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A 玖、發明說明： 【發明所屬之技術領域】 本發明係關於引擎點火控制器。 相關申請案 +甲知案係麵年9月5日〃吾等與另—發明者之 之，名為“引擎控制方法與裝置，，之共同專利申請中= 09/682457之部份延續。 唬 【先前技術】 前述共同專利中請中案揭露_極簡易且高效率方法 測足引擎負載並控制-引擎控制系統以回應已収之备棄 ，以改進引擎之運轉。由於其簡易性，此方法與裝置：ΐ 相對低小產能引擎之構成’如使料機車，滑行機ί = 類似引擎應用者。 丁铖車以及 除控制一引擎系統以改進其運棘 Αm 八連轉〈外，_間狀況常係作 為广運轉微調之考量。例如，除瞬間負載或操作者要求 二:二負载或要求之變更可能需要系統控制之修改，以 才疋供較穩安與更有效之運轉。 例如，點火控制通常係回應操作者要求而設定…常 f立置測定。節流位置測定之基本定時亦可考量加速 ::減速度之狀態作有利之改進。測定節流間開口角度之 t史更㈣即可完成此項工作ϋ機車之車輛中，當發 力 < 際即泥閥急速打開，排量低並、^ ^ ^ 、止吊加速轉動時，為 =躍起（前輪絲起_地面），排量則被增加以改 度《執行。於此情況中，排量可延後點火時間而降 85696 200406540 低另-万面在其他狀況下，排量可將點火時間提前而增 加0 供測定加速度與減速度之傳統配置，使用一供傾測節流 «口之節流位置測感器，與—連接至節流位置測感器之 即流位置偵測電路。有一電路亦係提供以 變更比率。 κ又丁 上節流位置測感器與一亦於節流位置測定變更比率之 2位置偵測電路之使用，增加組件之數目並使控制系統 複施加Jl，組件甚為昂貴而增加車辅之價格。特別在小 型車輛，引擎周圍空間有限，組件之配置亦係一項問題。 有争/、〜果，並雒空間可供配置節流位置測應器，或若節 4置測感者已裝妥’其他配件之配置則受到極大限制。 故本發明 < 目的在於，依據操作者之要求與要求中之變 更比率棱供一改進之引擎系統控制方法與裝置，其不僅 減少組件之數目，亦降低電子系統之複雜性。 ’、 本發明再一目的在於，依據操作者之要求與要求中之變 更比率’ k供一改進之引擎系統控制方法與裝置，其盏 —節流位置測感器。 Μ 【發明内容】 本發明之第一特色係適合於一内燃引擎與控制系統内具 骨,4匕。士卜 ^ 引擎包括一驅動轴。一測感器配置係與驅動軸搭 -仏木驅動軸旋轉中感測驅動抽之旋轉速度。一引擎控制 系統控制引擎之轉動狀況。引擎之基本狀況係由引擎速度 Κ、阳之‘出測定。一控制信號係依據感測之基本狀況傳 85696 200406540 至:!擎控制系統。於一周轉間隔中，基本狀況内變 度Π/若基本狀況内變更之程度非一預定設定之量值 二引擎制系統之控制信號則變更以補償改變之狀況。 疋1^步特色，此系統與受控制系統即係引擎％ 火系統。 ’ 【實施方式】 圖式詳細說明本發明之前，前述申請案之揭露在 I t茶考之用，因其顯示較多俾本發明據以供使用之 ^式，以及火花控制裝置與方法。惟吾人相信， 項技藝領域者隨時可自以下說明，不僅以令請案所 力7二纟=與方法論，亦以廣泛多樣之具有瞬間控制附 加仏值义引擎控制，瞭解如何實施本發明。 今詳細參照圖式，首弈 .._ + /IJt t 首先為目1，一引擎速度測感器係圖述 ’列Ρ ϋ何所需型式之搭配用内燃引擎之 轴疋件搭配。明確地，一飛輪21係固定供與-引擎軸，於 此具體實施例中明確地係一曲柄軸22， 軸 一“乍成於一引擎主體内旋轉，如二技= 人所知者：飛輪21具有一定時記號23,如於前述之共同專 内表示者，其具有一大於本項技藝通常使用者 圍。於較佳具體實施例中，記錄23之周長約為曲 度軸ϋ。’而記錄23之前緣則為頂尖死點⑽）前方幾 -測感器線圈24與定時記號23配合’當定時 … 緣與後緣通過測感器線圈24時，產生正負脈心等：;： 85696 200406540 '、固所示者約格相近。旋轉之其餘部份亦如圖2所示者 並未造成輸出 線圈24之用。 一傳統點大定時測感器係可使用供測感器 兩個‘緣脈動信號之間之時間間隔T，係供曲柄軸22完成 周轉 < 時間’因此供此周轉用之瞬間軸速係此時間間隔 之反函數。另—方面，供定時記錄23通過測感器線圈24之 時間間隔1，係曲柄軸22於頂尖死點（tdc)之立即前方完成部 份周轉之瞬間時間。 如可述之共同專利申請中案表示者，經計算為旋轉變化 私度〇〈t/T比率，係直接有關引擎負載。因此引擎之負 載係使用儲存於一微電腦記憶之圖予以測定。至於圖表， f轉變化程度間之相互關係，曲柄軸之旋轉速度，以及引 擎負載，係由一初步試驗或類似物測定，而可獲得之三度 工間圖表則儲存於記憶。因此引擎之基本點火定時係可使 用此貝> 料予以設定。除此，_項差異㈣，被計算為連續間 上捉轉速度變化程度之變更。引擎運轉狀況之判讀與點 火疋時之控制，稍後將依D與D-D，之值予以說明。 7供實施本發明之第-具體實施例現首先將參照圖3說明 於此具體貫施例中，一點火控制器係由一運轉電路26， :電力供需電路27,以及'點火電路28所組成。電力供需 弘路27經由一主開關31連接至電池。 /占火包路28幸則送—點火信號至一點火線圈％，與至一相 關引擎（未π)〈火星塞（未示）。冑取線圈24輸出其信號至運 轉包路26。運轉電路26係由_旋轉速度偵測部份％，一旋轉 85696 200406540 速度變化程度偵測部份34,—旋轉速 部份35, -輸出修正測定部份36,—輸出修正操作部份π， 以及一點火定時測定部份38所組成。 旋轉速度偵測部份33由來自如前述之讀取線圈批偉叫 信號來偵測旋轉速度。旋轉速度變化程度偵測部份Μ與旋 轉速度變化程度變更偵測部份35’各自由來自亦如上述之 讀取線圈24之制信號，來偵測旋轉速度變化程度d與旋 轉速度變化程度之變更Df。 外 輸出修正測定部份3 6將旋轉速度變化程度之變更〇,與預 先設定參考值作比較，以敎相對於正常引擎運轉之增加 或減少輸出修正之必要。除旋轉速度變化程度之變更^之 預先設定參考值作比 尚可將旋轉速度變化程度D與一 較，以測定增加或減少輸出修正之必要。 輸出修正操作部份37依據輸出增加或減少之測定結果來 计算點火提前或延後角度量以增加或減少引擎輸出，其方 式將參照圖6說明。較佳地係不僅依據旋轉速度變化程度d 與旋轉速度變化程度之變更D，，亦依據旋轉速度，來計算 輸出控制量或，提前或延後之點火角度量。以此方式，才 有可能依據引擎是否以高或低旋轉速度在運轉，而更細微 地控制點火定時。 點火定時測感器定部份38於正常引擎運轉中，依據周轉 與引擎負載來測定基本點火定時，並在以輸出修正操作= 份3 7添加如上說明算得之點火定時修正量予基本點火定時 ，或自其將之扣除之後，以發.出最後點火信號。依據點火 85696 -10- 200406540 “虎’點火線圈32則經由點火電路28被啟動，以於 ^星塞產生火花。再者，完成此項工作之方法稍 圖6說明。 J少…、 立現參照圖4 ’此為本發明第：具體實施例之録。其主要 :份係與圖3具體實施例相似，於其組件與此具體實施例者 二同或相似之處，彼等m目同參考數字來辨識，並僅 而要瞭解此具體實施例之處，將再作說明。 此具體實施例係供’當機車以一急促加速度發動時，限 '引擎排量以防止機車躍起。為達成此目@，此具體實施 "、作有-與圖3所示之輸出修正測定部份％對應之 量:定部份41，供依據旋轉速度變化程度〇或〇”以測定速^ 減要。此具體實施财作有—延後角度量計算部份 :，供依據與圖3具體實施例輸出修正計算部份π符合之測 =結果，來計算點火延後角度量。不同地，此具體實施例 在構成與功能方面，係與圖3所示實例相同，因此本具體會 施例=進-步說明以瞭解其運轉與功能，對熟習此項技藝 者而言並無需要。 現參照圖5’此為本發明第三具體實施例之略表。其主要 部份係與圖3與4具體實施例相&，於其組件與此等二體會 施例相同或相似之處，齡係以相同參考數字辨識，並僅 在需要瞭解此具體實施例之處，將再作說明。 現明確參照圖5，於此具體實施例中，一旋轉加速度偵測 部份51係連接至旋轉速度债測部份33,以藉差別速度信號 來計算加速度。來自部份51之旋轉加速度信號係送至圖4具 85696 -11 - 200406540 骨:實施例之輸出減量測定部份41’以測定輸出是否欲依俨 旋轉加速度信號，以及依據上述之D與D，值來減少。與此^ 同者’此具體實施例在構造與功能方面係與圖4者相同，而 其^構與運轉之進—步說明以瞭解此具體實施例係認為無 此需要。 、A. Description of the invention: [Technical field to which the invention belongs] The present invention relates to an engine ignition controller. The related application + Jia Zhi Case was filed on September 5th by Ligong and others-the inventor, named "Engine Control Method and Device," a part of the joint patent application = 09/682457 continued. [Prior technology] The above-mentioned common patents disclosed in the case _ extremely simple and efficient method to measure the engine load and control-the engine control system in response to the received rejection to improve the operation of the engine. Due to its simplicity, this method And device: 构成 relatively low-yield engine composition 'such as a locomotive locomotive, taxi ί = similar to the engine user. Ding 铖 car and in addition to controlling an engine system to improve its operation spin Αm eight-rotation < It is often considered as a fine adjustment for wide operation. For example, in addition to the instantaneous load or the operator's request 2: the change of the second load or the requirement may need to be modified by the system control in order to provide a more stable and efficient operation. For example, ignition control Usually set in response to the operator's request ... Constant f standing measurement. The basic timing of throttling position measurement can also take into account the acceleration :: deceleration state for a favorable improvement. Measure the t This task can be done even more. In a locomotive vehicle, when the force < the mud valve opens rapidly, the displacement is low, and ^ ^ ^, and the suspension is accelerated to rotate, it is = jump (front wheel from the ground ), The displacement is increased to improve the implementation. In this case, the displacement can be delayed by the ignition time and decreased by 85696 200406540. In other cases, the displacement can advance the ignition time by 0. The traditional configuration for measuring acceleration and deceleration uses a throttling position sensor for tilting and throttling and an instant flow position detection circuit connected to the throttling position sensor. A circuit is also provided to Change ratio. The use of a throttle position sensor and a 2 position detection circuit that also measures the change ratio at the throttle position increases the number of components and causes the control system to reapply J1. The components are expensive and increase. The price of auxiliary vehicles. Especially in small vehicles, the space around the engine is limited, and the configuration of the components is also a problem. There is contention, and the space is available for the throttle position detector, or if the section 4 is installed The sensor has been installed 'of other accessories The configuration is greatly limited. Therefore, the present invention < aims to provide an improved engine system control method and device according to the operator's requirements and the change ratio in the requirements, which not only reduces the number of components, but also reduces the complexity of the electronic system '. Another object of the present invention is to provide an improved engine system control method and device according to the operator's request and the change ratio in the request, and its throttling position sensor. [Inventive Content] The first feature of the present invention is suitable for an internal combustion engine and a control system with bones, 4 daggers. The engine includes a drive shaft. A sensor configuration is connected with the drive shaft-the cypress drive shaft rotates to sense The speed of driving pumping. An engine control system controls the rotation of the engine. The basic condition of the engine is determined by the engine speed K and Yang Zhi. A control signal is transmitted according to the basic condition of the sensor 85696 200406540 to :! Engine control system. During the one-cycle interval, the degree of change in the basic condition Π / If the degree of change in the basic condition is not a predetermined set value, the control signal of the two-engine system is changed to compensate for the changed condition.疋 1 ^ step features, this system and the controlled system is the engine% fire system. [Embodiment] Before the drawings explain the present invention in detail, the disclosure of the aforementioned application is used for the tea test, because it shows a lot of formulas according to which the present invention can be used, and a spark control device and method. However, I believe that those skilled in the art can at any time from the following explanations, not only to make the power of the request, and methodologies, but also to a wide variety of instantaneous control plus threshold engine control, to understand how to implement the invention. Now referring to the diagram in detail, the first game .._ + / IJt t is the first one. An engine speed sensor is shown in the diagram ’column P. Any required type is matched with the internal combustion engine shaft parts. Specifically, a flywheel 21 is a fixed supply-engine shaft. In this embodiment, a crankshaft 22 is explicitly connected. The shaft is “turned into an engine body, as in the second technique = known: flywheel 21 has a certain time mark 23, as indicated in the above-mentioned common specialty, it has a size larger than the usual user of this skill. In a preferred embodiment, the circumference of record 23 is about the axis of curvature. The leading edge of record 23 is the top dead point.) A few points ahead-the sensor coil 24 cooperates with the timing mark 23 'When timing ... the edge and the trailing edge pass through the sensor coil 24, positive and negative pulses are generated, etc.;: 85696 200406540 'The figures shown are similar to each other. The rest of the rotation is also shown in Figure 2 and does not cause the output coil 24. A traditional point large timing sensor can use two for the sensor' The time interval T between the edge pulsation signals is for the crankshaft 22 to complete the turnover < time ', so the instantaneous shaft speed for this turnover is the inverse function of this time interval. In addition, for the timing record 23 to pass the sensor Time interval 1 of the coil 24, the crank shaft 22 died at the top The moment when the tdc is completed immediately before the partial turnover. As indicated in the common patent application, it can be calculated as the degree of privacy of the rotation change. The t / T ratio is directly related to the engine load. The load is measured using a map stored in a microcomputer memory. As for the chart, the relationship between the degree of change in f revolutions, the rotation speed of the crank shaft, and the engine load are determined by a preliminary test or the like, and three can be obtained The working time chart is stored in the memory. Therefore, the basic ignition timing of the engine can be set using this material. In addition, the _ term difference is calculated as the change in the change in the catching speed between consecutive times. The engine is running The interpretation of the situation and the control of the ignition timing will be described later according to the values of D and DD. 7 The first-specific embodiment for implementing the present invention will now be described first in this specific embodiment with reference to FIG. 3. The fire controller is composed of a running circuit 26, a power supply and demand circuit 27, and an 'ignition circuit 28. The power supply and demand circuit 27 is connected to the battery via a main switch 31. / 占 火 包 路 28 Fortunately, send—ignition signal to an ignition coil%, and to a related engine (not π) <Mars plug (not shown). The capture coil 24 outputs its signal to the operation packet 26. The operation circuit 26 is detected by the _rotation speed Measuring part%, a rotation 85696 200406540 speed change degree detection part 34,-rotation speed part 35,-output correction measurement part 36,-output correction operation part π, and an ignition timing measurement part 38 The rotation speed detection section 33 detects the rotation speed from the above-mentioned read coil batch signal. The rotation speed change degree detection section M and the rotation speed change degree detection section 35 'are each composed of The signal from the read coil 24 as described above is used to detect the rotation speed change degree d and the rotation speed change degree Df. The external output correction measurement section 36 compares the change in the rotation speed with a preset reference value to increase or decrease the output correction compared to normal engine operation. In addition to the change in the degree of change in rotation speed ^, the reference value is set in advance. The degree of change in rotation speed D can also be compared to determine the need to increase or decrease the output correction. The output correction operation section 37 calculates the amount of ignition advance or retard to increase or decrease the engine output based on the measurement result of the increase or decrease of the output. The method will be described with reference to FIG. 6. It is preferable to calculate the output control amount or the ignition angle amount that is advanced or retarded not only based on the rotation speed change degree d and the rotation speed change degree D, but also based on the rotation speed. In this way, it is possible to control the ignition timing more finely depending on whether the engine is running at a high or low rotation speed. The ignition timing sensor setting part 38 measures the basic ignition timing according to the turnover and engine load during normal engine operation, and adds the ignition timing correction amount calculated as described above to the basic ignition timing with the output correction operation = part 37. Or after it deducts it, it sends out the final ignition signal. According to the ignition 85696 -10- 200406540 "Tiger 'ignition coil 32 is activated via the ignition circuit 28 to generate sparks in the star plug. Furthermore, the method for completing this work is illustrated in Figure 6 below. J Shao ... Figure 4 'This is the first: specific embodiment of the present invention. Its main parts are similar to the specific embodiment of FIG. 3, and the components are the same or similar to those of the specific embodiment, and their references are the same. The number is used for identification, and the specific embodiment is only to be understood, and will be explained again. This specific embodiment is provided for 'limiting the engine displacement when the locomotive starts at a rapid acceleration' to prevent the locomotive from jumping up. To achieve this @@ ， This specific implementation ", is made-the amount corresponding to the output correction measurement part% shown in Figure 3: the fixed part 41 for measuring the speed reduction according to the rotation speed change degree 0 or 0 ". This specific implementation has a delay angle amount calculation section: for calculating the ignition delay angle amount based on the measurement = result that is consistent with the output correction calculation portion π of the specific embodiment in FIG. 3. Differently, the specific embodiment is the same in structure and function as the example shown in FIG. 3, so this specific embodiment example = further explanation to understand its operation and function, there is no such thing as a person skilled in the art need. Reference is now made to Fig. 5 ', which is an outline of a third embodiment of the present invention. The main part is similar to the specific embodiment shown in FIGS. 3 and 4. The components are the same as or similar to the two embodiments, and the age is identified by the same reference numerals. Only when you need to understand this specific embodiment The points will be explained again. Reference is now made explicitly to FIG. 5. In this embodiment, a rotational acceleration detection section 51 is connected to the rotational speed debt measurement section 33 to calculate the acceleration by a differential speed signal. The rotational acceleration signal from the part 51 is sent to Figure 4 85696 -11-200406540 Bone: The output decrement measurement part 41 'of the embodiment to determine whether the output is based on the rotational acceleration signal, and according to D and D above, Value to decrease. The same embodiment ′ is the same in structure and function as that in FIG. 4, and its structure and operation are further described in order to understand that this embodiment does not consider it necessary. ,
圖3' 4與5具體實施例之運轉方法今將參照圖6予以說明 。在程式開始之後’旋轉速度變化程度測部份34於步妒 =計算旋轉速度變化程度之變仙。此量隨即送至旋轉速^ 又化秸度.交更偵測邵份35，供於步驟S2計算於一預先設定 時段内之旋轉速度變化程度之變更D，。 疋 然後程式移在步驟S3，在此，圖3具體實施例中之輸出修 :測疋部份36’或’圖4或5具體實施例中輸出減量測定部 份41，測感器定旋轉速度變化程度是否不少於一預定 =〇。若D少於D0 ’即旋轉速度變化程度小，點火定時測 =份38則在步㈣計算—基本點火定時α，作為正常轉動 2若於步驟S 3測定D係不少於別，圖3具體實施例中之輪 :敎部份36,或，圖4或5具體實施例之輸出減量測 疋。刀41，則於步驟如則定旋轉速度變化程度之變更〇是不 預先設定參考值D，°，程式則移至步㈣，在人 圖⑼貫施例中之輸出修正計算部份37 Π:延後角度量計算伽，算出-延後角度量二 :二二?Γ點火定時測定部份17自基本點火定時α扣除 又里β ’以獲得—最後經修正之點火定時㈣）。 85696 -12- 200406540 惟當D’少於DO時，於步驟沾，圖3具體實施例之輸出修正 計算邵份37，或，圖4或5具體實施例之延後角度量計算部 份42，則算出一延後角度量γ。然後於步騾弘，點火定時測 定部份38自基本點火定時01扣除延後角度量丫，以獲得一最 後經修正之點火定時（心γ)。 最後於步騾sio,以點火定時時測定部份38算得之最後點 火走寺α (α-β)，或Ο-γ) ’點火線圈32經由點火電路28啟動 ’以於引擎之火星塞產生火花。 1 7顯示本發明之第四具體實施例，其主要部份係與圖4 具體實施例相似’於組件與此等具體實施例者相同或相似 《處’彼等係以相同參考數字辨識，並僅在需要瞭解此且 體實施例之處，將再作說明。此具體實施例係作有一連接 至旋轉速度變化程度偵測部份34之旋轉速度變化程度積算 :份61。此情況使之有可能使用至該時候積算值之判讀： 2 ’加上旋轉速度變化程度之變更，以細微地測定引擎運 „得點火定時最適合之延後角度量。不同地， :=在構成與功能方面’係與前述圖4具體實施例 5 進—步說明係视為不需要。 圖8顯示本發明之第 每 與7且濟余、>彳丨4 、 ，、眼貝犯例，其王要部份係與圖5 ，彼等係、jy/似’於組件與此等實施例相同或相似之處 、目同參考數字辨識，並僅在需要睁 施例之處，將再作今M 文嗯解此，、貝 速度偵測部份此具體實施例作有-連接 信號計营加、ο度偵測部份5卜以藉差別速度 υ °旋轉加速度信號係送至輸出減量測定部 85696 -13 - 200406540 份41 ’以測定是否要依據加速度，加上上述D與D’之值以及 積算值’來減少輸出量。不同地，此具體實施例於構成與 功能方面係與圖7所示實例相同。 圖7與8具體實施例之運轉今將參照圖9說明。當程式開始 時’於步驟S21，旋轉速度變化程度偵測部份34計算旋轉速 度變化程度D。然後於步驟S22，旋轉速度變化程度變更僧 測部份35於一預定設定時段内計算旋轉速度變化程度之變 更D1 °旋轉速度變化程度積算部份61隨即於步驟S23計算旋| 轉速度變化程度之積算值丨D。 此資訊隨即於步騾S24為輸出減量測定部份41所比較，以 測定旋轉速度變化程度D是否不少於一預定設定參考值D〇 。若此值小，則點火定時測定部份38於步驟S25計算基本點 火定時α作為正常轉動模式。 惟若於步騾S24，D值不少於D0，則輸出減量測定部份41 於步騾S26測定旋轉速度變化程度之變更D，是否不少於預定 設定參考值D’O。若D’值不少於D’O，輸出減量測定部份輸出 g 減量測定部份41則於步騾S27測定積算值丨D是否不少於一預 足设定參考值D0。若是，隨於步騾S28，延後角度量計算部 份42則异出一延後角度量β。然後點火定時測定部份％自基 本點火定時扣除此延後角度量β，以於步驟S29獲得一經修 正之最後點火定時（α-β)。若於步騾S27，丨D值小於丨D0，延 後角度量測定部份42則於步·驟S30算出一延後角度量γ，然 後於步驟S31，點火定時測定部份38自基本點火定時α扣除 延後角度量γ，以獲得一最後點火定時（α_γ)而完成修正。 85696 -14- 200406540 、目現回到步驟S26,若D，值不大於D，〇e於此步驟，輸出減量 測定部份41則於步驟S32測定積算值比是否不少於一預定設 定^考值丨D0。若丨D不少於丨D0’延後角度量計算部份42則二 ^驟S33算出一延後角度量δ。然後於步驟S34，點火定時測 疋邯份38自基本點火定時α扣除延後角度量δ，以獲得一經 修正之最後點火定時（α_δ)。 若於步騾S32, iD值少於丨D0,延後角度量計算部份42則於 步％ S35异出一延後角度量e。然後於步驟S36，點火定時測 走#伤38則自基本點火定時α扣除延後角度量e，以獲得一 經修正之最後點火定時（α-e)。 最後於步驟S37,依據點火定時測定部份38個別由步驟S25 ，S29, S31，S34或S36之結果算得之最後點火定時a，（心β) ，（心γ)，（α-δ)或（a-e)，開始點火，而點火線圈32經由點火 電路28啟動，以於引擎之火星塞產生火花。 現參照圖10，其顯示本發明之第六具體實施例。此具體 實施例係，當車輛自一正常轉動狀態開始加速時，藉增加 其輸出量以改進加速度之執行。此具體實施例之功能係與 圖3所示之具體實施例之功能相似，並以之為依據，其組件 相同之處，彼等係以相同參考數字辨識，並僅在需要瞭解 此具體實施例之構造與功能之處，將再作說明。 此具體實施例係作有一輸出增量測定部份71，其取代圖3 所示之輸出修正測定部份36，供依旋轉速度變化程度〇與/ 或其變更D1來計算點火提前角度量。不同地，此具體會施 例於構成與功能方面，係與圖3所示實施例相同，故進一步 85696 -15- 200406540 說明對施行此具體實施例之熟習此項技藝者係不認為有需 要0 圖11顯示本發明之第七具體實施例，其係部份地以圖1〇 之具體實施例為依據。再者，其組件與前面具體實施例為 依據。再者，其組件與前面具體實施例為相同之處，彼等 係以相同參考數字辨識。此具體實施例添加一旋轉加速度 偵測邵份於圖1〇之具體實施例，如使用於圖5與8具體實施 例者，係連接至旋轉速度偵測部份33,藉差別速度信號來| 計算加速度。旋轉加速度之信號係送至輸出增量測定部份 71，以測定輸出量是否要依據加速度，加上前面所述之〇與 P值，來作增加。 圖10與11具體實施例之運轉，今將參照圖12之4表說明 。程式開始並移至步糊，在此，旋轉速度變化程度神測 邵份34計算-旋轉速度變化程度D。此資訊於步賴2傳送 至旋轉速度變化程度變更摘測部份35,其於—預先設定時 丰又内计异旋轉速度變化程度之變更D，。 、 然後於步雜’輸出增量測定部份71測定旋轉速度變化 ^度^是否不少於預定設定參考值D0。如果不少，則旋轉 m化私度參考值D0。如果不少，則旋轉速 小，因此於步驟S44，點火定時測定部份 ^ 時α作為正常轉動模式。 巷本點人疋 惟若於步騾S43測定旋轉速度變化程 步騾S45，在此，輸出增量測定 :、、、’則程式移至 度是否大於預先設定參考值若71：^旋轉速度變化程 ，、不大，則於步驟S46 S5696 -16 - 200406540 提前角度計算部份72算出一提前角度量β。然後於步驟弘7 ，點火定時測定邵份38添加提前角度度量至基本點火定時以 ，以獲得一經修正之最後點火定時（α+β)。 惟若於步騾S45測定旋轉速度變化程度之變更〇"不大於預 定設定參考值D”0,則於步騾S48，提前角度量計算部份”算 出一提前角度量γ。然後於步騾S49,點火定時時測定部份 17添加此提前角度量γ至基本點火定時以，以獲得一經修正 之最後點火定時（α+γ)。 於步驟S44, S47或S49完成測定最後點火定時以，（α+β)或 (α+γ)後，於步騾S50點火定時測定部份％輸出一信號至點火 電路28，俾啟動點火線圈32，使點火線圈32於引擎之火星塞 產生一火花。 圖13顯示-以圖10具體實施例為依據之本發明第八具體 實施例，目此相同組件係以相同數字辨識，且於需要瞭解 此具體實施例之處，將再作說明。此具體實施例係作有一 連接至，如圖7與8具體實施例中所使用之，旋轉速度變化 程度偵測部份34之輯速度變化程度積算部份&，此情況 使其有可能使用，至彼時已積算之判讀时，加上旋轉速 度變化程度之變更’來細微地測定引擎運轉狀態，並獲得 點火足時之取適當之提前角度量。 圖14顯示一以圖13具體實施例為依據之本發明第九具體 實施例，惟更添加連接至旋轉速度偵測部份％之旋轉加速 度偵測部份以藉如於圖5、8與„具體實施例之差別速 度信號來計算加速度。旋轉加速度之信號係送至輸出增量 85696 -17- 200406540 上 /4疋4伤71，以測定輸出量是否要依據加速度，加上如 述之D與Df值予以增加。 圖13舁14之具體實施例之運轉，現將參照圖15之略表予 以況明。私式開始並移至步騾S51，在此，旋轉速度變化程 度偵測部份34算出一旋轉速度變化程度D。然後於步驟S52 ，狡轉速度變化程度變更偵測部份35於一預先設定時段内 算出旋轉速度變化程度之變更D，。結果於步騾S53，旋轉速 度k化程度積算部份61算出旋轉速度變化程度之積算值丨d。 然後此值隨作比較，於步驟S54輸出增量測定部份71測定 旋轉速度變化程度D是否大於預定設定參考值D0。若不是 ’其值小’隨於步驟S55，點火定時測定部份38算出基本點 火定時α作為正常轉動模式。 惟若於步驟S54旋轉速度變化程度較大，則於步騾S56輸 出增量測定部份71測定旋轉速度變化程度之變更D，是否不 小於預先設定參考值D”0。若其不少於此值，程式則移至步 驟S57 ’在此，輸出增量測定部份71測定積算值丨〇是否不少 於一預先設定參考值丨D0。若其較大，則於步驟S58提前角 度量計算部份72算出一提前角度量β，而於步騾S59點火定 時測定部份38添加此提前角度量β至基本點火定時α，以獲 得一經修正之最後點火定時（α+β)。 若於步驟S57，J*D少於iDO之情況，提前角度量計算部份72 於步驟S60算出一提前角度量γ。然後於步騾S61，點火定時 測定部份38添加此提前角度量至基本點火定時α，以獲得一 經修正之最後點火定時（α+γ)。 85696 -18- 200406540 現回到步騾S56，在D”值少於D”0之情況，則程式移至步 騾S62 ’在此，輸出增量測定部份71測定積算值j*D是否不少 於一預先設定參考值iDO。若其較大，則於步騾S63提前角 度量計算部份72算出一提前角度量δ，並於步驟^64點火定 時測定部份38添加此提前角度量δ至基本點火定時α，以獲 得一經修正之最後點火定時（α+δ)。 惟若於步騾S62，D，值不少於D，0，則程式移至步騾S65， 在此，提前角度量計算部份16b算出一提前角度量e，然後 至步驟S66，在此，點火定時測定部份17添加此提前角度量 e至基本點火定時α，以獲得一經修正之最後點火定時（Q+e)。 一旦最後點火定時之值α，（α+β)，（α+γ)，（α+δ)或（a+e) 於步騾S55, S59, S61，S64或S66之點火定時測定部份38中被 异出，則點火線圈32為點火電路28所啟動，而於引擎火星 塞產生一火花。 因此自前面說明一其甚為明顯，所述之具體實施例依據 操作者要求與要求中之變更比率，提供一改進之引擎系統 控制方法與裝置，其不僅減少組件之數量，亦降低電子系 統（複雜性。又此等具體實施例中無一需要節流位置測感 器。惟熟習此項技藝者可瞭解，所述之具體實施例僅係本 發明之較佳具體實施例，且各式各樣之變更與修改係可為 之，毋須脫離本發明之精神與範圍，如所附中請專利範圍 闡述者。 【圖式簡單說明】 圖1係使用附有本發明之引擎控制結構與方法之引擎轴速 85696 •19- 200406540 度測感器之平面圖。 圖2為顯示圖1所示測感器之輸出之平面圖。 圖3為供實施本發明之引擎點火控制系統之第一具體實施 例之略圖。 圖4為供實施本發明之引擎點火控制系統之第二具體實施 例，與圖3部份相同，之略圖。 圖5為供實施本發明之引擎點火控制系統之第三具體實施 例’與圖3與4部份相同，之格圖。 圖6係使用附有圖3-5具體實施例之控制方法之略表。 圖7為供實施本發明之引擎點火控制系統之第四具體實施 例’與圖3 - 5部份相同，之略圖。 圖8為供實施本發明之引擎點火控制系統之第五具體實施 例’與圖3-5與8部份相同，之略圖。 圖9係使用附有圖7與8之具體實施例之控制方法之略表。 圖10為供實施本發明之引擎點火控制系統之第六具體實 施例’與圖3 - 5、7與8邵份相同，之略圖。 圖11為供貫施本發明之引擎點火控制系統之第七具體實 施例，與圖3-5、7、8與10部份相同，之略圖。 圖12係使用附有圖1〇與u之具體實施例之控制方法之略 表。 圖13為供貫施本發明之引擎點火控制系統之第八具體實 施例，與圖3-5、7、8、10與11部份相同，之略圖。 圖14為供實施本發明之引擎點火控制系統之第八具體實 施例，與圖3-5、7、8、10、11與13部份相同，之略圖。 85696 -20- 200406540 圖15係使用附有圖13與14具體實施例之控制方法之略表。 【圖式代表符號說明】 16b 提前角度量計算部份 17 點火定時測定部份 21 飛輪 22 曲柄車由 23 定時記號 24 測感器線圈（讀取線圈） 26 運轉電路 27 電力供應電路 28 點火電路 29 電池 31 主開關 32 點火線圈 33 旋轉速度偵測部份 34 旋轉速度變化程度偵測部份 35 旋轉速度變化程度變更偵測部份 36 輸出修正測定部份 37 輸出修正運轉部份（輸出修正計算部份） 38 點火定時測定部份 41 輸出減量測定部份 42 延後角度量計算部份 51 旋轉加速度偵測部份 61 旋轉速度變化程度積算部份 85696 -21 - 200406540 71 72 T t D D， DO DO a β Ί δ e Id Jdo d，’ Dff0 輸出增量測定部份 提前角度量計算部份 時間間隔 時間間隔 旋轉速度變化程度 旋轉速度變化程度之變更 預定設定參考值 預定設定爹考值 基本點火定時 延後角度量（提前） 延後角度量（提前） 延後角度量（提前） 延後角度量（提前） 積算值 預先設定積算值 旋轉速度變化程度之變更 預先設定餐考值 85696 22-The operation method of the specific embodiments of FIGS. 3 '4 and 5 will now be described with reference to FIG. 6. After the program is started, the portion 34 of the rotation speed change is measured in step jealousy = calculation of the change in rotation speed. This amount is then sent to the rotation speed ^ and the degree of rotation. The change detection Shao Fen 35 is used for calculating the change D of the rotation speed change degree within a preset period in step S2.程式 The program then moves to step S3. Here, the output modification in the specific embodiment of FIG. 3: the measurement section 36 'or the output reduction measurement section 41 in the specific embodiment of FIG. 4 or 5. The sensor determines the rotation speed. Whether the degree of change is not less than a predetermined = 0. If D is less than D0 ', that is, the degree of change in rotation speed is small, the ignition timing is measured = 38 and then calculated in step —-basic ignition timing α, as a normal rotation 2 if D is measured at step S 3 not less than others, Figure 3 is specific Wheel in the embodiment: part 36, or the output reduction measurement of the specific embodiment of FIG. 4 or 5. Knife 41, the change of the rotation speed change degree is determined in the step as follows. 0 is not set in advance as the reference value D, °, the program moves to the step, and the output correction calculation part 37 in the embodiment of the human figure is executed. Calculate the back angle amount, calculate-delay angle amount two: two two? Γ The ignition timing measurement section 17 subtracts β 'from the basic ignition timing α to obtain-the last modified ignition timing ㈣). 85696 -12- 200406540 However, when D 'is less than DO, in the step, the output correction calculation of the specific embodiment of Fig. 3 is Shao Fen 37, or the delay angle calculation part 42 of the specific embodiment of Fig. 4 or 5. Then, a delay angle γ is calculated. Then at Bu Yihong, the ignition timing measurement section 38 subtracts the delay angle γ from the basic ignition timing 01 to obtain a final corrected ignition timing (heart γ). Finally at step sio, the final ignition α (α-β), or 0-γ) calculated by the ignition timing measurement section 38 is used. 'The ignition coil 32 is activated via the ignition circuit 28' to generate sparks on the engine's spark plug. . 17 shows a fourth specific embodiment of the present invention, the main part of which is similar to the specific embodiment of FIG. 4 'the components are the same as or similar to those of the specific embodiments, and "the" are identified by the same reference numerals, and Only where this embodiment needs to be understood will be explained again. In this specific embodiment, a rotation speed change degree totalizing part 61 is connected to the rotation speed change degree detecting section 34. This situation makes it possible to use the interpretation of the accumulated value up to that time: 2 'plus the change in the degree of change in rotation speed to finely measure the amount of retardation angle that is most suitable for the engine operation to obtain the ignition timing. Differently,: = in The structure and function are the same as those in the fifth embodiment of FIG. 4 and are not considered further. FIG. 8 shows the seventh and seventh embodiment of the present invention, > The main parts of it are the same as those in Fig. 5. Their components are the same as or similar to these embodiments. They are identified by reference numbers, and only where the examples need to be opened, will be To solve this problem, this specific embodiment of the velocity detection part is-connected to the signal meter, and the degree detection part 5 is sent to the output decrement by the differential speed υ ° rotation acceleration signal Measurement section 85696 -13-200406540 41 "to determine whether to reduce the output based on the acceleration, plus the values of D and D 'above and the accumulated value'. Differently, this specific embodiment is shown in the structure and function. The example shown in Fig. 7 is the same. Figs. The description will be made with reference to Fig. 9. When the program starts, 'at step S21, the rotation speed change degree detecting section 34 calculates the rotation speed change degree D. Then, at step S22, the rotation speed change degree changes the monk measurement section 35 at a predetermined setting. The change in the degree of change in the rotation speed during the time period D1 ° The degree of change in the rotation speed accumulative portion 61 then calculates the total value of the degree of rotation | change in the rotation speed in step S23 丨 D. This information immediately follows step S24 for the output decrement measurement portion 41 For comparison, it is determined whether the degree of change D of the rotation speed is not less than a predetermined set reference value D0. If this value is small, the ignition timing measurement section 38 calculates the basic ignition timing α as a normal rotation mode at step S25. In step S24, the value of D is not less than D0, and the output decrement measuring section 41 measures the change in rotation speed change D in step S26, whether it is not less than the predetermined set reference value D'O. If the value of D 'is not less than D'O, the output decrement measurement section outputs g. The decrement measurement section 41 measures the integrated value at step S27 to check whether D is not less than a pre-set reference value D0. If it is, follow step S28, delay The angle amount calculation part 42 differs from a delayed angle amount β. Then the ignition timing measurement part% subtracts this delayed angle amount β from the basic ignition timing to obtain a modified final ignition timing (α-β) at step S29. ). If at step S27, the D value is smaller than D0, the postponed angle amount measurement section 42 calculates a postponed angle amount γ at step S30, and then at step S31, the ignition timing measurement section 38 starts from basic The ignition timing α is subtracted from the delay angle γ to obtain a final ignition timing (α_γ) and the correction is completed. 85696 -14- 200406540 Now return to step S26, if D, the value is not greater than D, 〇e in this step, The output decrement measuring section 41 determines whether the accumulated value ratio is not less than a predetermined setting ^ test value 丨 D0 in step S32. If D is not less than D0 ', the delay angle amount calculation section 42 is followed by step S33 to calculate a delay angle amount δ. Then in step S34, the ignition timing is measured by subtracting the retardation amount δ from the basic ignition timing α to obtain the corrected final ignition timing (α_δ). If at step S32, the value of iD is less than D0, the postponed angle amount calculation part 42 differs by a postponed angle amount e at step% S35. Then in step S36, the ignition timing measurement #Wound 38 is subtracted from the basic ignition timing α by the delay angle amount e to obtain a corrected final ignition timing (α-e). Finally, in step S37, the final ignition timing a, (heart β), (heart γ), (α-δ) or (α-δ) or (according to the results of steps S25, S29, S31, S34, or S36, respectively, according to the ignition timing measurement section 38, respectively. ae), the ignition is started, and the ignition coil 32 is activated through the ignition circuit 28 so that the spark plug of the engine spark plug is generated. Referring now to FIG. 10, a sixth specific embodiment of the present invention is shown. In this specific embodiment, when the vehicle starts accelerating from a normal rotation state, the execution of the acceleration is improved by increasing its output. The function of this specific embodiment is similar to the function of the specific embodiment shown in FIG. 3 and is based on it. The components are the same and they are identified by the same reference numerals and only need to understand this specific embodiment The structure and function will be explained again. This specific embodiment is made with an output incremental measurement section 71, which replaces the output correction measurement section 36 shown in FIG. 3, and is used to calculate the ignition advance angle according to the rotation speed change degree 0 and / or its change D1. Differently, this embodiment will be similar in structure and function to the embodiment shown in FIG. 3, so 85696 -15- 200406540 further explains that those skilled in the practice of this embodiment do not consider it necessary. FIG. 11 shows a seventh specific embodiment of the present invention, which is based in part on the specific embodiment of FIG. 10. Moreover, its components are based on the previous specific embodiments. Furthermore, the components are the same as those of the previous embodiments, and they are identified by the same reference numerals. This specific embodiment adds a rotation acceleration detection method to the specific embodiment shown in FIG. 10, and if it is used in the specific embodiments of FIGS. 5 and 8, it is connected to the rotation speed detection section 33 and uses a differential speed signal to | Calculate acceleration. The signal of the rotational acceleration is sent to the output increment measurement section 71 to determine whether the output volume is to be increased according to the acceleration, plus the values of 0 and P described above. The operation of the specific embodiment of FIGS. 10 and 11 will now be described with reference to the table of FIG. 12. The program starts and moves to step paste, where the degree of change in rotation speed is impressive. Shao Fen 34 calculates the degree of change in rotation speed D. This information is transmitted to step 2 of the rotation speed change degree measurement step 35 in Step 2, and it calculates the change of the rotation speed change degree D in the preset time. Then, in the step miscella ’output increment measurement section 71, it is determined whether the rotation speed change ^ degrees ^ is not less than a predetermined set reference value D0. If not, rotate the m-degree privacy reference value D0. If there is not much, the rotation speed is small. Therefore, in step S44, α at the ignition timing measurement portion ^ is regarded as the normal rotation mode. People at the alley, but if step S43 is used to measure the rotation speed change step S45, here, the output increment is determined: ,,, ', then the program moves to a degree greater than the preset reference value. If 71: ^ rotation speed changes If it is not too large, in step S46 S5696 -16-200406540 advance angle calculation section 72 calculates an advance angle β. Then at step 7, the ignition timing measurement Shao Fen 38 adds an advance angle measurement to the basic ignition timing to obtain a modified final ignition timing (α + β). However, if the change in the rotation speed is measured at step S45 and is not greater than the preset reference value D "0, then at step S48, the advance angle amount calculation part" calculates an advance angle amount γ. Then in step S49, the ignition timing measurement section 17 adds this advance angle amount γ to the basic ignition timing to obtain a corrected final ignition timing (α + γ). After completing the measurement of the final ignition timing at step S44, S47 or S49, (α + β) or (α + γ), output a signal to the ignition circuit 28 at step S50, and then start the ignition coil 32. , So that the ignition coil 32 generates a spark on the spark plug of the engine. Fig. 13 shows an eighth embodiment of the present invention based on the embodiment of Fig. 10, so that the same components are identified by the same numerals, and where it is necessary to understand this embodiment, it will be described again. This specific embodiment is a connection to, as used in the specific embodiments of FIGS. 7 and 8, the rotation speed change detection portion 34 and the speed change accumulation unit &, which makes it possible to use At that time, when the accumulated interpretation is added at that time, the change in the degree of change in the rotation speed is added to measure the engine operating state finely, and the appropriate advance angle is obtained when the ignition is sufficient. FIG. 14 shows a ninth specific embodiment of the present invention based on the specific embodiment of FIG. 13, except that a rotation acceleration detection portion connected to the rotation speed detection portion% is added as shown in FIGS. 5, 8 and „ The acceleration is calculated based on the differential speed signal of the specific embodiment. The rotation acceleration signal is sent to the output increment 85696 -17- 200406540 on / 4 疋 4 injury 71 to determine whether the output is based on acceleration, plus D and The Df value is increased. The operation of the specific embodiment of FIGS. 13 to 14 will now be explained with reference to the outline of FIG. 15. The private mode starts and moves to step S51. Here, the rotation speed change degree detection section 34 Calculate a rotation speed change degree D. Then, in step S52, the rotation speed change degree change detection section 35 calculates a change in rotation speed change degree D within a preset period. As a result, in step S53, the rotation speed is k. The degree integration section 61 calculates an integrated value of the rotation speed change degree 丨 d. Then, the value is compared and the incremental measurement section 71 is output to determine whether the rotation speed change degree D is greater than a predetermined set reference value D0 in step S54. If it is not 'its value is small', following step S55, the ignition timing measurement section 38 calculates the basic ignition timing α as the normal rotation mode. However, if the degree of change in rotation speed is large in step S54, the incremental measurement section is output in step S56. Part 71 measures whether the change D in the degree of change in the rotation speed is not less than the preset reference value D "0. If it is not less than this value, the program moves to step S57 '. Here, the output incremental measurement section 71 determines whether the accumulated value 丨 0 is not less than a preset reference value 丨 D0. If it is large, an advance angle amount β is calculated in step S58 in advance angle amount calculation section 72, and the advance angle amount β is added to the basic ignition timing α in step S59 ignition timing measurement section 38 to obtain a correction. The final ignition timing (α + β). If J * D is less than iDO in step S57, the advance angle amount calculation section 72 calculates an advance angle amount γ in step S60. Then at step S61, the ignition timing measurement section 38 adds this advance angle amount to the basic ignition timing α to obtain a corrected final ignition timing (α + γ). 85696 -18- 200406540 Now return to step S56. If the value of D ”is less than D” 0, the program moves to step S62 'Here, the output increment measurement section 71 determines whether the integrated value j * D is not Less than a preset reference iDO. If it is larger, an advance angle amount δ is calculated in step S63 advance angle amount calculation section 72, and in step ^ 64 ignition timing measurement section 38, this advance angle amount δ is added to the basic ignition timing α to obtain a Corrected final ignition timing (α + δ). However, if the value at step S62, D is not less than D, 0, the program moves to step S65. Here, the advance angle amount calculation portion 16b calculates an advance angle amount e, and then proceeds to step S66, where, The ignition timing measurement section 17 adds this advance angle amount e to the basic ignition timing α to obtain a corrected final ignition timing (Q + e). Once the final ignition timing value α, (α + β), (α + γ), (α + δ) or (a + e) is in the ignition timing measurement section 38 of steps S55, S59, S61, S64 or S66 If it is detected in the middle, the ignition coil 32 is activated by the ignition circuit 28, and a spark is generated in the engine spark plug. Therefore, it is obvious from the foregoing description that the specific embodiment described provides an improved engine system control method and device according to the operator's requirements and the change ratio in the requirements, which not only reduces the number of components, but also reduces the electronic system ( Complexity. None of these specific embodiments require a throttling position sensor. However, those skilled in the art can understand that the specific embodiments described are only preferred specific embodiments of the present invention, and various Such changes and modifications can be made without departing from the spirit and scope of the present invention, as described in the appended patent scope. [Brief Description of the Drawings] Figure 1 is an engine using the engine control structure and method of the present invention. Shaft speed 85696 • 19- 200406540 degree plan view of the sensor. Figure 2 is a plan view showing the output of the sensor shown in Figure 1. Figure 3 is a schematic diagram of a first embodiment of an engine ignition control system for implementing the present invention Fig. 4 is a second specific embodiment of the engine ignition control system for implementing the present invention, which is the same as that of Fig. 3, and is a schematic diagram. Fig. 5 is an engine ignition control for implementing the present invention. The third embodiment of the system is the same as that of Figs. 3 and 4. The grid diagram is as shown in Fig. 6. The control method using the embodiment shown in Figs. 3-5 is used. Fig. 7 is the engine for implementing the present invention. The fourth specific embodiment of the ignition control system is the same as that in Figs. 3-5, and the outline is shown. Fig. 8 is the fifth specific embodiment of the engine ignition control system for implementing the present invention, and the parts in Figs. 3-5 and 8 Fig. 9 is a schematic diagram of a control method using the specific embodiment with Figs. 7 and 8. Fig. 10 is a sixth specific embodiment of the engine ignition control system for implementing the present invention 'and Figs. 3-5 , 7 and 8 are the same, and the sketch is the same. Fig. 11 is a seventh specific embodiment of the engine ignition control system for applying the present invention, and is the same as the parts in Figs. 3-5, 7, 8, and 10, and the sketches are shown. 12 is an outline of the control method using the specific embodiment with Figures 10 and u. Figure 13 is an eighth specific embodiment of the engine ignition control system for implementing the present invention, and Figures 3-5, 7, and 8 Parts 10, 11 and 11 are the same, and the outline is shown in Fig. 14. Fig. 14 is an eighth embodiment of the engine ignition control system for implementing the present invention. For example, the diagrams are the same as those in Figs. 3-5, 7, 8, 10, 11, and 13. 85696 -20- 200406540 Fig. 15 is an outline of the control method with the specific embodiments of Figs. 13 and 14. Explanation of symbols on the diagram] 16b Advance angle amount calculation part 17 Ignition timing measurement part 21 Flywheel 22 Crank car by 23 Timing mark 24 Sensor coil (reading coil) 26 Operating circuit 27 Power supply circuit 28 Ignition circuit 29 Battery 31 Main switch 32 Ignition coil 33 Rotation speed detection section 34 Rotation speed change detection section 35 Rotation speed change detection section 36 Output correction measurement section 37 Output correction operation section (output correction calculation section ) 38 Ignition timing measurement section 41 Output decrement measurement section 42 Delay angle amount calculation section 51 Rotational acceleration detection section 61 Rotational speed change degree accumulation section 85696 -21-200406540 71 72 T t DD, DO DO a β Ί δ e Id Jdo d, 'Dff0 Output increment measurement part advance angle amount calculation part time interval time interval rotation speed change degree rotation speed Change of the degree of change Pre-set reference value Pre-set value Basic ignition timing Delayed angle (advance) Delayed angle (advanced) Delayed angle (advanced) Delayed angle (advanced) Accumulated value Pre-set accumulated value Change of rotation speed change