodiment of the present invention. The control system includes an in-cylinder injection internal combustion engine 1, and air sucked into the internal combustion engine 1 is taken in from an input unit 4 of an air cleaner 3, and includes an intake air meter 5 and a throttle valve 6 that controls the intake flow rate. It enters the collector 8 through the throttle valve body 7 installed. Here, the throttle valve 6 is connected to a motor 10 that drives the throttle valve 6, and the throttle valve 6 can be operated by driving the motor 10 to control the amount of intake air.

  The intake air reaching the collector 8 is distributed to an intake pipe 19 connected to each cylinder 2 of the internal combustion engine 1 and guided to the combustion chamber 2 a in the cylinder 2.

  On the other hand, fuel such as gasoline is sucked and pressurized from a fuel tank 11 by a fuel pump 12 of a fuel system, and is regulated by a variable fuel pressure regulator 14 that controls the fuel pressure within a predetermined range, and is supplied to a fuel injection valve 13. Supplied. The fuel pressure of the fuel is measured by a fuel pressure sensor 34. The fuel is injected from the fuel injection port of the fuel injection valve 13 into the combustion chamber 2 a of each cylinder 2. The air flowing into the combustion chamber 2a and the injected fuel are mixed and ignited by the spark plug 35 by the piezoelectric from the ignition coil 17 and burned.

  The exhaust gas combusted in the combustion chamber 2a of the in-cylinder internal combustion engine 1 is guided to the exhaust pipe 28 and discharged outside the internal combustion engine 1 through a catalyst (not shown).

  The control system includes a control unit (control device) 15, and a signal indicating an intake flow rate is output from the air flow meter 5 and is input to the control unit 15. A throttle sensor 18 for detecting the degree of opening is attached, and its output is also input to the control unit 15. Reference numeral 9 denotes an accelerator petal depression amount sensor. The output of the accelerator pedal depression sensor 9 is also input to the control unit 15.

  In the control system, a crankshaft sensor 16 is arranged, and the crankshaft sensor 16 is rotationally driven by a shaft 27 interlocked with the crankshaft of the internal combustion engine 1 so that the rotational position of the crankshaft 2b is at least 1 to 10. Detect with accuracy of about °. A signal from the crankshaft sensor 16 is also input to the control unit 15.

Based on the signals input to the control unit 15, the fuel injection timing, the injection flow rate (fuel injection valve pulse width control), the ignition timing, and the like are controlled.
The A / F sensor 20 provided in the exhaust pipe 28 detects the actual operating air-fuel ratio from the exhaust gas component and outputs a detection signal, and the detection signal is also input to the control unit 15. .

  FIG. 2 shows a configuration of an ignition device 50 including an ignition control device 26 provided in the control device 15 of the internal combustion engine of the present embodiment. The ignition device 50 includes an ignition coil 17, an ignition circuit 27, and an ignition control device 26. The ignition coil 17 includes two coils, an ignition primary coil 17a and an ignition secondary coil 17b. The power source is led to the pre-ignition coil 17 through 43b and the relay 44.

  The ignition control device 26 includes an energization angle calculation unit 20a, an ignition timing calculation unit 20b, and an energization time monitoring unit 20c.

  The energization of the one ignition primary coil 17a is ON / OFF controlled by a drive power switch 17c. A high voltage is induced in the other ignition secondary coil 17 b when the energization to the ignition primary coil 17 a is cut off, and the high voltage current is struck from the spark plug 35.

  The timing for ON-controlling the energization of the ignition primary coil 17a is performed by the energization angle calculation means 20a, so as to ensure the energy that the spark plug 35 can ignite according to the operating state of the internal combustion engine and the battery voltage. Controlled at optimal timing.

  On the other hand, the timing (ignition position) at which the energization of the ignition primary coil 17a is turned off (shut off) is similarly controlled according to the operating state of the ignition timing calculation means 20b. According to the calculation by the energization angle calculation means 20a and the ignition timing calculation means 20b, the drive power switch 17c is controlled to be turned on and off to perform optimum ignition control.

  The timing for energizing and de-energizing the ignition coil 17 is determined at a desired timing based on the measurement result of the rotational position of the internal combustion engine 1 measured by the crankshaft sensor 16. The detailed relationship between the crankshaft sensor 16 and the ignition control will be described later with reference to FIG.

  Next, the energization time monitoring means 20c monitors the energization time from the time when the ignition coil 17 is energized when performing the ignition control, and the ignition control is not performed even when the monitoring time is reached. Performs a process of performing forced ignition without waiting for the ignition timing timing by the ignition timing calculating means 20b. Thus, even when a defect or failure occurs in the crankshaft sensor 16 that measures the timing of the ignition timing, the ignition is performed reliably and within an appropriate range.

  FIG. 3 shows an example of the ignition control operation based on the camshaft sensor signal generated by the camshaft sensor (not shown) and the crankshaft sensor 16 and the crankshaft sensor signal.

  Cylinder discrimination is performed by a camshaft sensor signal that outputs a different signal for each cylinder of the internal combustion engine 1, and the rotational position of the internal combustion engine is detected by a crankshaft sensor signal.

  Further, a crank angle reference position (REF) signal for each cylinder, which is a base point for performing angle control for each cylinder of the internal combustion engine 1, is a combination of the cam shaft sensor and the crank shaft sensor, or the cam shaft sensor. It may be generated by providing another sensor dedicated to the signal position based on only the crank angle reference position (REF).

  In order to ignite each cylinder using the above-mentioned means for detecting the cylinder and the rotational position of the internal combustion engine, such as a camshaft sensor and a crankshaft sensor, energization control to the ignition coil 17 provided in each cylinder is performed. To do this, the number of inputs of the crankshaft sensor is counted using the crank angle reference position (REF) for each cylinder as a base point, and the timing of energization and ignition is measured and determined. In addition, the cylinder to be energized and ignited may be distributed based on the cylinder discrimination value. In FIG. 3, for the sake of convenience, one cylinder signal is shown as a representative for the ignition signals prepared in the same number as the cylinders of the internal combustion engine 1.

  Here, the mounting positions of the camshaft sensor and the crankshaft sensor are not limited in the present embodiment as long as the cylinder discrimination and the crank angle can be detected. This embodiment will be described below using an example in which a camshaft sensor is mounted on a camshaft and a crankshaft sensor is mounted on a crankshaft for convenience of explanation.

FIG. 4 is a diagram showing an example of ignition control when the crankshaft sensor fails.
As shown in FIG. 3, the ignition control is performed at an optimum position by a camshaft sensor for cylinder discrimination and a crankshaft sensor for angle detection. However, as shown in FIG. 4, when ignition energization control is performed and the crankshaft sensor signal fails and the crankshaft angle cannot be detected before ignition control is performed, the timing of the ignition position is generated. Therefore, the energized state continues to the ignition coil of the corresponding cylinder. In FIG. 4, the ignition control state in the present embodiment is shown separately for the solid line and the dotted line. That is, the case where the crankshaft sensor is in a normal state is indicated by a dotted line, and the case where the crankshaft sensor is broken is indicated by a solid line (a portion in FIG. 4).

  FIG. 5 is a diagram showing a relationship between the energization time to the ignition primary coil 17a and the current flowing to the ignition coil 17. The current flowing through the ignition coil 17 is determined by the power supply voltage, line resistance, inductance, and energization time. From the start of energization, the current flowing to the ignition primary coil 17a from the above relationship grows with the length of the energization time and becomes a constant value at a predetermined value. However, the larger the value of the current flowing to the ignition coil 17 is, the more heat generation of the ignition coil 17 is promoted. If the energization time is continued for a long time, the ignition coil 17 generates heat and causes thermal damage to the ignition coil 17. End up.

  FIG. 6 is a diagram showing the ignition position for each stroke of the internal combustion engine 1. In the case of pattern 1 (normal) shown in FIG. 6, ignition is performed in a desired compression stroke, and an optimum torque can be generated. Pattern 2 (ignition delay) is a case where the ignition position is delayed due to, for example, insufficient number of crankshaft signals or failure. In this case, unlike the pattern 1, the ignition position is controlled to be retarded from a desired position, so that a predetermined torque cannot be generated, resulting in deterioration of drivability.

  Next, pattern 3 (not ignited) is a case where ignition is not performed, for example, due to a failure (FIG. 4) in which a crank angle sensor signal is not generated. In this case, since the corresponding function is not ignited, not only torque is generated, but also the ignition coil 17 is thermally damaged as described above.

  FIG. 7 shows one embodiment corresponding to each pattern shown in FIG. The energization time is monitored with the energization of the ignition coil 17 as a starting point, and if energization continues even after a predetermined time TDWLLmax has elapsed, ignition is performed. Thus, by performing ignition within a predetermined range against torque fluctuation and thermal damage to the ignition coil 17 due to the ignition position deviation shown in pattern 2 and pattern 3 of FIG. 6, the ignition position is within the predetermined range. Thus, it is possible to reliably perform the torque fluctuation and the thermal damage to the ignition coil.

  FIG. 8 is a control flowchart showing an example of setting the energization time TDWLLmax shown in FIG. In step 81, the operating state of the internal combustion engine 1 is determined. In step 82, the conduction angle DWLL to the ignition coil 17 is calculated based on the operating state of the internal combustion engine 1 calculated in step 81.

  In step 83, based on the operating state of the internal combustion engine 1 calculated in step 81, an optimal ignition timing ADV is calculated from the fuel consumption and the generated torque of the internal combustion engine 1. In step 84, cam signal input processing and crank signal input processing are performed in order to determine a cylinder to be ignited based on the energization angle DWLL and the ignition timing ADV calculated in steps 82 and 83, and the energization and ignition are performed. Each timing is measured from the sensor signal. In step 88, the crank angle timing measured in step 85 and the cylinder of the internal combustion engine 1 that performs ignition are actually energized and ignited.

  On the other hand, in step 86, the predetermined time TWDLLmax shown in FIG. 7 is calculated. DWLLmax is calculated by adding the original energization angle DWLL calculated in step 82, the ignition timing change width DELADV, and the margin allowance KADV # (DWLLmax = DWLL + DELADV + KDV # (Equation (1))). Here, the margin allowance KADV # may be set in consideration of the detection response of the crankshaft signal and the crankshaft sensor mounting variation of the internal combustion engine. When the detection response of the crankshaft signal varies depending on the rotational speed of the internal combustion engine and the power supply voltage, the crankshaft signal detection response may be calculated based on the rotational speed or the power supply voltage.

  By performing such calculation, the DWLLmax is not advanced from the ignition position ADV calculated at step 83 and does not adversely affect normal ignition control. Can be done. In step 87, the angle calculated by DWLLmax in step 86 is converted into time, and processing for applying an upper limit value is performed. By setting DWLLmax (angle) to TWDLLmax (time) and obtaining ignition energization by time, it becomes possible to reliably perform time processing even if a crank angle sensor signal defect occurs.

  When the energization angle is converted into time, it is calculated based on the rotational speed of the internal combustion engine 1 because it varies depending on the rotational speed of the internal combustion engine 1 (TDWLLmax = DWLLmax / (6Ne)) Equation (2): (Ne is the rotational speed of the internal combustion engine). In addition, since the same effect can be obtained by calculating with a predetermined interval angle of the internal combustion engine (for example, the cycle of the reference position REF signal) instead of the rotation speed of the internal combustion engine 1, the calculation is performed using the predetermined angle signal cycle. May be.

  Next, the upper limit of the TWDLLmax calculated by the equation (2) is given by KMAX #. In this process, when the value calculated by the equation (2) is abnormally large, the energization time becomes long, and it becomes impossible to avoid thermal damage to the ignition coil 17. In order to avoid thermal damage to the ignition coil 17, the energization time required from the thermal damage of the ignition coil 17 may be set. Here, in step 87, the KAMX # value is set as a one-point constant. However, since the damage to the ignition coil 17 differs depending on the power supply voltage, the KMAX # value is set to increase the control accuracy. You may calculate using a power supply voltage.

  FIG. 9 shows an example of an ignition control operation in the case where noise or the like is mixed in the camshaft sensor and cylinder discrimination is erroneous. In the case where noise is mixed in a portion indicated as “mixed noise” with respect to the camshaft sensor signal shown at the uppermost end in FIG. 9, cylinder discrimination is erroneous, and energization is started for the wrong cylinder. It will be.

  In the example in FIG. 9, while the #n cylinder is a correct energized cylinder, energization is started to # n + 1 by cylinder detection error detection due to the noise. In this case, if ignition is performed on the # n + 1 cylinder, not only the drivability is deteriorated, but also depending on the erroneous detection value of the cylinder discrimination, so-called backfire or the like in which combustion wraps around the intake side of the internal combustion engine 1 Will be invited. Generally, when the cylinder discrimination is wrong, a means for not firing the wrong cylinder is taken.

  If the ignition control is performed during the time TWDLLmax shown in FIG. 8 in the case where such a cylinder discrimination error is detected, there is an adverse effect that the above-described drivability deterioration or backfire occurs. In order to avoid the adverse effect, it can be understood that it is not necessary to detect that the cylinder discrimination has been made in advance and to start energization if the cylinder discrimination is wrong.

  FIG. 10 shows an embodiment of means for not energizing when a cylinder discrimination is erroneously detected. In step 101, the timing of starting energizing the ignition coil 17 is determined. In step 102, when the energization start timing occurs in step 101, the energized cylinder value CYLDWL is updated based on the cylinder discrimination value.

  Here, the cylinder discrimination is performed at a predetermined crank angle (for example, BTDC 110 °) based on the signal form of the camshaft sensor, and the cylinder discrimination is not directly related to the present invention. Since the determination method is generally known, no detailed description will be given here.

  In step 103, the updated value of the energized cylinder value CYLDWL updated in step 102 is monitored. For example, when the order of the ignition energized cylinder of the internal combustion engine having four cylinders is # 1 → # 3 → # 4 → # 2, the CYLDWL update value is similarly updated as # 1 → # 3 → # 4 → # 2. If it is, it will be correct. If the updated value of the energized cylinder value CYLDWL in step 103 is correct, an energization start process is performed in step 104. If the updated value of the energized cylinder value CYLDWL in step 103 is incorrect (for example, the updated value of CYLDWL is # 1 → # 4: originally # 3 is correct after # 1, # 3 is correct) Even when the start timing comes, do not energize. As described above, when the correctness of the energized cylinder is determined in advance and an incorrect energized cylinder is determined, it is possible to avoid ignition at an abnormal position by not energizing.

  Next, an internal combustion engine ignition control apparatus according to a second embodiment of the present invention will be described. In the description of the ignition control device for the internal combustion engine of the second embodiment, the description of the same parts as those of the ignition control device for the internal combustion engine of the first embodiment is omitted, and the same components are denoted by the same reference numerals. explain.

  FIG. 11 shows another example of the ignition control operation based on the camshaft sensor signal and the crankshaft sensor signal generated by the camshaft sensor and the crankshaft sensor of the second embodiment. In order to control energization to the ignition coil 17 provided in each cylinder in order to ignite each cylinder using means for detecting the cylinder by the camshaft sensor and the crankshaft sensor and detecting the rotational position of the internal combustion engine. The number of inputs of the crankshaft sensor is counted using the crank angle reference position (REF) for each cylinder as a base point, and the energization timing and ignition timing (FADV) are measured and determined.

  FIG. 12 is a diagram showing an example of ignition control when the crankshaft sensor fails. When ignition energization control is performed and the crankshaft sensor signal fails and the crankshaft angle cannot be detected before ignition control is performed, the timing of the ignition position (FADV position) does not occur. The energized state continues (solid line) in the ignition coil of the corresponding cylinder.

  In FIG. 13, the ignition timing is monitored based on the reference position (REF) for setting the ignition timing, and if energization continues even after a predetermined time TADVmax has elapsed, ignition is performed. As a result, with respect to torque fluctuation and thermal damage to the ignition coil due to the ignition position deviation shown in pattern 2 and pattern 3 in FIG. 6, a large deviation from the original ignition position (FADV) does not occur. By performing ignition within the range, both torque fluctuation and thermal damage to the ignition coil can be avoided.

  FIG. 14 shows a control flow for setting another ignition timing TADVmax shown in FIG. In step 81, the operating state of the internal combustion engine is determined. In step 82, a conduction angle DWLL to the ignition coil is calculated based on the operating state of the internal combustion engine obtained in step 81. In step 83, based on the operating state of the internal combustion engine obtained in step 81, an optimal ignition timing ADV is calculated from the fuel consumption and the generated torque of the internal combustion engine. In step 84, in order to actually set the ignition timing with respect to the ignition timing ADV obtained in step 83, the ignition timing FADV from the reference position (REF) serving as a control base point is calculated. Here, FADV = REF position−ADV.

  In step 85, cam signal input processing and crank signal input processing are performed in order to determine the cylinder to be ignited based on the energization angle DWLL and ignition timing FADV calculated in steps 82 and 84. Each timing is measured from the sensor signal. In step 89, the crank angle timing measured in step 86 and the cylinder of the internal combustion engine that performs ignition are actually energized and ignited. In step 87, TADVmax shown in FIG. 13 is calculated. TADVmax is calculated by adding the original ignition timing FADV from the reference position (REF) calculated in step 84, the ignition timing change width DELADV, and the margin allowance KADV # (ADVmax = FADV + DELADV + KDV #) (formula (3)). To do. Here, the margin KADV # may be set in consideration of the detection response of the crankshaft signal, the variation in the crankshaft sensor mounting of the internal combustion engine, and the fluctuation in the rotational speed of the internal combustion engine. When the detection response of the crank signal varies depending on the rotational speed of the internal combustion engine and the power supply voltage, it may be calculated from the rotational speed or the power supply voltage.

  By performing such calculations, the ADVmax is not advanced from the position ignited by the original ignition timing FADV calculated in step 84, so that normal ignition control is not adversely affected. Can be. In step 88, the angle ADVmax calculated in step 87 is converted into time and an upper limit value is applied. By setting the ADVmax (angle) to TADVmax (time) and obtaining the ignition energization by time, it is possible to reliably perform time processing even if a defect or the like of the crank angle sensor signal occurs. When the energization angle is converted into time, it is calculated based on the number of revolutions of the internal combustion engine because it varies depending on the number of revolutions of the internal combustion period (TADVmax = ADVmax / (6Ne) (4): where Ne Is the rotational speed of the internal combustion engine). Next, the upper limit of TADVmax calculated by the equation (4) is given by KMAX #. In this process, when the value calculated by the equation (4) is abnormally large, the energization time becomes long and thermal damage to the ignition coil cannot be avoided. In order to avoid thermal damage to the ignition coil, the energization time required from the thermal damage of the ignition coil may be set. Here, in step 87, it is shown that the KAMX # value is set as a one-point constant. However, since the damage to the ignition coil differs depending on the power supply voltage, the KMAX # value is set to the power supply voltage for the purpose of improving control accuracy. You may calculate using.

  FIG. 15 shows an example of an ignition control operation in the case where noise or the like is mixed in the camshaft sensor and cylinder discrimination is erroneous. If ignition control is performed during the TADVmax time shown in FIG. 14 in the case of such erroneous cylinder discrimination detection, there is an adverse effect that the above-described drivability deterioration or backfire occurs. In order to avoid the adverse effect, it is only necessary to detect in advance that the cylinder has been misidentified and to start energization if the cylinder has been misidentified.

  The two embodiments of the present invention have been described in detail above. However, the present invention is not limited to the above-described embodiments, and various designs can be made without departing from the spirit of the present invention described in the claims. Can be changed.

The control system block diagram of the internal combustion engine containing the ignition control apparatus of the internal combustion engine of 1st embodiment of this invention. The figure which shows the specific structure of the ignition control apparatus of the internal combustion engine of FIG. The figure which showed the ignition control operation | movement based on the signal of the camshaft sensor and crankshaft sensor of the ignition control apparatus of the internal combustion engine of FIG. 2, and the signal. The figure which showed the ignition control operation when a crankshaft sensor fails in the ignition control operation in FIG. The figure which showed the relationship between the electricity supply time to the primary side coil of the ignition coil of FIG. 2, and the electric current of an ignition coil. The figure which showed the ignition position with respect to each stroke of the internal combustion engine in the ignition control apparatus of FIG. The figure which shows the ignition position corresponding to the pattern 3 shown in FIG. The flowchart of the setting of time TDWLLmax which monitors energization in the ignition control apparatus of the internal combustion engine of FIG. The figure which shows an example of ignition control operation | movement when noise etc. mix in the cam shaft sensor in the ignition control apparatus of the internal combustion engine of FIG. 2, and cylinder discrimination | determination is mistaken. FIG. 10 is a control flowchart of control for not energizing the ignition control device of the internal combustion engine when the cylinder discrimination of FIG. 9 is erroneously detected. The figure which showed the ignition control operation | movement based on the signal of the camshaft sensor and crankshaft sensor of the ignition control apparatus of the internal combustion engine of 2nd embodiment of this invention, and its signal. The figure which showed the ignition control operation when a crankshaft sensor fails in the ignition control operation of the ignition control apparatus of the internal combustion engine of FIG. The figure which shows the separate ignition position (energization interruption | blocking) corresponding to the pattern by which the electricity supply of the ignition control apparatus of the internal combustion engine of FIG. 11 is not interrupted | blocked. FIG. 12 is a flowchart for setting a time TADVmax for monitoring energization (ignition timing) in the ignition control device of the internal combustion engine of FIG. 11; The figure which shows an example of ignition control operation | movement when noise etc. mix in the cam shaft sensor in the ignition control apparatus of the internal combustion engine of FIG. 2, and cylinder discrimination | determination is mistaken.

Explanation of symbols

  DESCRIPTION OF SYMBOLS 1 ... Internal combustion engine, 13 ... Fuel injection valve, 15 ... Control apparatus, 17 ... Ignition coil, 17a ... Ignition primary coil, 17b ... Ignition secondary coil, 20a ... Energization angle calculation means, 20b ... Ignition timing calculation means, 20c ... Energization time monitoring means. 26 ... Ignition control means (CPU), 27 ... Ignition circuit, 30 ... Battery power supply, 44 ... Relay

Claims (3)

Performs energization to the point fire coil, based on a signal from the crankshaft sensor energization state after maintaining a predetermined energizing time, a ignition timing control apparatus for an internal combustion engine which performs ignition by blocking the energized state,
The ignition timing control device has energization time monitoring means for monitoring the energization time in the energized state , and when a defect occurs in the signal of the crankshaft sensor, the energization time monitoring means predetermined energization time monitoring time obtained by adding a predetermined value when is exceeded, the ignition timing control apparatus for an internal combustion engine and performing ignition by blocking the energization. The predetermined energization time is obtained by converting an energization angle to the ignition coil into time, and the predetermined value is obtained by converting a change width of an ignition timing into time. Ignition timing control device for internal combustion engine . The ignition timing control device for an internal combustion engine according to claim 1 , wherein the monitoring time has an upper limit value .

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