JPS59147871A - Ignition timing controller for internal-combustion engine - Google Patents

Ignition timing controller for internal-combustion engine

Info

Publication number
JPS59147871A
JPS59147871A JP58022298A JP2229883A JPS59147871A JP S59147871 A JPS59147871 A JP S59147871A JP 58022298 A JP58022298 A JP 58022298A JP 2229883 A JP2229883 A JP 2229883A JP S59147871 A JPS59147871 A JP S59147871A
Authority
JP
Japan
Prior art keywords
ignition
angle
advance angle
lead angle
ignition advance
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Pending
Application number
JP58022298A
Other languages
Japanese (ja)
Inventor
Takao Tate
隆雄 館
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Toyota Motor Corp
Original Assignee
Toyota Motor Corp
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Toyota Motor Corp filed Critical Toyota Motor Corp
Priority to JP58022298A priority Critical patent/JPS59147871A/en
Publication of JPS59147871A publication Critical patent/JPS59147871A/en
Pending legal-status Critical Current

Links

Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02P—IGNITION, OTHER THAN COMPRESSION IGNITION, FOR INTERNAL-COMBUSTION ENGINES; TESTING OF IGNITION TIMING IN COMPRESSION-IGNITION ENGINES
    • F02P5/00—Advancing or retarding ignition; Control therefor
    • F02P5/04—Advancing or retarding ignition; Control therefor automatically, as a function of the working conditions of the engine or vehicle or of the atmospheric conditions
    • F02P5/145—Advancing or retarding ignition; Control therefor automatically, as a function of the working conditions of the engine or vehicle or of the atmospheric conditions using electrical means
    • F02P5/15—Digital data processing
    • F02P5/1502—Digital data processing using one central computing unit
    • F02P5/1504—Digital data processing using one central computing unit with particular means during a transient phase, e.g. acceleration, deceleration, gear change
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/40—Engine management systems

Landscapes

  • Engineering & Computer Science (AREA)
  • Theoretical Computer Science (AREA)
  • Signal Processing (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Electrical Control Of Ignition Timing (AREA)

Abstract

PURPOSE:To prevent engine stop by controlling the ignition timing in accordance to engine speed and load, by igniting with predetermined lead angle upon detection of deceleration thereby preventing dropping of revolutions immediately after reset of idling. CONSTITUTION:When a throttle valve 8 is fully closed and the car speed is below referential level, a microcomputor 28 will decide it to be an idle state and to read out the idle ignition lead angle stored in ROM. Then predetermined angle is subtracted from basic ignition lead angle calculated from every predetermined time or crank angle to perform processing for approaching gradually to idle ignition lead angle and return. Thereafter the basic ignition lead angle is corrected on the basis of signals to be provided from various sensors to obtain the ignition lead angle which is used together with ignition angle calculated to approach gradually to the idle ignition lead angle to control on-off period of ignitior and the ignition timing. In such a manner, ignition lead angle from deceleration to immediately after reset of idling is led when compared with conventional one to prevent drop of rotation upon unclutching immediately before stoppage.

Description

【発明の詳細な説明】 本発明は内燃機関の点火時期制御装置に関する。[Detailed description of the invention] The present invention relates to an ignition timing control device for an internal combustion engine.

従来より、エンジン回転数と負荷（エンパ２ン１回転あ
たりの吸入空気量捷たけ吸気管負圧）とに対応させて予
め基本点火進角を記憶しておき、クランク角センヤ出力
より覗、在のエンジン回転数を求めると共にエアフロー
メータ出力より現在の吸入空気量を求め、記憶さｆ＋、
た基本点火進角に基いて現在のエンジン回転数および現
在の負荷に対応する基本点火進角を演算し、吸気温や冷
却水温等に応じて基本点火進角を補正してイグナイタを
制御する点火時期制御装置が知られている。Conventionally, the basic ignition advance angle has been stored in advance in correspondence with the engine speed and load (intake air amount per revolution of the engine 2 and intake pipe negative pressure), and the current value can be determined from the crank angle sensor output. Determine the engine speed of the engine, determine the current amount of intake air from the air flow meter output, and store it.
An ignition system that calculates a basic ignition advance angle that corresponds to the current engine speed and current load based on the basic ignition advance angle that has been set, and controls the igniter by correcting the basic ignition advance angle according to intake air temperature, cooling water temperature, etc. Timing control devices are known.

しかし、かかる点火時期制御装置を備えたエンジンにお
いては１通常走行状態から減速して停車直前でクラッチ
を切るとエンジン回転数の落込み現象が発生する。とい
う問題があった。これは。However, in an engine equipped with such an ignition timing control device, when the vehicle decelerates from a normal running state and disengages the clutch just before the vehicle stops, a drop in engine speed occurs. There was a problem. this is.

減速時にスロットル弁が閉じているため吸気管負圧が高
くなり、吸気管壁に付着していた燃料が気化し、クラッ
チを切ってエンパンンアイドリング状態に復帰した直後
燃料の応答遅れの為に空燃比が薄くなるからである。特
に近時、低燃費化の観点からアイドル回転ａを低く設定
する傾向にあり、この場合エンジン回転数の落込み現象
が更に大きくなり２時にはエンジンストールに至ること
がある。Since the throttle valve is closed during deceleration, the negative pressure in the intake pipe increases, and the fuel adhering to the wall of the intake pipe evaporates. Immediately after the clutch is disengaged and the engine idle state is restored, the fuel becomes empty due to a delay in the response of the fuel. This is because the fuel ratio becomes leaner. Particularly in recent years, there has been a trend to set the idle speed a low from the viewpoint of improving fuel efficiency, and in this case, the drop in the engine speed becomes even greater, sometimes leading to an engine stall at 2 o'clock.

本発明は上記間頭点全解消すべく成されたもので、アイ
ドリンク復帰直後のエンジン回転数の落込み現象を防止
してエンジンストールを防止し九内燃機関の点火時期制
御装置を提供するこ吉を目的とする。The present invention has been made to completely eliminate the above-mentioned problems, and provides an ignition timing control device for an internal combustion engine that prevents engine stall by preventing the drop in engine speed immediately after idle link recovery. Aim for good fortune.

上記目的を達成するために本発明の構成は、エンジン回
転数と負荷とに応じて点火時期を制御すると共に、エン
ジンの減速状態が検出されたときに点火時期を所定点火
進角にして点火するようにしたものである。なお、上記
構成においては、その後アイドリンク時の点火進角１で
徐々に遅角するのが好ましい。In order to achieve the above object, the configuration of the present invention controls the ignition timing according to the engine speed and load, and also advances the ignition timing to a predetermined ignition angle to ignite when a deceleration state of the engine is detected. This is how it was done. Note that in the above configuration, it is preferable that the ignition advance angle is then gradually retarded by 1 during idle link.

以下図面を参照して本発明の実施例を詳細に説明する。Embodiments of the present invention will be described in detail below with reference to the drawings.

エアクリーナ２の下流側には、吸入空気量を検出するエ
アフローメータ４が設けられている。このエアフローメ
ータ４は、ダンピングチャンバ内に回動可能に設けらバ
ーだコンペンセーションプレートトコンベンセーション
ブレー）　（７）ｌＰｌｆを検出するポテンショメータ
とから構成さｒｔている。また、エアフローメータの近
傍には、吸気温を検出する吸気温センサ６が取付けられ
ている。An air flow meter 4 is provided downstream of the air cleaner 2 to detect the amount of intake air. The air flow meter 4 includes a bar rotatably provided in the damping chamber, a compensation plate (7) and a potentiometer for detecting lPlf. Further, an intake temperature sensor 6 for detecting intake air temperature is attached near the air flow meter.

エアフローメータ４の下流側には、スロットル弁８が配
置され、このスロットル弁８にはスロットル弁全閉時に
スロットル弁全閉信号を出力するスロットルセンサ１０
が取付けられている。捷た。A throttle valve 8 is disposed downstream of the air flow meter 4, and a throttle sensor 10 that outputs a throttle valve fully closed signal when the throttle valve is fully closed is attached to the throttle valve 8.
is installed. I cut it.

スロットル弁８を迂回してスロットル弁の上流側と下流
側とを連通ずる迂回路が設けられており。A bypass path is provided that bypasses the throttle valve 8 and communicates the upstream side and the downstream side of the throttle valve.

この迂回路の途中にリニアソレノイドによって開閉され
るアイドル回転数制御バルブ１２が設けらｒｌ、ている
。スロットル弁下流側のインテークマニホールドには、
マニホールド内部に突出するように燃料噴射弁１４が取
付けられている。また、インテークマニホールドはエン
ジンの燃焼室１６に接続され、エンジンの燃焼室１６に
は点火プラグ１８が設けられている。そして、エンジン
の燃焼室１６はエキゾーストマニホールドを介して三元
触媒を光填した触媒コンバータ２０に接続されている。An idle rotation speed control valve 12 that is opened and closed by a linear solenoid is provided in the middle of this detour. In the intake manifold downstream of the throttle valve,
A fuel injection valve 14 is attached so as to protrude inside the manifold. Further, the intake manifold is connected to a combustion chamber 16 of the engine, and a spark plug 18 is provided in the combustion chamber 16 of the engine. The combustion chamber 16 of the engine is connected via an exhaust manifold to a catalytic converter 20 equipped with a three-way catalyst.

点火プラグ１８はディストリビュータ２２に接続され、
ディストリビュータ２２はイグナイタ２４に接続されて
いる。このディストリビュータ２２には、ディストリビ
ュータノ・ウジングに固定さ１゜たビックアンプとディ
ストリビュータシャフトに固定さｆ″したシグナルロー
タとで構成されたクランク角センサ２６が設けらｊ、て
いる。このクランク角センサ２６は、所定クランク角毎
にマイクロコンピュータ２８へクランク角信号を出力す
る。また、トランスミッションの出力軸には車速センサ
３０が取付けられている。なお、３２はバッテリ、３４
はスタータ、３６はエアコンスイッチ、３８はエンジン
冷却水温センサ、４０は０２センサ、４２は混合気の流
量を制御するためのバキュームスイッチングバルブであ
る。The spark plug 18 is connected to the distributor 22,
Distributor 22 is connected to igniter 24. This distributor 22 is provided with a crank angle sensor 26 which is composed of a 1° big amplifier fixed to the distributor nozzle and a signal rotor f'' fixed to the distributor shaft. 26 outputs a crank angle signal to the microcomputer 28 at every predetermined crank angle.Furthermore, a vehicle speed sensor 30 is attached to the output shaft of the transmission.
36 is an air conditioner switch, 38 is an engine cooling water temperature sensor, 40 is an 02 sensor, and 42 is a vacuum switching valve for controlling the flow rate of the air-fuel mixture.

マイクロコンピュータ２８は、アナログ−ディジタル（
Ａ／Ｄ）コンバータ４４．入力インタフェース回路４６
％中央処理装置４８．リードオン＋１メモリｆＲＯＭ）
５０．　　ランダムアクセスメモリ（ＲＡＭ）５３　出
力インタフェース回路５４゜定′市圧寛源５６およびこ
１．らを接続するデータバスやコントロールバス等のバ
スを含んで構成されている。Ａ／Ｄコンバータ４４にハ
、バッテリ３２１吸気温センサ６、エアフローメータ４
、冷却水温センサ３８が接続されている。また、入力イ
ンタフェース回路４６には、クランク角センサ２６、ス
ロットルセンサ１０，０．センサ４０゜スタータ：３４
．車速センサ３０１エアコンスイッチ：４６が接続さｒ
、ている。そして、出力インタフェース回路５４は、ア
イドル回転敷部）＠バルブ１２のリニアソレノイド。燃
料噴射弁１４．バキュームスイッチングバルブ４２．イ
グナイタ２４に接続さｒｌている。The microcomputer 28 has an analog-digital (
A/D) converter 44. Input interface circuit 46
% central processing unit 48. Lead-on + 1 memory fROM)
50. Random access memory (RAM) 53, output interface circuit 54, constant pressure source 56, and 1. It consists of buses such as a data bus and a control bus that connect the devices. A/D converter 44, battery 321, intake temperature sensor 6, air flow meter 4
, a cooling water temperature sensor 38 is connected. The input interface circuit 46 also includes a crank angle sensor 26, a throttle sensor 10, 0 . Sensor 40° starter: 34
．． Vehicle speed sensor 301 Air conditioner switch: 46 is connected
,ing. The output interface circuit 54 is a linear solenoid of the idle rotating section)@valve 12. Fuel injection valve 14. Vacuum switching valve 42. It is connected to the igniter 24.

マイクロコンピュータ２８のＲＯＭ５０には。In the ROM50 of the microcomputer 28.

エンジン回転数Ｎと負荷Ｑ／Ｎとに対応して定められた
基本点火進角θＢＡ８Ｅのマツプ、通常のアイドル点火
進角より遅角側の所定点火進角およびコントロールプロ
グラム等が予め記憶されている。A map of the basic ignition advance angle θBA8E determined corresponding to the engine speed N and load Q/N, a predetermined ignition advance angle retarded from the normal idle ignition advance angle, a control program, etc. are stored in advance. .

次に一ヒ記実施例の動作を説明する。々お、動作を説明
するにあたって、燃料噴射制御ルーチン。Next, the operation of the first embodiment will be explained. Now, to explain the operation, let's talk about the fuel injection control routine.

空燃比制御ルーチンおよびアイドル回転数制御ルーチン
等については従来と同様であるので説明を省略し１本発
明の要旨である点火進角の計算ルーチンについてのみ説
明する。第２図は、所定クランク角（例えば３０°ＣＡ
　）毎に実行される割込みルーチンを示すものである。Since the air-fuel ratio control routine, the idle rotation speed control routine, etc. are the same as those of the prior art, their explanation will be omitted, and only the ignition advance angle calculation routine, which is the gist of the present invention, will be explained. Figure 2 shows a predetermined crank angle (for example, 30° CA).
) shows an interrupt routine that is executed every time.

１す、マイクロコンピュータ内のエンジン回転数検出手
段によって。1. By the engine rotation speed detection means in the microcomputer.

クランク角信号と回転時間と力）らエンジン回転数Ｎを
求めると共に、負荷検出手段によってエアフローメータ
４からの信号とエンジン回転数Ｎとから９荷Ｑ／Ｎを求
めてＲＡＭに記憶しておく。ステップ６０ではスロット
ル弁全閉信号がオフか否かすなわちスロットル弁が全閉
でないか否かを判断する。スロットル弁が全閉で々いと
きけステップ６２において、ＲＯＭに記憶されているマ
ツプから現在のエンジン回転数および負荷に対する基本
点火進角を補間法により計算して、メインル−チンへリ
ターンする。一方、スロットル弁力；全］有つのときは
ステップ６４において重速信号のレベルが所定レベル以
上か否かすなわち車速が基準以−七か否かを判断する。The engine rotation speed N is determined from the crank angle signal, rotation time, and force, and the load Q/N is determined from the signal from the air flow meter 4 and the engine rotation speed N using the load detection means, and is stored in the RAM. In step 60, it is determined whether the throttle valve fully closed signal is off, that is, whether the throttle valve is not fully closed. At step 62, when the throttle valve is fully closed, the basic ignition advance angle for the current engine speed and load is calculated by interpolation from the map stored in the ROM, and the process returns to the main routine. On the other hand, if the throttle valve force is present, it is determined in step 64 whether the level of the heavy speed signal is above a predetermined level, that is, whether the vehicle speed is below the reference level.

車速か基準以上の場合にはステップ６６においてステッ
プ６２と同様に基本点火進角を計算する。If the vehicle speed is equal to or higher than the reference value, the basic ignition advance angle is calculated in step 66 in the same manner as in step 62.

スロットル弁全閉かつ車速か基準匝未満のときには、ア
イドル状態ヒ判断して、ステップ６８でＲＯＭに記憶さ
ｊ、ているアイドル点火進角を読出す。このアイドル点
火進角は、アイ）−１１７７時にエンジン冷却水温が上
昇するに従って遅角するように設定されている。仄のス
テップ７０では。When the throttle valve is fully closed and the vehicle speed is less than the reference speed, it is determined that the idle state is high, and in step 68, the idle ignition advance angle stored in the ROM is read out. This idle ignition advance angle is set to be retarded as the engine coolant temperature rises at -1177 hours. In the second step 70.

所定時間または所定クランク角毎にヌテツブ６６で計算
された基本点火進角か゛ら所足角減算して、ステップ６
８で読出しだアイドル点火進角に徐々に近づける計算処
理を行いメインル−チン−１ノターンする。そして１次
のルーチンでは、基本点火進角を各種センサから入力さ
れる信号に基いて補正して点火進角を求め、この点火進
角および一七呂ヒでアイドル点火進角に徐々に近づける
よう計算した点火進角でイグナイタのオンオフ時期を制
御して点火時期を制御する。At a predetermined time or every predetermined crank angle, the basic ignition advance angle calculated by the nutetsub 66 is subtracted from the required advance angle, and the process is performed in step 6.
At step 8, calculation processing is performed to gradually bring the idle ignition advance angle closer to the read idle ignition advance angle, and the main routine returns to 1 turn. In the first routine, the basic ignition advance angle is corrected based on the signals input from various sensors to obtain the ignition advance angle, and this ignition advance angle and the 17th rotation are used to gradually approach the idle ignition advance angle. Ignition timing is controlled by controlling the on/off timing of the igniter using the calculated ignition advance angle.

なお、ステップ６６で基本点火進角を計算する代りに、
アイドル点火進角より進角側の所定点火進角を予めＲＯ
Ｍに記憶しておき、ステップ６６でこの所定点火進向を
読出し、ステップ６８でアイドル進角を読出し、ステッ
プ７０で所定点火進角をアイドル点火進角に徐々に近づ
けるようにしてもよい。この場合には、減速時に最適点
火進角になるようエン−ジン回転数や冷却７に温により
所定点火つａ・角が補正される。虹に１時間またけクラ
ンク角に応じて所定点火進角からアイドル点火進角寸で
徐々に減少する点火進角をＲＯＭに記憶しておいて制御
するようにしてもよい。Note that instead of calculating the basic ignition advance angle in step 66,
RO the predetermined ignition advance angle on the advance side from the idle ignition advance angle.
M, the predetermined ignition advance angle may be read out in step 66, the idle advance angle may be read out in step 68, and the predetermined ignition advance angle may be gradually brought closer to the idle ignition advance angle in step 70. In this case, the predetermined ignition angle a is corrected according to the engine rotational speed and the temperature of the cooling 7 so that the optimum ignition advance angle is achieved during deceleration. The ignition advance angle, which gradually decreases from a predetermined ignition advance angle to an idle ignition advance angle in accordance with the crank angle over an hour, may be stored in the ROM and controlled.

以上説明したように本発明によれば、減速からアイドリ
ング復帰直後捷での点火進角を従来より進角させること
ができるため、停止直前でクラッチをＩＪＪつだときや
レーシング直後のエンジン回転数の落込み現象を防止で
きる、という特有の効果が得らｊる。この結果、アイド
ル回転数をより低く設定できると共に、車両停止直前の
エンジンストールを防１トできる。As explained above, according to the present invention, the ignition angle can be advanced more than before when the ignition is just returning from deceleration to idling. A unique effect can be obtained in that the depression phenomenon can be prevented. As a result, the idle speed can be set lower, and engine stalling immediately before the vehicle stops can be prevented.

【図面の簡単な説明】[Brief explanation of drawings]

第１し１は本発明の一実施例を示す概略図、第２図は上
記実施例の処理ルーチンを示す流１図である。 井−・−工７７０−ツータ、 （０・・−２０・−ｙＪ−／し弘〉ヅ、碑　・−４２−
ブイタ、 ン？−′７４ｙｏ）〉で１Ｌ−７− ３０車速、・ヒ〉ザ、 イル′丁υ人　　　弗鴫　妬　　ノに一之一（Ｉｊｐ−
え１名、ジ1 is a schematic diagram showing one embodiment of the present invention, and FIG. 2 is a flowchart showing a processing routine of the above embodiment. I-・-work 770-tsuta, (0・・-20・-yJ-/shihiro〉ㅅ, monument ・-42-
Buita, n? -'74yo)〉1L-7-30 car speed, Hi
1 person, ji

Claims (1)

【特許請求の範囲】[Claims] （１）　　エンジン回転数を検出してエンジン回転数信
号を出力するエンジン回転数検出手段と、エンジン負荷
を検出して負荷信号を出力する負荷検出手段と、スロッ
トル弁全閉状態を検出してスロットル弁全閉信号を出力
するスロットルセンサと、車速を検出して車速信号を出
力する車速センサと、エンジン回転数と負荷とに応じた
基本点火進角およびアイドリング時の点火進角より大き
い所定点火進角を記憶した記憶手段と、前記基本点火進
角に基いて前記エンジン回転数信号および前記負荷信号
に対応する基本点火進角を演算する演算手段と、前記ス
ロットル弁全閉信号が出力されかつ前記車速信号のレベ
ルが所定以下となったとき前記所定点火進角を設定する
設定手段と、前記演算手段の演算結果および前記設定手
段に設定された所定点火進角に基いてイグナイタを制御
する制御手段とを含む内燃機関の点火時期制御装置。(1) An engine speed detection means that detects the engine speed and outputs an engine speed signal, a load detection means that detects the engine load and outputs a load signal, and a throttle valve that detects the fully closed state of the throttle valve. A throttle sensor that outputs a fully closed valve signal, a vehicle speed sensor that detects vehicle speed and outputs a vehicle speed signal, and a predetermined ignition advance that is larger than the basic ignition advance angle and the ignition advance angle at idling depending on the engine speed and load. a storage means for storing the angle; a calculation means for calculating a basic ignition advance angle corresponding to the engine speed signal and the load signal based on the basic ignition advance angle; a setting means for setting the predetermined ignition advance angle when the level of the vehicle speed signal becomes below a predetermined value; and a control means for controlling the igniter based on the calculation result of the calculation means and the predetermined ignition advance angle set in the setting means. An ignition timing control device for an internal combustion engine.
JP58022298A 1983-02-14 1983-02-14 Ignition timing controller for internal-combustion engine Pending JPS59147871A (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
JP58022298A JPS59147871A (en) 1983-02-14 1983-02-14 Ignition timing controller for internal-combustion engine

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
JP58022298A JPS59147871A (en) 1983-02-14 1983-02-14 Ignition timing controller for internal-combustion engine

Publications (1)

Publication Number Publication Date
JPS59147871A true JPS59147871A (en) 1984-08-24

Family

ID=12078831

Family Applications (1)

Application Number Title Priority Date Filing Date
JP58022298A Pending JPS59147871A (en) 1983-02-14 1983-02-14 Ignition timing controller for internal-combustion engine

Country Status (1)

Country Link
JP (1) JPS59147871A (en)

Cited By (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS61234269A (en) * 1985-04-10 1986-10-18 Nissan Motor Co Ltd Ignition timing control device
JPS61247868A (en) * 1985-04-25 1986-11-05 Mazda Motor Corp Engine ignition timing control device
JPS6217368A (en) * 1985-07-15 1987-01-26 Toyota Motor Corp Ignition timing controller for internal-combustion engine
JPH01100376A (en) * 1987-10-11 1989-04-18 Mitsubishi Motors Corp Start ignition timing control device

Citations (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS57206772A (en) * 1981-06-12 1982-12-18 Toyota Motor Corp Ignition timing control method on internal combustion engine
JPS58217770A (en) * 1982-06-10 1983-12-17 Toyota Motor Corp Apparatus for controlling ignition timing of engine

Patent Citations (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS57206772A (en) * 1981-06-12 1982-12-18 Toyota Motor Corp Ignition timing control method on internal combustion engine
JPS58217770A (en) * 1982-06-10 1983-12-17 Toyota Motor Corp Apparatus for controlling ignition timing of engine

Cited By (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS61234269A (en) * 1985-04-10 1986-10-18 Nissan Motor Co Ltd Ignition timing control device
JPS61247868A (en) * 1985-04-25 1986-11-05 Mazda Motor Corp Engine ignition timing control device
JPS6217368A (en) * 1985-07-15 1987-01-26 Toyota Motor Corp Ignition timing controller for internal-combustion engine
JPH01100376A (en) * 1987-10-11 1989-04-18 Mitsubishi Motors Corp Start ignition timing control device

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