JPH0586947A - Control device for engine - Google Patents

Abstract

PURPOSE:To provide a control device for an engine which prevents the generation of soot at an ignition plug even when an fuel injection amount is increased, improves combustibility of fuel-air mixture throughout the whole of a combustion stroke, and sufficiently increases an engine output. CONSTITUTION:In an ignition device B of an engine CE wherein a full transistor type igniter 11 and a capacitor type discharge type igniter 13 are arranged in juxtaposition, a control unit 10 to set an increase ratio of a fuel injection amount to a value higher than that when only the one igniter is used when ignition is effected by using two igniters 11 and 13 during given low rotation, and set an advancing amount of an ignition timing to a high value is provided.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an engine control device provided with a full-transistor ignition device and a capacitor discharge ignition device in parallel.

[0002]

2. Description of the Related Art An ignition coil in which a high voltage secondary voltage is induced in a secondary coil due to a change in current in a primary coil, and a secondary voltage induced in the secondary coil are distributed to each cylinder at a predetermined timing. 2. Description of the Related Art An engine ignition device provided with a distributor and a spark plug that receives a secondary voltage distributed from the distributor to generate spark discharge and ignite an air-fuel mixture by the spark is conventionally known.

As one of the engine ignition devices, for example, the primary coil is basically energized,
A full-transistor ignition device is known in which a transistor is used to cut off the power supply to the primary coil in accordance with the ignition timing, thereby causing a current change in the primary coil (for example, Japanese Patent Laid-Open No. 1-242266). (See gazette). In such a full transistor ignition device,
Although the rise of the secondary voltage is relatively gradual, since the secondary voltage generation period is relatively long, there is an advantage that the combustibility of the air-fuel mixture can be enhanced over the entire combustion process.

By the way, generally, in a fuel injection type engine, the amount of fuel injection is increased in order to increase the engine output at the time of acceleration from a low speed region. When a full transistor type ignition device is used as the ignition device for such an engine, the air-fuel mixture becomes rich or fuel particles adhere to the plug when the fuel amount is increased. Since the voltage rises relatively slowly, there is a problem that misfire or smoldering of the spark plug is likely to occur.

[0005]

Therefore, the electric charge charged in the capacitor is discharged to the primary coil in accordance with the ignition timing to cause a current change in the primary coil.
It is conceivable to use a capacitor discharge type ignition device (for example, refer to Japanese Patent Laid-Open No. 64-92577) in which the secondary voltage rises quickly. However, in this capacitor discharge type ignition device, although the smoldering of the spark plug is prevented by the rapid rise of the secondary voltage, the secondary voltage generation period, that is, the spark discharge period, becomes relatively short, and therefore, in the middle of the combustion stroke. There is a problem that the combustibility of the air-fuel mixture is reduced.

Therefore, in the above fuel injection type engine, there are cases where it is not possible to sufficiently increase the amount of fuel due to restrictions on the ignition device side, and there is a problem that the engine output cannot be sufficiently increased. The present invention has been made to solve the above-mentioned conventional problems, and in a fuel injection engine, even if the fuel injection amount is increased at the time of acceleration from a low speed region, smoldering of the spark plug is prevented. An object of the present invention is to provide a control device for an engine, which does not generate the combustion gas, can improve the combustibility of the air-fuel mixture over the entire combustion stroke, and can sufficiently increase the engine output.

[0007]

In order to achieve the above object, the first invention is to turn off the transistor in accordance with the ignition timing and to cut off the energization to the primary coil of the ignition coil by this off operation. And a first ignition means for igniting with a high voltage induced in the secondary coil, and a capacitor is charged, and the electric charge charged in the capacitor is discharged to the primary coil of the ignition coil in accordance with the ignition timing. In an engine provided in parallel with a second ignition means for igniting with a high voltage caused by a secondary coil, the operation of one of the first and second ignition means is stopped depending on the operating state of the engine. Ignition control means for increasing the fuel supply amount when the engine is in a predetermined operating state, and fuel increasing means for increasing the fuel supply amount when the engine is in a predetermined operating state. In addition, when both the first and second ignition means are operating, the fuel amount increasing means corrects the fuel amount so as to increase the fuel amount more than when only one of the ignition means is operating. There is provided an engine control device comprising means.

According to a second aspect of the present invention, the transistor is turned off in accordance with the ignition timing, and the turn-off operation cuts off the power supply to the primary coil of the ignition coil, which is accompanied by a high voltage induced in the secondary coil. A first ignition means for igniting and a capacitor are charged, the electric charge charged in the capacitor is discharged to the primary coil of the ignition coil in accordance with the ignition timing, and the secondary coil is ignited at a high voltage. In the engine provided with the second ignition means in parallel, the ignition control means for stopping the operation of one of the first and second ignition means according to the operating state of the engine, and the first and second ignition means.
Provided is an engine control device, which is provided with advance control means for advancing the ignition timing when both the ignition means are operating as compared with when only one of the ignition means is operating. To do.

[0009]

EXAMPLES Examples of the present invention will be specifically described below.
As shown in FIG. 1, when the intake valve 1 is opened, the fuel injection engine CE sucks the air-fuel mixture from the intake port 2 into the combustion chamber 3, compresses the air-fuel mixture with the piston 4, and ignites it. The plug 5 ignites and burns, and the combustion gas is discharged from the exhaust port 7 when the exhaust valve 6 is opened. An intake passage 8 communicating with the intake port 2 for supplying air to the combustion chamber 3 is provided.
Is provided with a fuel injection valve 9 for injecting fuel into the intake air. Then, in a predetermined operating state such as during acceleration from the low speed region, the amount of fuel injected from the fuel injection valve 9 is increased as compared with the normal state, as will be described later.

Then, the ignition device B is connected to the engine CE.
Is provided. The ignition device B also includes the spark plug 5. The ignition device B is basically a secondary voltage induced in the first ignition coil 12 by a full-transistor igniter 11 (hereinafter, referred to as a full-traffic igniter) or a capacitor discharge according to a signal from the control unit 10. The secondary voltage induced in the second ignition coil 14 by the expression igniter 13 (hereinafter, referred to as CDI) is distributed to the spark plug 5 of a predetermined cylinder by the distributor 15 to generate spark discharge in the spark plug 5. , This spark ignites the mixture.

The full tiger type igniter 11 and the first
The first ignition system including the ignition coil 12, the distributor 15, and the ignition coil 5 corresponds to the first ignition means described in claims 1 and 2, and includes the CDI 13, the second ignition coil 14, the distributor 15, and the ignition plug. The second ignition system consisting of 5 and 5 corresponds to the second ignition means described in claims 1 and 2. Here, the first ignition system and the second ignition system
It is provided in parallel with the ignition system of No. 1, and as described later, according to a signal from the control unit 10,
Both ignition systems are operated together or only one of the ignition systems is operated according to the operating state of the engine CE.

The structure of each part of the ignition device B will be described below. The control unit 10 includes an ignition control circuit 28, a fuel injection control circuit 29, a waveform shaping circuit 30, and a backup circuit 31, each of which is a microcomputer. Here, the waveform shaping circuit 30
Receives a rotation speed signal N output from an electromagnetic pickup type crank angle sensor 34 and shapes the waveform of the rotation speed signal N. The ignition control circuit 28 includes a waveform shaping circuit 30.
The rotational speed signal N whose waveform is shaped by the first cylinder identification signal SGC output from the Hall type camshaft sensor 33
And the ignition timing signal IGT are output to the full-traffic igniter 11 or the CDI 13 or both igniters 11 and 13 based on the calculation result of the basic ignition timing and the ignition timing advance amount based on the rotation speed signal SGT. It is supposed to do. The engine speed Ne is calculated from the speed signal N. Here, the characteristics of the first cylinder identification signal SGC, the rotation speed signal SGT, and the rotation speed signal N with respect to the crank angle are as shown in FIGS. 6 (a), 6 (b), and 6 (c), respectively. The backup circuit 31 is provided to deal with a failure.

The full-traffic igniter 11 has a power transistor 17 whose collector is connected to the primary coil 12a of the first ignition coil 12, a drive circuit 18 for turning the power transistor 17 on and off, and a constant current circuit 19. It is composed of a lock prevention circuit 20, a failure detection circuit 21, and an electric resistance. Here, the drive circuit 18
Turns on the power transistor 17 when the IGT signal is not applied, and at this time, a current flows through the primary coil 12a of the first ignition coil 12. Then, when the IGT signal is applied, the power transistor 17 is turned off, and the current of the primary coil 12a is cut off. Then, a high voltage secondary voltage is induced in the secondary coil 12b due to the current change in the primary coil 12a. The constant current circuit 19 is provided to keep the current of the primary coil 12a constant when the power transistor is on, the lock prevention circuit 20 is provided to prevent a lock failure when the power transistor is on, and the failure detection circuit 21. Is provided to detect a failure of the full-traffic igniter 11. This full tiger igniter 1
The characteristic of the secondary voltage induced in the secondary coil 12b of the first ignition coil 12 by 1 with respect to time is, for example, a curve G ₂ in FIG. That is, the characteristics are such that the rising is gentle and the secondary voltage generation time is relatively long.

The CDI 13 has a capacitor 23 having one terminal connected to the primary coil 14a of the second ignition coil 14.
A DC / DC converter 25 for charging the capacitor 23, a thyristor 24, and a trigger circuit 26 for turning the thyristor 24 on and off. Here, when the IGT signal is not applied to the trigger circuit 26, the trigger circuit 26 turns off the thyristor 24, and at this time, the DC / DC converter 25 charges the capacitor 23. Then, the trigger circuit 26
When the GT signal is applied, the trigger circuit 26 turns on the thyristor 24, and the electric charge stored in the capacitor 23 at this time is discharged to the primary coil 14a.
Due to the change in the current of the primary coil 14a, the secondary coil 1
A high voltage secondary voltage is induced in 4b. Such CDI13
The characteristic of the secondary voltage induced in the secondary coil 14b of the second ignition coil 14 with respect to time is, for example, a curve G ₁ in FIG. That is, the characteristics are such that the rise is quick and the secondary voltage generation time is relatively short.

In the control unit 10, the engine water temperature Tw detected by the water temperature sensor 32, the SGC signal and SGT signal applied from the camshaft sensor 33, and the rotation speed signal N output from the crank angle sensor 34.
(Engine speed Ne), battery voltage Vb, intake air amount Q
Ignition control and fuel injection control are performed using a, etc. as control information. Hereinafter, the control method of the ignition control and the fuel injection control by the control unit 10 will be described according to the flowcharts shown in FIGS. In this ignition control and fuel injection control, basically, in a high rotation speed region where the engine speed Ne is equal to or higher than the first set value N ₀ , the time required for one cycle is short, and therefore the time required for each combustion stroke is also short. Therefore, the combustibility does not deteriorate even if the spark discharge time is short. Therefore, in the high rotation region where Ne ≧ N ₀ , only the CDI 13 is operated to ignite the air-fuel mixture. In the rotation range of Ne <N _0, the time required for one cycle is relatively long, and the combustibility is originally deteriorated. Therefore, the full-traffic igniter 11 is used.
And the CDI 13 are used to ignite the mixture. On the other hand, in the low rotation region where the engine speed Ne is less than the second set value N ₁ which is smaller than the first set value N ₀ , the fuel injection amount is increased and the ignition timing is advanced to increase the engine output. I am trying to let you.

When the control is started, first, step # 1
Then, the engine speed Ne, the intake air amount Qa, the battery voltage Vb, the engine water temperature Tw, etc. are read as control information. Next, at step # 2, it is determined whether or not the engine speed Ne is equal to or higher than the first set value N ₀ , and Ne <N _0.
If that is the case (NO), then in step # 3 it is compared / determined whether or not Ne is at least the second set value N ₁ . If Ne ≧ N ₀ (at high rotation speed), step # 20-
The high speed control routine of step # 25 is executed,
If N ₁ ≦ Ne <N ₀ (during middle rotation), the control routine for middle rotation at step # 4 to step # 19 is executed, and N
If e <N ₁ (at low rotation speed), the low rotation speed control routine of steps # 26 to # 36 is executed. In addition,
When both the igniters 11 and 13 are operating in the case where the low rotation speed control routine is executed, after this, steps # 14 to # 19 are further executed. The control method will be described below for each control routine.

(1) Control routine for middle rotation speed First, in step # 4, it is compared and judged whether or not the SGT signal is received, and if the SGT signal is not received (N
O), this step # 4 is repeatedly executed. When the SGT signal is received (YES), step # 5
Then, it is determined whether or not both the CDI failure flag F ₁ and the full-traffic igniter failure flag F ₂ are 0 (no failure). The flag F ₁ is a flag that is set to 1/0 in response to the presence / absence of a failure in the CDI 13, and F ₂ is 1/0 in response to the presence / absence of a failure in the full-traffic igniter 1.
This is a flag that is set.

If it is determined in step # 5 that F ₁ = F ₂ = 0 (YES), in step # 6 the ignition timing map 1 is calculated according to the engine speed Ne and the intake air amount Qa. The ignition timing is read, and flag F ₁ and flag F ₂ are read.
If at least one of these is determined to be 1,
(NO), in step # 7, the ignition timing is read from the ignition timing map 2 according to Ne and Qa. here,
The ignition timing map 2 is set to have characteristics such that the ignition timing has a normal value. On the other hand, the ignition timing map 1 is set to have a characteristic such that the ignition timing is retarded by a predetermined value from the normal value. In step # 6, EG
The I map (fuel injection amount map) reduces the fuel injection amount more than the EGI map for normal time.
Switch to I-map.

Next, at step # 8, it is compared whether or not the ignition timing has been reached. If the ignition timing has not been reached (NO), step # 8 is repeatedly executed. When the ignition timing is reached, step # 9
Then, it is determined whether or not the CDI failure flag F ₁ is 1. If F ₁ = 1 (YES), then CDI1
Since 3 is out of order, the IGT signal is output only to the full-traffic igniter 11 in step # 13 to stop the operation of the CDI 13. Then, the process returns to step # 1.

If it is determined in step # 9 that F ₁ = 0 (NO), it is compared and determined in step # 10 whether or not the full-traffic igniter failure flag F ₂ is 1, and F ₂
If = 1 (YES), it means that the full-traffic igniter 11 is out of order, so at step # 11, CDI1
The IGT signal is output only to 3, and the operation of the full-traffic igniter 11 is stopped. Then, the process returns to step # 1. If it is determined in step # 10 that F ₂ = 0 (NO), the full-traffic igniter 11 and the CDI 13
IGT signal is output to both, and both igniters 11 and 13
Operate.

In this case, a strong high-voltage secondary voltage with a quick rise caused by the CDI 13 causes a strong spark discharge in the spark plug 5, and no misfire or smoldering of the spark plug 5 occurs. Further, the full-traffic igniter makes the secondary voltage generation time relatively long, and the spark discharge time accordingly, so that the combustibility of the air-fuel mixture in the overall combustion process is enhanced. Further, since the ignition timing is set to the retard side from the normal value, the NOx generation amount is reduced and the emission performance is enhanced. Furthermore, since the fuel injection amount is reduced, fuel efficiency is improved while maintaining good combustibility. It should be noted that when one of the igniters fails, the ignition timing and the fuel injection amount are returned to the normal values, so that good combustibility is maintained even at the time of failure. After step # 12 is executed, the flags F ₁ and F ₂ are further processed in steps # 14 to # 19.
Will be updated.

That is, in step # 14, CDI1
Compare whether the failure signal IGf ₁ is output from 3
If it is determined that the failure signal IGf ₁ is output (YE
S), the CDI failure flag F _{1 is set} to 1 in step # 18. Subsequently, in step # 19, the EGI map is switched to the map for normal use, and thereafter the process returns to step # 1. If it is determined in step # 14 that the failure signal IGf ₁ is not output from the CDI ₁₃ (NO), then in step # 15 it is compared whether or not the failure signal IGf ₂ is output from the full-traffic igniter 11. If it is determined that the failure signal IGf ₂ is output (YES), the full-traffic igniter failure flag F _{2 is set} to 1 in step # 16.
Be beaten up. Subsequently, in step # 17, the EGI map is switched to the map for normal use, and thereafter the process returns to step # 1. If it is determined in step # 15 that the failure signal IGf ₂ is not output (NO), there is no failure in both igniters 11 and 13, so flag F ₁ and flag F ₂ are held at 0. Then, the process returns to step # 1.

(2) Control routine for high rotation speed First, in step # 20, it is compared and determined whether or not the SGT signal is received, and if the SGT signal is not received.
(NO), step # 20 is repeatedly executed. When the SGT signal is received (YES), step #
At 21, the ignition timing is read from the ignition timing map 2 according to the engine speed Ne and the intake air amount Qa. As described above, the ignition timing map 2 is set to have the characteristic that the ignition timing becomes the normal value. In addition,
Here, the EGI map is switched to the EGI map for normal time.

Next, in step # 22, it is compared whether or not the ignition timing has been reached. If the ignition timing has not been reached (NO), step # 22 is repeatedly executed. When the ignition timing is reached (YES), it is compared / determined in step # 23 whether or not the CDI failure flag F ₁ is 1. Here, if F ₁ = 0 (N
O), the IGT signal is output only to the CDI 13, and the operation of the full-traffic igniter 11 is stopped. In this case, since ignition is performed only by the CDI 13, the secondary voltage rises quickly, ignition suitable for such a high rotation range can be performed, and the amount of battery power consumption can be reduced. Then, the process returns to step # 1. On the other hand, if it is determined in step # 23 that F ₁ = 1 (YES), it means that the CDI 13 is out of order, so in step # 25, the IGT signal is output only to the full-traffic igniter 11. , The operation of CDI 13 is stopped. Then, the process returns to step # 1.

(3) Control routine for low rotation speed In the low rotation speed region, the fuel injection amount is basically increased from the normal value in order to increase the engine output. And, as mentioned above, both igniters 1
When using 1 and 13 to ignite, the combustibility is significantly improved. Therefore, the fuel injection amount increase ratio is set to a larger value than when one of the igniters is used to ignite.
In addition, the ignition timing is advanced to significantly increase the engine output.

First, at step # 26, it is compared and judged whether or not the SGT signal is received. If the SGT signal is not received (NO), this step # 26 is repeatedly executed. Then, when the SGT signal is received (YES),
In step # 27, it is determined whether or not the battery voltage Vb is equal to or higher than the set value V ₀ . As described above, the low rotation range is the rotation range where both the igniters 11 and 13 should be used, but in the present embodiment, when the battery voltage Vb is low, the power consumption is reduced in order to reduce the power consumption. Ignition is performed using only a few full-traffic igniters 11.

If it is determined in step # 27 that Vb ≧ V ₀ (YES), steps # 28 to # 32 are executed and both igniters 11.13 are executed unless the igniters 11 and 13 have a failure. Is used to ignite.
In this case, first in step # 28, the CDI failure flag F
₁ and the full tiger igniter failure flag F ₂ are both 0
Whether or not (no failure) is compared and judged. here,
When it is determined that F ₁ = F ₂ = 0 (YES), the ignition timing is read from the ignition timing map 3 in accordance with the engine speed Ne and the intake air amount Qa in step # 29. Here, the ignition timing map 3 is set to have a characteristic such that the ignition timing advances from the ignition timing map 2 (normal value) by a predetermined value. Next, in step # 30, it is compared whether or not the ignition timing has been reached. If the ignition timing has not been reached (NO), step # 30 is repeatedly executed. When the ignition timing is reached (YE
S), in step # 31, the IGT signal is output to both the full-traffic igniter 11 and the CDI 13, and ignition is performed using both igniters 11 and 13. In this case, as described above, the CDI 13 prevents misfiring or smoldering of the ignition plug 5, and the full-traffic igniter enhances the combustibility of the air-fuel mixture in the entire combustion process.

Next, at step # 32, the engine water temperature T
Depending on w, the fuel injection amount is increased using the fuel increase ratio table 1 as shown in Table 1. In the fuel increase ratio table 1, the fuel increase ratio Cw is set to a value larger than that in the fuel increase ratio table 2 when only one igniter is used as described later. That is, since the combustibility is significantly improved by using both igniters 11 and 13, even if the fuel increase ratio Cw is increased, the combustibility is hardly reduced. Therefore, the amount of fuel can be sufficiently increased without lowering the combustibility, so that the engine output is significantly increased. Moreover, since the ignition timing is advanced from the normal value, the engine output can be further increased. As a result, the running performance or running stability of the vehicle is enhanced. Thereafter, at step # 14 to step # 19, the updating of the flag F ₁ and flag F ₂ is performed, the update process is as described in the control routine for during rotation in the.

[0029]

[Table 1]

By the way, in the step # 27, Vb <
If it is determined to be V ₀ (NO), or step #
If it is determined in step 28 that at least one of the flags F ₁ and F ₂ is 1 (NO), step # 33.
~ Step # 36 is executed, and ignition is performed using only the full-traffic igniter 11 with low power consumption.

In this case, first, at step # 33, the ignition timing is read from the ignition timing map 4 according to the engine speed Ne and the intake air amount Qa. Here, the ignition timing map 4 is set so that the ignition timing has substantially the same characteristics as the ignition timing map 2 (normal value). Next, step # 3
In step 4, whether or not the ignition timing has been reached is compared. If the ignition timing has not been reached (NO), this step #
34 is repeatedly executed. When the ignition timing is reached (YES), the IGT signal is output only to the full-traffic igniter 11 in step # 35, and the ignition is performed using only the full-traffic igniter 11. In this case, the combustibility is lower than in the case where both igniters 11 and 13 are used. Next, in step # 36, the fuel injection amount is increased according to the engine water temperature Tw using the fuel increase ratio table 2 as shown in Table 2. In the flammability increase ratio table 2, the fuel increase ratio table 1 described above is used.
The increase ratio Cw is set to a smaller value. That is, since the combustibility becomes low as described above, the fuel injection amount cannot be increased as much as when both igniters 11 and 13 are used. After this, the process returns to step # 1.

[0032]

[Table 2]

[0033]

According to the first aspect of the present invention, in the operating region where the fuel injection amount is increased, when both ignition means are used together, the fuel increase ratio is increased, but in this case, the capacitor discharge The smoldering of the spark plug is prevented by the second ignition means of the formula, and the combustibility of the air-fuel mixture in the entire combustion process is enhanced by the first ignition means of the full transistor type, so that the fuel injection amount can be maintained without decreasing the combustibility. Can be increased sufficiently. As a result, the engine output is greatly increased and the running performance or running stability is improved.

According to the second aspect of the present invention, the smoldering of the spark plug is prevented by the second discharge means of the capacitor discharge type, and the combustibility in the entire combustion process is significantly improved by the first ignition means of the full transistor type. , The emission performance is improved, and therefore, the advance amount can be sufficiently increased without lowering the emission performance.
The engine output is greatly increased.

[Brief description of drawings]

FIG. 1 is a system configuration diagram of an engine including a control device according to the present invention and an ignition device thereof.

FIG. 2 is a part of a flowchart showing a control method of ignition control and fuel injection control by a control unit.

FIG. 3 is a part of a flowchart showing a control method of ignition control and fuel injection control by a control unit.

FIG. 4 is a part of a flowchart showing a control method of ignition control and fuel injection control by the control unit.

FIG. 5 is a part of a flowchart showing a control method of ignition control and fuel injection control by the control unit.

FIG. 6 is a diagram showing output signal waveforms of a camshaft sensor and a crank angle sensor.

FIG. 7 is a diagram showing characteristics of the secondary voltage of the ignition coil with respect to time.

[Explanation of symbols]

 CE ... Engine B ... Ignition device 5 ... Spark plug 9 ... Fuel injection valve 10 ... Control unit 11 ... Full tiger igniter 12 ... First ignition coil 13 ... CDI 14 ... Second ignition coil 17 ... Power transistor 23 ... Capacitor

Continuation of the front page (51) Int.Cl. ⁵ Identification number Reference number within the agency FI Technical indication location F02P 15/00 F 8923-3G (72) Inventor Takashi Noda 3-1, Shinchi, Fuchu-cho, Aki-gun, Hiroshima Prefecture In the company

Claims (2)

[Claims] 1. A first transistor for turning off a transistor in accordance with an ignition timing, cutting off the power supply to the primary coil of the ignition coil by the off operation, and igniting with a high voltage induced in the secondary coil accordingly. Ignition means and second ignition that charges a capacitor, discharges the electric charge charged in the capacitor to a primary coil of an ignition coil at an ignition timing, and ignites with a high voltage induced in a secondary coil accordingly. In an engine provided with the means in parallel, an ignition control means for stopping the operation of one of the first and second ignition means according to an operating state of the engine, and a fuel supply when the engine is in a predetermined operating state When the engine is in an operating state in which the fuel amount should be increased, the fuel amount increasing means for increasing the fuel amount is provided, and when both the first and second ignition means are operating. , The fuel amount increasing means is more than that when only one ignition means is operating,
An engine control device comprising: a fuel increase correction unit that corrects an increase in the amount of fuel. 2. A first transistor for turning off a transistor in accordance with an ignition timing, cutting off the power supply to the primary coil of the ignition coil by this off operation, and igniting with a high voltage induced in the secondary coil accordingly. Ignition means and second ignition that charges a capacitor, discharges the electric charge charged in the capacitor to a primary coil of an ignition coil at an ignition timing, and ignites with a high voltage induced in a secondary coil accordingly. In the engine provided with the means in parallel, the ignition control means for stopping the operation of one of the first and second ignition means and the first and the second ignition means operate in accordance with the operating state of the engine. The engine control device is provided with the advance control means for advancing the ignition timing more than when only one of the ignition means is operating.