JPS59173562A - Ignition timing control device of internal-combustion engine for vehicle - Google Patents

Abstract

PURPOSE:To adequately discriminate a rotary angle and enable determination of a proper ignition timing, irrespective of a fluctuation in the number of revolutions of an engine, by a method wherein each rotary angle signal and a reference angle signal are provided in association with the rotary direction width of each detecting part of a magnetic rotary body. CONSTITUTION:An ignition timing control device 60 consisting of a microcomputer inputs a signal from a rotary angle detector 20 through a wave-form shaping circuit 30 and a signal from a negative pressure detector 40 after they are A/D-converted. The rotary angle detector 20 includes a disc 20a, pivotally supported to a crank shaft 11, and an electromagnetic pickup 20b, and projection parts 21-27 are provided on the outer peripheral edge part of the disc 20a made of a magnetic material. The projection part 21 is formed in a circular width at an angle width of 45 deg., a rear end 21a thereof corresponds to a crank angle of 180 deg., and the remaining projection part 22-27 are disposed in a short circular width at every crank angle of 45 deg.. This causes a rotary angle signal and reference angle signal to be detected in association with the width of each projection part on the magnetic rotary disc 20a and permits adequate discrimination of a rotary angle irrespective of a fluctuation in the number of revolutions, resulting in the possibility to decide a proper ignition timing.

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention relates to an ignition timing control device for an internal combustion engine for a vehicle, and in particular, it is in a energized state when it is supplied with power from a DC power source of the vehicle, and is in a de-energized state when cut off from the power supply. The present invention relates to an ignition timing control device for a vehicle internal combustion engine, which is applied to an internal combustion engine equipped with an ignition coil that generates high voltage.

Conventionally, as this type of ignition timing control device, for example, as disclosed in Japanese Unexamined Patent Publication No. 154369/1982, a magnetic ignition timing control device is connected to a rotating shaft of an internal combustion engine so as to rotate in synchronization with the rotating shaft of the internal combustion engine. A disc and a magnetoresistive detector arranged to face the outer periphery of the magnetic disc are employed, and a plurality of first notches are formed at equal angular intervals on the outer periphery of the magnetic disc. A second notch is additionally formed between two of the first notches, and each of the first notches is sequentially detected by the magnetoresistive detector as the magnetic disc rotates, and the first notch is detected sequentially by the magnetoresistive detector. generates a detection signal and detects the second notch to generate a second detection signal, and uses each of the first detection signals to calculate a rotational speed necessary for determining the ignition timing of the internal combustion engine; Some devices use the second detection signal to specify a reference rotation angle necessary for determining the ignition timing of an internal combustion engine.

However, in such an ignition timing control device, in order to be able to properly detect the second notch even during startup or acceleration/deceleration when the internal combustion engine has large rotational fluctuations,
Although the difference in angular spacing between this second notch and each of the first notches located on both sides thereof is large, if the difference is too large, the first and second notches will be too close to each other. It becomes even more difficult to accurately distinguish and detect these two. Moreover, the degree of such difficulty is further increased because the mounting space for the magnetic disk is itself limited, and therefore the angular spacing between the first notches is also limited.

The present invention was made in response to such problems,
The purpose of this is to always obtain the actual rotation angle necessary for calculating the rotation speed of the internal combustion engine and the reference rotation angle necessary for determining the ignition timing of the internal combustion engine, regardless of rotational fluctuations of the internal combustion engine. It is an object of the present invention to provide an ignition timing control device for an internal combustion engine for a vehicle that can appropriately detect the ignition timing.

In order to achieve such an object, the configuration of the present invention, as illustrated in FIG. 7, is such that the vehicle is supplied with power from the DC power source B of the vehicle and is in a energized state, and when the power supply is cut off, it is in a non-energized state. It is applied to an internal combustion engine 1 provided with an ignition coil 1a that generates a high voltage, and each time the actual rotation angle of the internal combustion engine 1 reaches a plurality of predetermined rotation angles predetermined at equal intervals, each of these predetermined rotation angles is applied. are sequentially detected magnetically and generated as a rotation angle signal, and when the actual rotation angle reaches a predetermined reference rotation angle of the internal combustion engine 10 that is different from each of the predetermined rotation angles, this is detected magnetically. a detection means 2 for generating a reference angle signal; a first calculation means 6 for calculating the actual rotation speed of the internal combustion engine 1 in response to the rotation angle signal;
A second controller that calculates the ignition timing according to the actual rotational speed and the operating state necessary for determining the ignition timing of the internal combustion engine 1 in relation to the reference angle signal and generates the ignition timing as an ignition signal.
In the ignition timing control device, the calculation means 4 is configured to cut off the power supply to the ignition coil 1a in response to the ignition signal. 1) I having a circumferential surface portion connected to and extending along the circumference around the rotation axis 1b, each corresponding to a predetermined rotation angle width that respectively defines each of the predetermined rotation angles.
Each part of the circumferential surface in J is provided with a detected part having a magnetic resistance different from the parts before and after each part, and having a width in the rotational direction corresponding to each of the rotational angular widths in MiJ. A portion of the circumferential surface corresponding to a reference rotation angle width different from each of the rotation angle widths defining the reference rotation angle is provided with a magnetic resistance different from that in the front and rear portions of this portion. a magnetic rotating body 2a having a detected portion having a width in the rotational direction corresponding to the reference rotational angular width; a magnetic detection element 2b that sequentially magnetically detects the detection parts and sequentially generates a pulse signal having a pulse width corresponding to the width of each detected part in the rotational direction; sixth calculation means for calculating the pulse width of the signal, and generating the reference angle signal when the calculated pulse width corresponds to the reference rotation angle width, and generating the rotation angle signal when the calculated pulse width does not correspond to the reference rotation angle width; 2C constitutes the detection means 2.

An embodiment of the present invention will be described below with reference to the drawings. FIG. 1 shows that the ignition timing control device according to the present invention is installed in a vehicle internal combustion engine.
An example applied to 0 is shown. The internal combustion engine 10 is a type internal combustion engine with an included angle of 90°, and has a first cylinder 01 and a second cylinder 01.
+ 02 (Only the first cylinder C1 is shown in Figure 1)
and a first and a second piston P1., which are slidably fitted in each of the cylinders C, C2. P2 (only the first piston P1 is shown in FIG. 1). Each piston P, P2 is connected to the crankshaft 11 of the internal combustion engine 10 via its connecting rod, and the rotation angle of the crankshaft 110 corresponding to the top dead center of each piston P1, P2 is 0°. and 90° (
(See Figure 5). The internal combustion engine 10 also includes a throttle valve 1212 provided in the intake pipe 12 and two spark plugs 13,13, each spark plug 1.
3.13 generates sparks within the internal combustion engine 10 by selectively receiving a high voltage from the eveningers 7[] and 80, which will be described later.

The ignition timing control device includes a rotation angle detector 20, a waveform shaper 60 connected to the rotation angle detector 2D, and a negative pressure detector 4.
0 and an A-D converter 50 connected to this negative pressure detector 40.
The rotation angle detector 20 includes an ellipsoidal disk 20a supported by the crankshaft 11, and an electromagnetic pickup 201) disposed adjacent to the disk 20a. The disk 2Qθ is made of magnetic material υ, and its −
Seven protrusions 21 to 27 are formed on the outer peripheral edge.

The protrusion 21 has an arcuate width corresponding to the angular width of 45 degrees of the rotation angle (hereinafter referred to as crank angle) of the internal combustion engine 10, and the rear end 2112 of this protrusion 21 has an arc width corresponding to the angular width of 45 degrees of the rotation angle (hereinafter referred to as crank angle) of the internal combustion engine 10.
It corresponds to The remaining protrusions 22 to 27 have arc widths that are much shorter than the arc width of the protrusion 210, and are arranged at crank angles of 45°. .26.27 rear end 22a,
23a, 24a.

25a, 26a, 2712 are respective crank angles 22
It corresponds to 5°, 270°, 615°, Do, 45°, and 90°.

The electromagnetic pickup 20b has each protrusion 2 of the disc 2(]a
The protrusions 21 to 27 are arranged to face each other so as to form a magnetic relationship with one of them, and as the disk 2012 rotates in the direction of the arrow shown in FIG. When they face each other, each of these is sequentially detected magnetically to generate an angle signal a. -a6 (see Figure 6). The waveform shaper 60 receives each angle signal a from the electromagnetic pickup 2Db.

~a6 are waveform-shaped respectively to generate pulse signals bo~b6.
(See Figure 6). In such a case, a pulse signal will be used. falls, the pulse signal bI + b2 + b3.
b4. b5. Each falling edge of b6 and the cross signal. The rise of the crank angle is 1800 (internal combustion engine 10), respectively.
(corresponds to the reference rotation position).

225°, 270°, 615°, 0°, 45°, 90°
, corresponds to 165°. The negative pressure detector 40 is connected to the intake pipe 12
provided at a downstream portion of the throttle valve 12a in the
The negative pressure P generated within the intake pipe 12 is detected and generated as a negative pressure signal. The A-D converter 5G digitally converts the value of the negative pressure signal from the negative pressure detector 40 and generates it as a digital signal.

The microcomputer 60 executes the main program and the first and second interrupt control programs stored in advance in the waveform shaper 60 and A according to the flowcharts shown in FIGS. 2 to 4, respectively. - the converter 50 and the first
and a second down counter (installed in the microcomputer 60), both evening counters 7'
Performs various calculation processes necessary to selectively control Di80.

Each eveninger 70, 80 has an ignition coil, and under the control of the microcomputer 60, the ignition coil is selectively supplied with power from the DC power source B of the vehicle, and is energized. By cutting off the power supply, the ignition coil that was in the energized state is de-energized, and a high voltage is generated from this ignition coil and applied to each spark plug 15.15.

Note that each eveninger 70, 80 is connected to the first and second output ports of the microcomputer 60.

In this embodiment configured as described above, when the internal combustion engine 10 is put into a cranking state and the device of the present invention is put into an operating state by operating the ignition switch of the vehicle, the microcomputer 60 executes the steps according to the flowchart of FIG. Execution of the main control program is started in step 90, and its contents are initialized in step 91.

Accordingly, when the internal combustion engine 10 is in a cranking state, the microcomputer 60, in cooperation with the rotation angle detector 20, detects the rising edge 9 and falling edge of the pulse signal sequentially generated from the waveform shaper 60. , each step io'o, 1io according to the flowcharts of FIGS. 6 and 4.
, the execution of the first and second interrupt control programs is started repeatedly, and at the rising edge of the pulse signal stored in step 101 of the first interrupt control program and the falling edge of this pulse signal. Based on the difference between the arrival times at step 111 of the second interrupt control program to be executed (i.e., the fall times of the pulse signals), the pulse width τ is repeatedly calculated in step 111, and each of these pulse widths τ are sequentially stored in step 112.

At this stage, the protrusion 21 of the disc 20a of the rotation angle detector 20 touches the electromagnetic pickup 20 at the rear end 21a.
When the pulse signal (corresponding to the pulse signal bo) generated from the waveform shaper 60 falls, the microcomputer 60 executes the second interrupt control program in step 110 according to the flowchart of FIG. The pulse width τ is calculated and stored in each step 111 and 112 in the same manner as described above. Therefore, the pulse width τ (corresponding to the pulse width of the pulse signal S) stored this time in step 112 is the same as that of the previous step 1.
Since it is wider than the product of the pulse width τ (corresponding to the pulse width of the pulse signal b6) stored in step 12 and the constant, the microcomputer 60 selects [YE
It is determined that the angle data is sJ, and thereafter, in step 114, the angle data is set to C-0.

In this case, the constant is a constant necessary to determine whether or not the pulse signal generated from the waveform shaper 60 is the pulse signal bo, and is a constant that is necessary to determine whether the pulse signal generated from the waveform shaper 60 is the pulse signal bo. Pulse signal. , b6 (i.e., pulse width of pulse signal bo/pulse signal b
Both pulse signals b1 from the waveform shaper 60 when the internal combustion engine 10 is in the maximum deceleration state
It is set to be larger than the ratio of each pulse width of °b2 (ie, pulse width of pulse signal b1/pulse width of pulse signal b2) and is stored in advance in the microcomputer 6D. Further, the angle data C is a pulse signal. -b6 falling edge and pulse signal. The angle data C=O plays the role of defining the rising edge 9 of the pulse signal bo (i.e.,
Crank angle 180° which is the reference rotational position of the internal combustion engine 10
). Therefore, "YF" in step 116
The determination of isJ means that the latest pulse width τ stored in step 112 is the pulse width of the pulse signal bo related to the reference rotational position of the internal combustion engine 100.

Furthermore, the angle data O=1.2, 3, 4, 5, 6°7 are pulse signals bl + b2, b3 + b, respectively.
4. b5. Each fall 9 and pulse signal of b6.

This corresponds to rising 9 of .

When the pulse signal b1 is generated from the waveform shaper 60 as the internal combustion engine 10 rotates, the microcomputer 6
0 starts execution of the first interrupt control program at the rising edge of the pulse signal S, and based on C20 in step 114, a determination of "NO" is made in step 102. The pulse signal mentioned above.

falls, the microcomputer 60 starts executing the second interrupt control program, and in step 116 it determines that the latest pulse width τ at the Nutev 112 is narrower than the product of its preceding pulse width τ and a constant. Based on this, it is determined that it is rNOJ, and in step 115, "lJ is added to the angle data C=0 and this is updated as angle data C=1. This means that the crank angle corresponds to the falling edge of the pulse signal bl. 22
This means that it has reached 5°.

Thereafter, the pulse signal b2 sequentially generated from the waveform shaper 60
+ b3 + b4 + b5 + Each time b6 rises and falls, the microcomputer 6o repeatedly executes the first and second interrupt control programs, and during the repetition of execution, the leading pulse signal rises and falls. Based on the angle data C that defines the downward direction (that is, the angle data C in step 115), it is repeated in step 102 [NOJ is determined, and the angle data C is added and updated in step 115, and at the falling edge of the pulse signal b6 c=6. Next, when the pulse signal bo is generated from the waveform shaper 60, the microcomputer 60 starts executing the first interrupt control 7° program, stores the hemostasis time of the pulse signal bo in step 101, and stores the hemostasis time of the pulse signal bo in step 102. At step 115, based on the angle data a=6, it is determined as [YESj, and at step 7 106, r1J is added to the angle data C=6, and C
=7. This means that the crank angle has reached 165°, which corresponds to c=7.

Thereafter, when the main control program proceeds to step 92 (see FIG. 2), the microcomputer 60 stores the rising timing of each of the leading and trailing pulse signals bo stored in step 101 of the first interrupt control program. Internal combustion engine 1 based on the time difference
00 Rotation speed N is calculated. Next, in step 93, the microcomputer 6D sets a predetermined function θ-f(N, P) representing the relationship between the ignition advance value θ of the internal combustion engine 100, the rotational speed N, and the opening of the negative pressure P in the intake pipe 12. (previously stored in the microcomputer 60) and calculates the ignition advance value θ according to the rotational speed N in step 92 and the value of the digital signal from the A-D converter 50, and each Eve knife 7o; A predetermined function ψ− representing the relationship between the energization angle ψ of the ignition coil and the rotational speed N of 8[).
f (N) (previously stored in the microcomputer 6o), the rotational speed N in step 92
Calculate the energization angle ψ of the ignition coils of both eveningers 70 and 80 accordingly.

When the main control program proceeds to step 94, the microcomputer 6o determines the energization end timing of the Eve knife 70 "0ffl" (i.e., the ignition timing toffl) based on the relationship with the angle data c-o in step 114.
, according to the rotational speed N in step 92 and the ignition advance value θ in step 9B, based on a predetermined function toff, :=: f (,) representing the relationship 360-θ between the ignition advance value θ and the rotational speed N. Calculate the ignition timing joff1 of the ignition coil of the Eve knife 7°, and also calculate the energization end timing joff2 of the Eve knife 80 (that is, the ignition timing j
off2), the ignition coil of the Eve knife 8o in accordance with the rotational speed N and the ignition advance value θ in the same manner as described above based on a predetermined function toff2-f (length) representing the relationship between the ignition advance value θ and the rotational speed N. Calculate the ignition timing toff2.

Further, the microcomputer 6o performs step 114.
A predetermined function ton, which represents the relationship between the energization start timing jOn1 of the ignition coil of the Eve knife 70, the ignition advance value θ, the energization angle ψ, and the rotational speed N, in relation to the angle data c-o in , == f Based on the rotational speed N in step 92 and the ignition advance value θ and energization angle ψ in step 96, the timing tOn 1 for starting the energization of the ignition coil of the Eve knife 7o is calculated based on the rotational speed N in step 92 and the ignition coil of the Eve knife 8o. Power start time 1yOn2
, a predetermined function ton2-f(450-t)-cp representing the relationship between the ignition advance value θ, the conduction angle ψ, and the rotational speed N.
) and is calculated in the same manner as described above according to the rotational speed N, the ignition advance value θ, and the energization angle ψ. Each of the above-mentioned functions is stored in advance in the microcomputer 60, and the decimal number r360J represents the crank angle of one revolution of the internal combustion engine 10, and the decimal number r450J represents the crank angle of both pistons P1. , P2 are the sum of the differences in crank angles corresponding to each top dead center.

In addition, in step 94, the microconvenience store 0 calculates each crank angle width of the internal combustion engine 10 that rotates from the current time (that is, the rising time of the pulse signal bo) to the energization start time tOJ + ton2. The end point of each crank angle width is calculated according to the rotational speed N in step 92, and the end point of each crank angle width is determined by which of the pulse signal bo generated from the waveform shaper 6.0 and the pulse signals b1 to b6 generated subsequently. It is calculated whether each pair of continuous pulse signals belongs to a corresponding crank angle (that is, a crank angle that is an integer multiple of 45°). Signal S., bl and b2.b
Angle data C=D, 2 corresponding to each falling edge 9 of each preceding pulse signal (i.e., pulse signal 1) o, b2) of 3) is set.

Sarani, the microcomputer 60 shows the current time (
That is, it is a pulse signal. start-up time) to ignition timing
Each crank angular width of the internal combustion engine 10 rotating at ffl l toff2-1 is calculated according to the rotational speed N in step 92, and each of these crank angular widths is determined by each pair of continuous pulses in the same manner as in the above case. It calculates whether each signal belongs to the corresponding crank angle interval, and calculates each preceding pulse signal (of each pair of continuous pulse signals (at this stage, each pair of pulse signals b3+b4 and b5.b6). That is, angle data O=3.5 corresponding to each falling edge of the pulse signal (?)3+b5) is set. It should be noted that the reference rotational position of the internal combustion engine 100 corresponds to a crank angle of 180°, the crank angle width from the rising edge to the falling edge of the pulse signal bO, the falling edge to falling edge of a pair of consecutive pulse signals, and the width of the crank angle from the rising edge to the falling edge of the pulse signal bO. The pulse signal starts from the falling edge. The crank angle width up to the rise of both is 45°.
, and the angle data C-0 to C-7 are stored in the microcomputer 60 in advance.

Therefore, the PARNU signal generated from the waveform shaper 60. falls, the microcomputer 60 starts executing the second interrupt control program, and in the same way as in the case described above, in step 116 [YESj is determined, and step 1
In step 14, C-0 is set, and in step 116, it is determined as YESJ based on the angle data C=O in step 94, and in step 117, the first output s4-to connected to the eveninger 70 is specified. , and in step 118, the time difference Δtl between the energization start time 'uon4 in step 94 and the current time (i.e., the fall time of the /<ruth signal) is set in the first down counter.
(See Figure 5). Then, the first rerun counter counts down the set time difference Δt1 in response to a clock signal from a clock circuit in the microcomputer 60, and at the same time as the countdown is completed, the energization start signal 11 (see FIG. 5) ) occurs.

For this reason, the eveninger 70 is
The ignition coil receives an energization start signal 11 from the first output port of the ignition coil and starts energizing the ignition coil.

When the microcomputer 60 starts executing the second interrupt control program at the fall of the pulse signal b2 from the waveform shaper 60, the microcomputer 60 proceeds to step 116 in the same manner as described above. "NOJ" is determined, and in step 115 the angle data O=
2, and in step 116 it is determined as 1-YESJ based on the angle data C=2 in step 94. In step 117, the second output boat connected to Ibuna and Ita 80 is specified, and in step 118 In step 94, the time difference Δt2 (see FIG. 5) between the energization start time 1:, on2 and the current time (that is, the fall 9 time of the pulse signal b2) is set in the second down counter. Then, the second down counter counts down the set time difference Δt2 in response to the clock signal from the clock circuit, and generates the energization start signal 12 (see FIG. 5) at the same time as the countdown is completed. Then, the eveninger 80 receives the energization start signal 12 from the second output port of the microcomputer 60 and starts energizing its ignition coil.

The signal b3 generated from the waveform shaper 60 is
(or b5) falls, the micro convenience store 0 determines "NO" with the steering knob 116 in the same way as in the case described above in executing the second interrupt control program, and proceeds to step 115. C=3 (or C=5), and in step 116, it is determined as rYEsJ based on the angle data C=6 (or C=5) in step 94,
In step 117, the first output port (or second output port) is designated, and in step 118, the first
The down counter (or second down counter) indicates the ignition timing tOff1 (or toff2) in step 94.
A time difference Δt3 (or Δt4) (see FIG. 5) between the pulse signal b3 (or b5) and the fall 9 time of the pulse signal b3 (or b5) is set. Then, the first down counter (or second down counter) calculates the set time difference Δt3 (or Δt4).
) is counted down in response to a clock signal from the clock circuit, and upon completion of this countdown, an ignition signal i1 (or f2) (see FIG. 5) is generated. Then, the eveninger 70 (or 80) outputs the ignition signal f.
In response to t (or r2), the power supply to that ignition coil is cut off and a high voltage is generated. For this reason, the spark plug 16
The high voltage from the eveninger 70 (or 80) generates a spark to cause ignition in the first cylinder C1 (or second cylinder 02).

In the above explanation of the operation, if the setting of angle data O=7 in step 94 and the determination of "YESJ" in step 102 are established, the microcomputer 60 updates c=7 in step 106,
In step 104, it is determined as "YESJ" based on c=7 in step 94, and in steps 105 and 106, the first (or second) output port is designated and the first (or second) down counter is sequentially determined. are set, and the respective equniters 70 and 80 are selectively controlled in the same manner as described above.

Further, in the above embodiment, an example was explained in which the rotation angle detector 20 was configured by the disk 20a and the electromagnetic pickup 201), but the invention is not limited to this, and instead of the electromagnetic pickup 20b, for example, a magnetic resistance element or a lead A switch may also be used, and instead of the disk 20.2,
As illustrated in FIG. 6, the protrusions 21 to 2 of the disk 20a
A magnetic disc 120 having concave portions 121 to 127 corresponding to 7 may be employed and implemented.

Furthermore, in carrying out the present invention, the present invention is not limited to the ignition timing control device explained in the above embodiments, and it goes without saying that the rotation angle detector 2° can be employed in the ignition timing control device of various vehicles. be.

As explained above, in the ignition timing control device for a vehicle internal combustion engine according to the present invention, each of these predetermined rotation angles is set every time the actual rotation angle of the internal combustion engine reaches a plurality of predetermined rotation angles predetermined at equal intervals. The rotation angle is sequentially detected magnetically and generated as a rotation angle signal, and the actual rotation angle is
A detection means for magnetically detecting a reference rotation angle of the internal combustion engine which is predetermined to be different from each of the predetermined rotation angles and generating a reference angle signal is provided on the rotation shaft of the internal combustion engine. a circumferential surface portion connected to rotate synchronously and extending along a circumference centered on the rotation axis, the circumference corresponding to a predetermined rotation angle width that respectively defines each of the predetermined rotation angles; A detected part is formed in each part of the shaped surface part, and has a magnetic resistance different from the parts before and after each part, and has a width in the rotation direction corresponding to each of the rotation angle widths, and the reference rotation angle A portion of the circumferential surface corresponding to a reference rotation angular width different from each rotation angular width that defines a magnetic rotating body forming a detected portion having a width in a rotational direction corresponding to the width of the magnetic rotating body; a magnetic detection element that sequentially generates a pulse signal having a pulse width corresponding to the width in the rotational direction of each of the detected parts, and calculates the pulse width of each of these pulse signals in response to each of the pulse signals in sequence; Each of the rotation angle signals is configured by a calculation means that generates the reference angle signal when the pulse width corresponds to the reference rotation angle width and generates the rotation angle signal when the pulse width does not correspond to the reference rotation angle width. , m
When using the reference angle signal to calculate the rotational speed necessary for determining the ignition timing of the internal combustion engine described in J, and using the reference angle signal to specify the reference rotational angle necessary for determining the ignition timing of the internal combustion engine, each of the above-mentioned Since the rotation angle signal and the reference angle signal are detected in relation to the rotational direction of each detected portion of the magnetic rotating body, this detection is independent of rotational fluctuations of the internal combustion engine, and is independent of rotational fluctuations of the internal combustion engine. This is done by accurately determining the reference rotation angle and the reference rotation angle, and as a result, it is possible to realize appropriate ignition timing determination for the internal combustion engine.

[Brief explanation of drawings]

FIG. 1 is a block diagram showing one embodiment of the device of the present invention, and FIGS. 2 to 4 are flowcharts 1-1 showing the operation of the microcomputer in FIG. 1. FIG. 5 is a block diagram showing an embodiment of the device of the present invention. FIG. 6 is a waveform diagram showing the action, FIG. 6 is a diagram showing a modification of the disk in FIG. 1, and FIG. 7 is a diagram corresponding to the claims. Explanation of symbols B...DC power supply, 10...Internal combustion engine, 20...Rotation angle detector, 2012...Disk, 2[]b...Electromagnetic pickup, 21-27...Protrusion Part, 60... Waveform shaper, 40... Negative pressure detector, 60... Microcomputer, 70.80... Eveniter. Applicant Nippon'ichiso Co., Ltd. Agent Patent Attorney Teru Hase −

Claims (1)

[Claims] It is applied to an internal combustion engine equipped with an ignition coil that is supplied with power from a vehicle's DC power supply and is in a energized state, and when cut off from the power supply, becomes a de-energized state and generates a high voltage, and the actual rotation of this internal combustion engine is Each time the angle reaches a plurality of predetermined rotation angles predetermined at equal intervals, these predetermined rotation angles are sequentially detected magnetically and generated as a rotation angle signal, and the actual rotation angle is detecting means for magnetically detecting a predetermined reference rotation angle of the internal combustion engine to generate a reference angle signal when a predetermined reference rotation angle of the internal combustion engine is reached; A first calculation means for calculating the speed and the reference angle signal calculate the ignition timing according to the actual rotational speed and the operating state necessary for determining the ignition timing of the internal combustion engine, and ignite the ignition timing. a second calculation means for generating a signal, the ignition timing sub-tube device is configured to cut off power supply to the ignition coil in response to the ignition signal; having a circumferential surface portion connected to rotate in synchronization with the rotation axis and extending along a circumference around the rotation axis;
Each portion of the circumferential surface portion corresponding to a predetermined rotation angle width that respectively defines each of the predetermined rotation angles has a magnetic resistance different from the portions before and after each of these portions, and This is applied to a portion of the circumferential surface portion that forms a detected portion having a corresponding width in the rotation direction, and corresponds to a reference rotation angle width that is different from each of the rotation angle widths that define the reference rotation angle. a magnetic rotating body forming a detected part having a magnetic resistance different from the front and rear parts of the part and having a width in the rotational direction corresponding to the reference rotation angle width; a magnetic detection element that is arranged to face each other and sequentially magnetically detects each of the detected parts and sequentially generates a pulse signal having a pulse width corresponding to the rotational width of each of the detected parts; The pulse width of each of these pulse signals is calculated in response to the signals sequentially, and when the calculated pulse width corresponds to the reference rotation angle width, the reference angle signal is generated, and when the calculated pulse width does not correspond to the reference rotation angle width, the rotation is 6th for generating the angular signal
An ignition timing control device for a vehicle internal combustion engine, characterized in that the detection means is configured in conjunction with a calculation means.