JPH02221680A - Ignition time control device for internal combustion engine - Google Patents

Abstract

PURPOSE:To enable the exhibition of satisfactory accelerating feeling at the time of start by correcting a basic ignition time set according to the operating state, based on an ignition time correction quantity set according to the rotation increasing rate of an engine. CONSTITUTION:The output signals of detecting means such as an air flow sensor 24, an inlet air temperature sensor 25, a knock sensor 28, a water temperature sensor 29, and a crank angle sensor 31 are inputted to an electronic control unit 34 to set a basic ignition time according to the engine operating state. At the time of accelerating and starting operations, a transient basic advance quantity AB is read from ROM, based on the multiplication of the engine speed deviation per stroke with the engine speed at that time, namely, engine speed changing rate. The correction accompanied by each change of engine speed, intake charging efficiency, exhaust temperature, and throttle opening changing rate is conducted to the transient basic advance quantity AB to calculate a transient advance quantity AF, the basic ignition time is corrected by this transient advance quantity AF, and the ignition operation is controlled according to the ignition time after correction.

Description

[Detailed Description of the Invention] <Industrial Application Field> The present invention is directed to an ignition system for a spark-ignition internal combustion engine that is intended to increase the output torque and improve the acceleration feeling without deteriorating the fuel consumption rate during vehicle acceleration. This invention relates to a timing control device.

<Prior art> The ignition timing of a spark-ignition internal combustion engine (hereinafter simply referred to as the engine) that uses gasoline or the like as a fuel depends on the functions and characteristics required of the vehicle in which this engine is installed. A preset value is selected based on the air amount, rotation speed, etc. In general, an air flow sensor detects the intake air amount of an engine from a basic ignition timing map that is preset based on the intake air filling efficiency obtained by dividing the engine's intake air amount by the engine rotation speed and the engine rotation speed. The basic ignition timing is determined based on the detection results by the crank angle sensor that detects the rotational speed of the engine, and corrections are made to this basic ignition timing in accordance with, for example, changes in intake air temperature. Ignition means such as spark plugs and ignition coils are activated based on the ignition timing.

By the way, normal combustion in the combustion chamber of an engine progresses by igniting a portion of the air-fuel mixture with a spark provided by a spark plug, and the flame propagates within the air-fuel mixture, but knocking occurs when the unburned portion of the mixture ignites. This occurs because part or all of the gas self-ignites and burns all at once without waiting for flame propagation due to the temperature rise due to compression. Due to this sudden combustion, the pressure inside the combustion chamber rises rapidly and the pressure waves propagate, causing damage to various parts of the engine. Since it causes mechanical vibrations and overheating of spark plugs, pistons, etc., knocking can be said to be one of the most harmful phenomena to an engine.

The ignition timing (hereinafter referred to as MBT) at which the maximum torque can be extracted from the engine is close to the conditions that cause knocking, so when the vehicle is accelerating, where knocking is particularly likely to occur in combination with other factors. In this case, the ignition timing was set to MB on purpose.
The current situation is that it is slower than T.

<Problems to be Solved by the Invention> When a vehicle starts or accelerates while running, the combustion conditions within the combustion chamber change over time and knocking tends to occur. engine ignition timing,
The intake air filling efficiency obtained by dividing the intake air amount of the engine by the engine speed and the engine speed are equal to or later than the basic ignition timing set in advance.

Normally, the basic ignition timing is often set to the retarded side than the MBT in anticipation of safety against knocking.
Therefore, when the vehicle starts or accelerates while running, sufficient output torque cannot be obtained against the driver's will, and the acceleration feeling cannot be said to be very good. This kind of poor acceleration feeling has been particularly pointed out when starting a vehicle equipped with an automatic transmission that uses a torque converter, and some measures have been taken to obtain a good acceleration feeling without causing knocking. is desired.

Means for Solving the Problems> When a vehicle starts or accelerates while running, the amount of fuel flowing into the combustion chamber of the engine increases rapidly compared to the state before starting or accelerating. In this case, the proportion of exhaust gas remaining in the combustion chamber immediately before starting or accelerating is smaller than the proportion of exhaust gas remaining in the combustion chamber during starting or accelerating, and knocking is likely to occur at the instant of starting or accelerating.

In addition, when a large amount of fuel is fed into the combustion chamber in a short period of time, the easily vaporized components of the fuel are fed into the combustion chamber first, and then the remaining components are fed into the combustion chamber. becomes. Normally, the octane number of easily vaporized components in fuel is lower than the octane number of this fuel, and therefore, at the moment of start or acceleration, the easily vaporized components of the fuel will participate in combustion first, making knocking more likely. It is.

The ignition timing control device for an internal combustion engine according to the present invention has been made in view of the above knowledge, and includes a basic ignition timing setting means for setting a basic ignition timing according to the operating state of the spark ignition internal combustion engine, and correction amount setting means for setting an ignition timing correction amount so that the ignition timing is further advanced with respect to the basic ignition timing according to the engine speed increase rate, and the spark ignition based on the basic ignition timing and the ignition timing correction amount. and control means for operating the ignition means of the internal combustion engine.

In this case, in order to reliably prevent knocking that occurs at the instant of start or acceleration, the control means operates the ignition means of the spark ignition internal combustion engine based on the basic ignition timing and sets the correction amount. It is preferable that the ignition means is operated based on the ignition timing correction amount after a certain period of time after the output of the ignition timing correction amount by the means.

Function> When the spark ignition internal combustion engine is in an operating state where the rotation rate is low or the rotation is decreasing, the control means controls the ignition means based on the basic ignition timing set by the basic ignition timing setting means. Activate it.

On the other hand, when the spark ignition internal combustion engine has a large speed increase rate when starting or accelerating while driving, the correction amount setting means sets the ignition timing correction amount according to the speed rise rate of the spark ignition internal combustion engine, and this ignition timing correction The control means operates the ignition means so that the ignition timing is advanced by the same amount as the basic ignition timing before the speed increase. In this case, the basic ignition timing is generally later than the MBT, so by adding the ignition timing correction amount to the basic ignition timing, the ignition timing will be the same as the MBT or closer to the MBT than the basic ignition timing. The output torque is increased to the same extent as the maximum torque of this spark-ignition internal combustion engine.

At the instant of start or acceleration when the ignition timing correction amount from the correction amount setting means is output to the control means, the low octane number and easily vaporized components in the fuel are first sent into the combustion chamber of the spark-ignition internal combustion engine and are combusted. Since the proportion of exhaust gas remaining in the room is small, knocking is more likely to occur. Therefore, the control means does not add the ignition timing correction amount to the basic ignition timing at the instant of starting or acceleration, and the control means controls the ignition means so that the ignition timing advances a certain period of time after this ignition timing correction amount is output to the control means. Activate. At this time, high-octane components of the fuel are being fed into the combustion chamber, and the proportion of exhaust gas remaining in the combustion chamber is also higher than at the moment of start or acceleration, so knocking will not occur even if the ignition timing is advanced. Hard to occur.

Embodiment Example The ignition control device for an Inuka Irohan internal combustion engine according to the present invention was applied to a knocking sensor (hereinafter referred to as
As shown in FIG. 2, which schematically shows the structure of an embodiment applied to a device having a knock sensor, an engine 11 has an intake passage communicating with a combustion chamber 14 through an intake valve 12 and an exhaust valve 13. 15 and an exhaust passage 16, and the intake passage 15 is provided with an air cleaner 17, a throttle valve 18, and a solenoid-driven fuel injection valve 19 in this order from the upstream side. It should be noted that the fuel injection valve 19 of this embodiment (intake passage 1 corresponding to the number of cylinders of the engine 11)
A so-called multi-point system is used, with four intake manifolds installed at the intake manifold.

The spark plug 20 facing each combustion chamber 14 has an ignition coil 21
When the power transistor 22 is turned off, a high voltage is generated in the ignition coil 21, and one of the four spark plugs 20 discharges a spark, while the power The ignition coil 2 is turned on by the ON operation of the transistor 22.
1 starts charging. The ignition plug 20, ignition coil 21, power transistor 22, distributor 23, etc. constitute the ignition means of the present invention.

Therefore, in the normal operating state of the engine 11, the intake passage 1 is
The air sucked into the combustion chamber 1 is mixed with the fuel injected from the fuel injection valve 19 so as to have an appropriate air-fuel ratio.
4, this air-fuel mixture is ignited and burned by the spark plug 20,
The gas becomes exhaust gas and is discharged from the exhaust passage 16.

In order to maintain a good operating condition of the engine 11 during starting and acceleration, various sensors are provided in this embodiment, and the ignition timing of the spark plug 20 is controlled based on detection signals from these sensors. Specifically, an air flow sensor 24 such as a Karman flow meter that detects the amount of intake air sent into the combustion chamber 14 and an intake air temperature sensor 25 that detects the temperature of this intake air are incorporated into the air cleaner 17, and the throttle The valve 18 is provided with a throttle position sensor 26, which is a potentiometer that detects the opening degree of the throttle valve 18, and an idle switch 27, which detects whether or not an accelerator pedal (not shown) is operated. Additionally, the machine @11 is equipped with a knock sensor 28 that detects the occurrence of knocking based on the vibration of the cylinder block.
Furthermore, a water temperature sensor 29 detects the temperature of the cooling water of the engine 11.
is provided. In order to indirectly detect the temperature inside the combustion chamber 14 from the temperature of the exhaust gas, an exhaust temperature sensor 3
0 is installed in the exhaust passage 16 near the combustion chamber 14. In addition, a crank angle sensor 3 that detects the crank angle phase of each cylinder of the engine 11 is installed in the distributor 23.
1 and a TDC sensor 32 that detects the compression top dead center position in the preset first cylinder of the four cylinders, and the select lever of the automatic transmission (not shown) is set to the parking position. (P) or (yo neutral)
An inhibitor switch 33 is provided to detect whether or not N) is selected.

Detection signals from these sensors 24 to 26, 28 to 32 and on/off signals from switches 27 and 33 (:, respectively, are input to an electronic if and in! ill unit (hereinafter referred to as ECU) 34. Here, in this embodiment, the detection signal from the knock sensor 28 is taken into the knock determination circuit 35, and the detection signal is taken into the knock determination circuit 35, and the detection signal is processed to correspond to the difference between the peak vibration caused by the occurrence of knocking and the average value of the vibration generated in the cylinder block of the machine vjll. The voltage detected by this knock judgment circuit 3
5 to the ECU 34 so that learning control for knocking can be performed.

As shown in FIG. 3, which shows the schematic structure of the ECU 34, the EC
The main part of U34 is an arithmetic unit (hereinafter referred to as CP).
36 (referred to as U). The CPU 36 of B includes an intake air temperature sensor 25 and a throttle position sensor 2.
6, the water temperature sensor 29, and the exhaust temperature sensor 30, and the output signal from the knock determination circuit 35,
interface 37 and A/D converter 38 respectively
In addition, on/off signals from the idle switch 27 and inhibitor switch 33 are input via the interface 39, and detection signals from the air flow sensor 24, crank angle sensor 31, and TDC sensor 32 are input directly. It has become. Furthermore, this CP
U36 has a ROM 40 that stores fixed value data such as the basic advance angle amount T8 determined by the rotational speed N of the engine 11 and the intake air filling efficiency A/N, and various program data, and performs learning control of the engine 11 against knocking, etc. A RAM 41 whose data can be updated and sequentially rewritten is connected, and data for ignition timing control is exchanged between these ROM 40 and RAM 41 and the CPU 36.

On the other hand, an ignition timing control signal is output from the CPU 36 to the power transistor 22 via the ignition driver 42.
Sparks are sequentially generated from the power transistor 22 to the four spark plugs 20 via the ignition coil 21 and the distributor 23.

As shown in FIG. 4, which schematically shows the structure of the ignition driver 42, the ignition driver 42 of this embodiment receives the signal from the crank angle sensor 31 every 180 degrees (corresponding to one stroke of each cylinder of Ia engine 11) via the CPU 36. A pair of flip-flops 43 and 44 each receive a rotation pulse signal from a crank (not shown), and these flip-flops 43 and 4
40 output and a pair of AND gates 46 and 47 each receiving a clock built into the ignition driver 42 or from the four-way generator 45, and a countdown of a preset value M1 input from the CPU 36 with a signal from one AND gate 46. The CPU 3 receives signals from the first preset counter 48 and the other AND gate 47.
a second nib reset counter 49 that counts down the preset value M2 input from 6, and the preset value M1
When the count reaches zero, the first preset counter 4
8, and a flip-flop 50 that is set by a pulse signal output from the nib reset counter 49 when the preset value M2 counts up to zero. In other words,
The power transistor 22 is turned off by the reset signal from the flip-flop 50, and the power transistor 22 is turned on by the set signal, so the first preset counter 48 determines the timing of the ignition timing.
Each of the second nib reset counters 49 has a function of determining the charging timing of the ignition coil 21. in this case,
Since charging is generally performed after ignition, the preset value is set to be lower than the preset value M1 so that the first preset counter 48 first outputs a pulse signal, and then the second nib reset counter 49 outputs a pulse signal. The value M2 is set larger.

As shown in FIG. 1 showing a control block for ignition timing in this embodiment and FIG. 5 showing its main routine, in this embodiment, air flow sensor 24, crank angle sensor 31, water temperature sensor 29 and intake temperature The basic advance amount TB is calculated based on the detection signal of the air flow sensor 24.
Based on the detection signals from the crank angle sensor 31, exhaust temperature sensor 30, throttle position sensor 26, and knock sensor 38, a transient advance amount A is calculated, and this transient advance angle fiAF is added to the basic advance amount T8. The required correction advance angle amount TF is given to the ignition driver 42.

Apart from this ignition timing control, there is also the ``crank angle sensor interrupt'' shown in Figure 6 and the rlOms timer process shown in Figure 7.
A routine is being executed.

In the "crank angle sensor interrupt" shown in FIG. 6, the engine 1
The time required for one stroke of each cylinder is calculated, and based on this, the engine rotation speed N and the difference ΔN between this engine rotation speed N and the previous engine rotation speed are calculated, and these ΔN and the engine rotation speed are calculated. N and Gage are combined and further intake air filling efficiency A/N
is calculated. When knocking occurs in the engine 11, the knock sensor 28 sends a signal to the knock determination circuit 35.
A knock control amount (retard amount) RK is calculated according to the magnitude of the signal output through When the knock control amount R corresponding to the magnitude of is less than the preset constant a, the knock learning value is set to 7 and the value obtained by subtracting the preset constant β1 from the previous knock learning value (
However, when the knock control amount RK is larger than the constant a, the knock learning value KK is set to the value obtained by adding a preset constant β2 to the previous learning value (however, in this embodiment, the knock learning value KK is set to 10 (as below).

On the other hand, in the "r 10 ms timer process" shown in FIG.
The following processing is performed every 10 milliseconds.

First, the difference Δθ in throttle opening between the previous time and the current time is calculated based on the detection signal from the throttle body exhaust sensor 26. Then, this throttle opening difference Δθ is RA
Store dθ in M41 as a new 11 and store it in RAM41 as a new 11, and conversely, subtract a preset constant γ from the difference Δθ in throttle opening and store it in RAM as a new value.
41 to store it. In this way, peak hold and tailing are performed, but when the difference Δθ in the throttle opening is greater than zero, that is, when the vehicle is accelerating, the counter C is initialized to a preset constant C. Start countdown of C0.

The basic advance amount T8 uses the calculation results of the engine speed N and intake air filling efficiency A/N performed in the "crank angle interrupt", and is based on the advance from the advance angle map 51 in the ROM 40 set in advance. Based on the detection signal from the water temperature sensor 29, the preset water temperature correction amount in the ROM 40 is read out and added to the water temperature sensor 29, and then air is taken in. This is combined with the intake air filling efficiency A/N, which varies in accordance with the load of the vehicle. The correction coefficient set in advance in the ROM 40 based on is multiplied by ' and then subtracted from the value ^/N ahead. In other words, the higher the temperature of the cooling water, the higher the temperature in the combustion chamber 14 and the higher the probability of knocking, so the higher the output voltage from the water temperature sensor 29 (the lower the water temperature), the greater the advance amount will be added. On the other hand, in low and high intake temperature regions, the timing is retarded to prevent knocking, but in the case of intermediate intake temperatures, the retard amount is set to zero, and the appropriate basic advance amount - is being calculated.

Next, if the vehicle is accelerated or started while driving,
The transient basic advance amount A is based on the product of the engine speed deviation ΔN per stroke 9 performed by the "crank angle sensor interrupt" and the engine speed N at this time, that is, the engine speed change rate.
8 is read from the ROM 40. As shown in FIG. 8, which shows an example of the relationship between the acceleration state of the vehicle and the engine speed change rate, the engine speed change rate tends to increase rapidly after the vehicle starts accelerating. As shown in Figure 9, which shows the relationship between the change rate of the engine speed and the transient basic advance amount, the larger the engine speed change rate is, the less likely knocking will occur. tends to increase. A dead zone is also set to prevent hunting.

In this embodiment, this transient basic advance amount is corrected in accordance with changes in engine speed N, intake air charging efficiency A/N, dθ, exhaust temperature and throttle opening change rate -dt, and correction by knock learning. , the amount of transient advance angle is calculated.

First, in low or high engine speed ranges, the basic advance amount - is set close to MBT, so there is not much effect of advancing the angle, and the advance amount may become excessive due to misjudgment. Since knocking is likely to occur when , this is multiplied by the transient basic advance angle amount.

Next, the intake air filling correction coefficient K as shown in FIG. 11 is read out from the ^/N ROM 40 according to the level of the intake air filling efficiency A/N,
Multiply N to the transient basic advance angle amount. This is because the basic advance amount - is set close to MBT in the region where the intake air filling efficiency A/N is low, so there is no effect of advance, and in the high load region of the engine 11, the maximum torque is not generated. Depends on what is desirable.

Then, the temperature inside the combustion chamber 14 is estimated from the exhaust temperature sensor 30, and when the temperature inside the combustion chamber 14 is high, knocking is likely to occur, and damage to the engine 11 due to high temperature is prevented. Based on the detection signal from the exhaust temperature sensor 30, the first
The exhaust temperature correction coefficient KE as shown in FIG. 2 is read out and multiplied by the transient basic advance angle amount A.

Furthermore, if the engine speed N changes for some reason while the idle switch 27 is off or the opening of the throttle valve 8 does not change, it will be mistakenly determined to be accelerating, so r
Based on the throttle opening change dθ calculated by the 10 ms timer process, the first
The correction coefficient Kd# associated with the throttle opening change rate TT' as shown in FIG. 4 is read out and multiplied by the transient basic advance angle amount. Normally, the rate of change of dθ throttle opening during acceleration generally changes as shown in Figure 13. Therefore, peak hold and tailing operations are performed for the difference Δθ in throttle opening between the previous and current times. By performing ``rl, 0mg timer processing'', during dθ acceleration, the throttle opening change factor v and the accompanying correction coefficient K
When da' is rapidly increased and, conversely, the change in throttle opening is small, the correction coefficient Kd# of B is gradually decreased in order to improve the acceleration feeling. In this case, as is clear from FIG. 14, hunting can be prevented because a dead zone is provided and the correction coefficient Kd# is multiplied only when the throttle opening changes by a predetermined amount or more.

In this embodiment, each correction coefficient is t KA/N# k”y
I tried to read PKd6 etc. from ROM40, but C
The calculation may be performed by the PU 36.

In this way, the correction amount setting means 52 surrounded by the dashed line in FIG. 1 sets the above-mentioned correction coefficients to the transient basic advance angle amount as follows.

The knock learning value 4 calculated in the "crank angle sensor interrupt" is subtracted from the product multiplied by Kdo, and this is calculated as the transient advance angle amount. Then, when the counter C, which is set at the same time as starting or accelerating in "rlomg timer processing", completes its countdown, the transient advance angle amount is added to the basic advance angle amount T8 calculated earlier, and the percentage is corrected. The advance angle amount η is determined. In this way, in this embodiment, the transient advance angle amount A is not output at the same time as the start or acceleration, but after a certain period of time, the transient advance angle amount AF is outputted to further advance the basic advance angle amount TB. This makes it possible to prevent knocking, which tends to occur at the moment of start or acceleration.

Furthermore, although an automatic transmission is used in this embodiment, in the case of a built-in manual transmission, the engine rotational speed N fluctuates during a gear change operation, so if this continues, there is a risk of erroneous advancement. Therefore, when the transmission passes through the neutral position due to the on/off signal from the inhibitor switch 33, it is effective not to add the transient advance amount - to the basic advance angle amount -. However, in a vehicle equipped with an automatic transmission as in this embodiment, there is no problem even if the inhibitor switch 33 is omitted.

On the other hand, the MBT is read from the ROM 40 based on the intake air filling efficiency A/N calculated by the "crank angle sensor interrupt" and the detection signal from the crank angle sensor 31. Or determine whether it is small.

When the modified advance angle amount T is less than MBTfi, the knock learning transient advance amount A'p for knock learning m suppression is set to the previously calculated transient advance angle amount, and the "crank angle sensor interrupt" is performed. Calculate the knock learning value at . In addition, if the modified advance angle amount TP exceeds MBT, the modified advance angle amount η is replaced with MBT, and accordingly, the transient advance angle amount A'2 for knock learning is changed from MBT to the basic advance angle. The value obtained by subtracting the amount T8,
If this is not zero, the knock learning value is calculated. Note that if the knock learning transient advance angle amount A'1 is zero, the knock learning control is interrupted because the vehicle is not starting or accelerating.

“Crank angle sensor interrupt” in FIG. 15 and FIG. 6, which shows the relationship between knock learning value KK, knock control rIJJ amount R3, and transient advance amount during transient advance, that is, when the vehicle is accelerating. As shown in the routine, when the knock control amount exceeds a in the transient advance angle section, the knock learning value KK is increased to reduce the corrected advance amount) to prevent the occurrence of knocking. Conversely, when the knock control amount RK does not exceed a, the knock learning value KK is decreased and the modified advance angle amount T1 is increased to bring it closer to MBT, thereby increasing the output torque of the engine 11. The knock control amount RK is r 10 m
The line is subtracted by a fixed amount δ to zero in the s timer process (however, if knocking occurs again during this process,
Knock control 'J#, RK of corresponding magnitude is output again, and the knock learning value KK is updated to an appropriate value by the "crank angle sensor interrupt" and stored in the RAM 41.

In this way, after the corrected advance angle fkT is suppressed to be less than or equal to MBT, the knock control amount RK is subtracted and inputted to the timing control section 53, and the ignition driver 42 responds accordingly.
The ignition timing is controlled by the operation of the

In this embodiment, when there is a sudden change in the throttle opening such as when starting or accelerating while driving, or when there is a sudden change in the intake air filling efficiency, the counter Co does not immediately output the transient advance amount, and knocking occurs. This prevents the occurrence of knocking at the instant of easy start or acceleration while driving, but depending on the requirements for the vehicle, the counter Co may be omitted and the transient advance angle may be set at the instant of start or acceleration while driving. It is also possible to immediately output the amount ~ and advance the ignition timing to increase the output torque.

<Effects of the Invention> According to the ignition timing control device for an internal combustion engine of the present invention, the ignition means is operated so that the ignition timing advances to the vicinity of the MBT in accordance with the rotational increase rate of the spark-ignition internal combustion engine, so that the ignition timing is It is possible to obtain a good acceleration feeling even when a large output torque is required, such as when driving, and even in cases where a vehicle is equipped with an automatic transmission using a torque converter, it is possible to obtain a good acceleration feeling even when a large output torque is required. You can obtain sufficient acceleration power according to your ability.

In addition, when advancing the ignition timing, the ignition timing is not advanced at the moment of start or acceleration, when knocking is likely to occur, but is advanced after that, thereby preventing knocking, which has a negative impact on the engine and worsens ride comfort. without occurring,
It is possible to increase the output torque and improve the acceleration feeling.

[Brief explanation of the drawing]

FIG. 1 is a control block diagram of an embodiment according to the present invention, and FIG.
3 is a control block diagram of the electronic control unit, FIG. 4 is a control block diagram of the ignition driver, and FIG. 5 is a flowchart showing the main routine of this embodiment. , Fig. 6 is a flowchart showing the routine of "crank angle sensor interrupt", Fig. 7 is a flowchart showing the routine of "r 10 ms timer processing", and Fig. 8 is a flowchart showing the routine of "r 10 ms timer processing", and Fig. 8 shows the change in the engine speed change rate as the vehicle accelerates. 9 is a graph showing the relationship between the engine speed change rate and the transient basic advance amount A, and FIG. 10 is a graph showing the relationship between the engine speed N and the engine speed correction coefficient KN. Figure 11 is a graph showing the relationship between intake air filling efficiency A/N and intake air filling efficiency correction coefficient K, Figure 12 is a graph showing the relationship between exhaust temperature and exhaust air correction coefficient KE, and Figure 13 is a graph showing the relationship between exhaust gas temperature and exhaust air correction coefficient KE. 14 is a graph showing the relationship between the rate of change in throttle opening dθ and the accompanying correction coefficient Kdo, and FIG. It is a graph showing the correlation between the amount A, the knock control amount R, and the knock learning value. Also, in the figures, 11 is the engine, 14 is the combustion chamber, 1 and 8 are the throttle valves, 19 is the fuel injection valve, 20 is the spark plug,
21 is the ignition coil, 22 is the power transistor, 23
is the distributor, 24 is the air flow sensor, 25
is the intake air temperature sensor, 26 is the throttle position sensor,
27 is an idle switch, 28 is a knock sensor, 29 is a water temperature sensor, 30 is an exhaust temperature sensor, 31 is a crank angle sensor, 32 is a TDC sensor, 33 is an inhibitor switch, 34 is an electronic control unit, 35 is a knock determination circuit, 3
6 is an arithmetic unit, 40 is a ROM, 41 is a RAM, 42 is an ignition driver, 43, 44, 50 is a flip-flop, 4
5 is a clock generator, 46.47 is an AND gate, 48.49 is a preset counter, 52 is a correction amount setting means, and 53 is a timing control section. Further, - is the basic advance angle amount, ≦ is the transient basic advance angle amount, ≦ is the transient advance angle amount, l is the corrected advance angle amount, and A'F is the transient advance angle amount for knock learning.

Claims (2)

[Claims] (1) A basic ignition timing setting means for setting the basic ignition timing according to the operating condition of the spark ignition internal combustion engine, and a means for setting the ignition timing to further advance the ignition timing with respect to the basic ignition timing according to the speed increase rate of the spark ignition internal combustion engine. ignition timing control for an internal combustion engine, comprising: a correction amount setting means for setting an ignition timing correction amount; and a control means for operating an ignition means of the spark ignition internal combustion engine based on the basic ignition timing and the ignition timing correction amount. Device. (2) a basic ignition timing setting means for setting the basic ignition timing according to the operating state of the spark ignition internal combustion engine; and a basic ignition timing setting means for setting the ignition timing further with respect to the basic ignition timing according to the speed increase rate of the spark ignition internal combustion engine. a correction amount setting means for setting an ignition timing correction amount on the basis of the basic ignition timing; and a correction amount setting means for operating the ignition means of the spark ignition internal combustion engine based on the basic ignition timing, and a certain period of time after the output of the ignition timing correction amount by the correction amount setting means. An ignition timing control device for a spark ignition internal combustion engine, comprising a control device that operates the ignition means based on the ignition timing correction amount.