JP2824909B2 - Ignition timing control device for internal combustion engine - Google Patents

Ignition timing control device for internal combustion engine

Info

Publication number
JP2824909B2
JP2824909B2 JP63302721A JP30272188A JP2824909B2 JP 2824909 B2 JP2824909 B2 JP 2824909B2 JP 63302721 A JP63302721 A JP 63302721A JP 30272188 A JP30272188 A JP 30272188A JP 2824909 B2 JP2824909 B2 JP 2824909B2
Authority
JP
Japan
Prior art keywords
determination value
acceleration operation
ignition timing
internal combustion
combustion engine
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.)
Expired - Lifetime
Application number
JP63302721A
Other languages
Japanese (ja)
Other versions
JPH02149768A (en
Inventor
博一 杢屋
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.)
Suzuki Motor Corp
Original Assignee
Suzuki 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 Suzuki Motor Corp filed Critical Suzuki Motor Corp
Priority to JP63302721A priority Critical patent/JP2824909B2/en
Publication of JPH02149768A publication Critical patent/JPH02149768A/en
Application granted granted Critical
Publication of JP2824909B2 publication Critical patent/JP2824909B2/en
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

Links

Landscapes

  • Electrical Control Of Ignition Timing (AREA)

Description

【発明の詳細な説明】 〔産業上の利用分野〕 この発明は内燃機関の点火時期制御装置に係り、特
に、内燃機関の各加速運転状態に応じた適切な点火時期
に遅角制御し得る内燃機関の点火時期制御装置に関す
る。Description: BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an ignition timing control device for an internal combustion engine, and more particularly, to an internal combustion engine capable of retarding the ignition timing to an appropriate ignition timing according to each acceleration operation state of the internal combustion engine. The present invention relates to an ignition timing control device for an engine.

〔従来の技術〕[Conventional technology]

内燃機関にあっては、運転状態や混合気空燃比等の種
々の要因により要求点火時期が変化する。このような内
燃機関の要求点火時期を満足するために、点火時期制御
装置を設けている。この点火時期制御装置には、内燃機
関の回転数や吸気管圧力、吸入空気量等を点火時期の決
定要因とし、これらによって点火時期を機械的に制御す
るものや電気的に制御するものがある。In an internal combustion engine, the required ignition timing changes depending on various factors such as an operating state and an air-fuel ratio of an air-fuel mixture. In order to satisfy such a required ignition timing of the internal combustion engine, an ignition timing control device is provided. Some of the ignition timing control devices use the rotational speed of the internal combustion engine, the intake pipe pressure, the amount of intake air, and the like as determinants of the ignition timing, and mechanically control the ignition timing or electrically control the ignition timing. .

このような点火時期制御装置にあって、内燃機関の加
速運転状態における過渡的な空燃比のずれによるノッキ
ングの発生を防止するために、加速運転状態において点
火時期を遅角させるものがある。In such an ignition timing control device, there is an ignition timing control device that retards the ignition timing in an accelerated operation state in order to prevent occurrence of knocking due to a transitional air-fuel ratio shift in an accelerated operation state of the internal combustion engine.

例えば、第４図に示す如く、制御がスタート（600）
し、加速運転状態においてはスロットルバルブの急開に
より吸気管圧力が急落するので、この吸気管圧力の急落
により内燃機関の加速運転状態による点火時期の遅角と
判定（601）すると、クランク軸の２回転毎に検出する
吸気管圧力の前回と今回との絶対圧力の差圧ｘが判定値
である例えば20mmHgを越えているか否かを判断（602）
し、YESの場合は点火時期を一定の遅角量である例えば
５°だけ遅角するように制御（603）し、NOの場合は遅
角なしにするように制御（604）し、エンド（604）にな
るものがある。For example, as shown in FIG. 4, control starts (600).
However, in the accelerated operation state, the intake pipe pressure sharply drops due to the rapid opening of the throttle valve. Therefore, if it is determined that the ignition timing is retarded due to the accelerated operation state of the internal combustion engine due to the rapid decrease in the intake pipe pressure (601), the crankshaft It is determined whether or not the differential pressure x of the absolute pressure between the previous and current intake pipe pressures detected every two rotations exceeds a determination value, for example, 20 mmHg (602).
In the case of YES, the ignition timing is controlled so as to be retarded by a constant retard amount, for example, 5 ° (603). In the case of NO, the ignition timing is controlled so as not to be retarded (604), and the end ( 604).

このように、内燃機関の加速運転状態において点火時
期を遅角させるものとしては、例えば、特開昭63−8526
0号公報に、内燃機関の加速運転状態における過渡時の
燃料補正量に応じて点火時期を遅角するものが開示され
ている。In order to retard the ignition timing in the acceleration operation state of the internal combustion engine, for example, Japanese Unexamined Patent Publication No.
No. 0 discloses an ignition timing retarding apparatus according to a fuel correction amount during a transition in an acceleration operation state of an internal combustion engine.

〔発明が解決しようとする問題点〕[Problems to be solved by the invention]

ところで、点火時期を遅角させると、燃焼温度が下が
るため、排ガス値たるNOx値を減少させることができる
ものである。By the way, when the ignition timing is retarded, the combustion temperature decreases, so that the NOx value, which is the exhaust gas value, can be reduced.

ところが、内燃機関の加速運転状態には、全開の発進
加速運転状態や急加速運転状態、緩加速運転状態等の様
々な異なる加速運転状態がある。However, the acceleration operation state of the internal combustion engine includes various different acceleration operation states such as a fully-open start acceleration operation state, a rapid acceleration operation state, and a gentle acceleration operation state.

従って、加速運転状態を判断する加速運転条件が単一
であると、全開加速運転状態や急加速運転状態、緩加速
運転状態等の異なる加速運転状態が全て単一の加速運転
条件によって判断されることにより、内燃機関の各加速
運転状態に応じた適切な点火時期に遅角制御し得ず、こ
の結果、出力を満足する一方では排ガス値が悪化し、あ
るいは、排ガス値を満足し得る一方では出力が低下し、
燃料消費率が悪化するという問題があった。Therefore, if the acceleration operation condition for judging the acceleration operation state is single, all of the different acceleration operation states such as the full-open acceleration operation state, the rapid acceleration operation state, and the gentle acceleration operation state are determined by the single acceleration operation condition. As a result, it is not possible to retard the ignition timing to an appropriate ignition timing according to each acceleration operation state of the internal combustion engine. As a result, while the output is satisfied, the exhaust gas value is deteriorated, or the exhaust gas value is satisfied. Output drops,
There was a problem that the fuel consumption rate deteriorated.

しかしながら、全開の発進加速運転状態や急加速運転
状態においては、空燃比が出力空燃比に設定されている
ことによりNOx値は小さいので、遅角させることにより
出力の低下を来して運転フィーリングを悪化させる必要
はない。However, in the fully accelerated start acceleration operation state or the rapid acceleration operation state, the NOx value is small because the air-fuel ratio is set to the output air-fuel ratio. Need not be worse.

また、緩加速運転状態においては、前記全開の発進加
速運転状態や急加速運転状態を除く通常の加速運転状態
よりも負荷が小さく、したがって燃焼温度が下がること
によりNOx値が小さくなるので、出力の低下による運転
フィーリングの悪化や燃料消費率の悪化を回避するため
に、遅角量を小さくすることができるものである。Further, in the slow acceleration operation state, the load is smaller than in the normal acceleration operation state except for the fully-open start acceleration operation state and the rapid acceleration operation state, and therefore, the NOx value is reduced by lowering the combustion temperature. In order to avoid the deterioration of the driving feeling and the deterioration of the fuel consumption rate due to the decrease, the retard amount can be reduced.

このため、内燃機関の各加速運転状態に応じた適切な
点火時期に遅角制御することにより、内燃機関の各加速
運転状態における出力と排ガス値とを満足して得て、燃
料消費率を向上することができる点火時期制御装置の実
現が望まれている。For this reason, by performing retard control to an appropriate ignition timing according to each acceleration operation state of the internal combustion engine, the output and exhaust gas value in each acceleration operation state of the internal combustion engine can be obtained satisfactorily, and the fuel consumption rate is improved. It is desired to realize an ignition timing control device that can perform the control.

〔発明の目的〕[Object of the invention]

そこで、この発明の目的は、内燃機関の各加速運転状
態に応じて適切な点火時期に遅角制御し得て、出力と排
ガス値とを満足し得て、燃料消費率を向上し得て、全開
の発進加速運転状態や急加速運転状態における運転フィ
ーリングを向上し得る内燃機関の点火時期制御装置を実
現することにある。Accordingly, an object of the present invention is to control the ignition timing to an appropriate ignition timing according to each acceleration operation state of the internal combustion engine, to satisfy the output and the exhaust gas value, to improve the fuel consumption rate, It is an object of the present invention to realize an ignition timing control device for an internal combustion engine that can improve the driving feeling in a fully accelerated start acceleration operation state or a rapid acceleration operation state.

〔問題点を解決するための手段〕[Means for solving the problem]

この目的を達成するために、この発明は、内燃機関の
運転状態に応じて点火時期を制御する内燃機関の点火時
期制御装置において、前記内燃機関の吸気管圧力の前回
と今回との差圧の判定値として第１判定値とこの第１判
定値よりも大きな第２判定値とこの第２判定値よりも大
きな第３判定値とを設定し、前記内燃機関の各加速運転
状態に対応する各加速運転条件として前記差圧が第１判
定値を越え且つ第２判定値未満である第１加速運転条件
と前記差圧が第２判定値以上且つ第３判定値未満である
第２加速運転条件と前記差圧が第１判定値以下または第
３判定値以上である第３加速運転条件とを設定し、前記
内燃機関の各加速運転状態に対応して夫々設定した前記
各加速運転条件のいずれの加速運転状態を満足するかを
判断し、前記第１加速運転条件を満足する場合は点火時
期を第１遅角量だけ遅角するとともにこの第１遅角量に
よる遅角を第１所定時間保持すべく制御し、前記第２加
速運転条件を満足する場合は点火時期を前記第１遅角量
よりも大きな第２遅角量だけ遅角するとともにこの第２
遅角量による遅角を前記第１所定時間よりも長い第２所
定時間保持すべく制御し、前記第３加速運転条件を満足
する場合は点火時期を遅角なしにすべく制御する制御手
段を設けたことを特徴とする。In order to achieve this object, the present invention provides an ignition timing control device for an internal combustion engine, which controls an ignition timing in accordance with an operation state of the internal combustion engine. A first determination value, a second determination value greater than the first determination value, and a third determination value greater than the second determination value are set as the determination values, and each of the values corresponds to each acceleration operation state of the internal combustion engine. As acceleration operation conditions, a first acceleration operation condition in which the differential pressure exceeds the first determination value and less than the second determination value, and a second acceleration operation condition in which the differential pressure is equal to or more than the second determination value and less than the third determination value And a third acceleration operation condition in which the differential pressure is equal to or less than a first judgment value or equal to or more than a third judgment value, and each of the acceleration operation conditions set corresponding to each acceleration operation state of the internal combustion engine. It is determined whether or not the acceleration operation state of the first condition is satisfied. When the operating condition is satisfied, the ignition timing is retarded by the first retard amount, and the ignition timing is controlled so as to maintain the retard by the first retard amount for the first predetermined time, and the second acceleration operating condition is satisfied. Retards the ignition timing by a second retard amount larger than the first retard amount,
Control means for controlling the retardation based on the retard amount to be maintained for a second predetermined time longer than the first predetermined time, and controlling the ignition timing so as not to be retarded when the third acceleration operation condition is satisfied. It is characterized by having been provided.

また、この発明は、内燃機関の運転状態に応じて点火
時期を制御する内燃機関の点火時期制御装置において、
前記内燃機関の吸気管圧力の前回と今回との差圧の判定
値として第１判定値とこの第１判定値よりも大きな第２
判定値とこの第２判定値よりも大きな第３判定値とを設
定し、前記内燃機関の各加速運転状態に対応する各加速
運転条件として前記差圧が第１判定値を越え且つ第２判
定値未満であるとともにこの今回の差圧が第１判定値を
越え且つ第３判定値未満の成立が前回の成立より所定時
間内でありさらに前記差圧が第１判定値を越え且つ第２
判定値未満である第１加速運転条件と前記差圧が第１判
定値を越え且つ第３判定値未満であるとともにこの今回
の差圧が第１判定値を越え且つ第３判定値未満の成立が
前回の成立より所定時間内でありさらに前記差圧が第２
判定値以上且つ第３判定値未満である第２加速運転条件
と前記差圧が第１判定値以下または第３判定値以上もし
くは前記差圧が第１判定値を越え且つ第３判定値未満で
あるとともにこの今回の差圧が第１判定値を越え且つ第
３判定値未満の成立が前回の成立より所定時間を越えて
いる第３加速運転条件とを設定し、前記内燃機関の各加
速運転状態に対応して夫々設定した前記各加速運転条件
のいずれの加速運転条件を満足するかを判断し、前記第
１加速運転条件を満足する場合は点火時期を第１遅角量
だけ遅角すべく制御し、前記第２加速運転条件を満足す
る場合は点火時期を前記第１遅角量よりも大きな第２遅
角量だけ遅角すべく制御し、前記第３加速運転条件を満
足する場合は点火時期を遅角なしにすべく制御する制御
手段を設けたことを特徴とする。Further, the present invention provides an ignition timing control device for an internal combustion engine that controls the ignition timing according to the operating state of the internal combustion engine,
A first judgment value and a second judgment value which is larger than the first judgment value as a judgment value of the differential pressure between the previous time and the current time of the intake pipe pressure of the internal combustion engine.
A determination value and a third determination value larger than the second determination value are set, and the differential pressure exceeds the first determination value and the second determination value is set as each acceleration operation condition corresponding to each acceleration operation state of the internal combustion engine. Is less than the first determination value, and the establishment of the difference pressure exceeding the first determination value and less than the third determination value is within a predetermined time from the previous establishment, and the differential pressure exceeds the first determination value and the second determination value is less than the second determination value.
The first acceleration operation condition that is less than the determination value and the differential pressure exceeds the first determination value and is less than the third determination value, and the current differential pressure exceeds the first determination value and is less than the third determination value. Is within a predetermined time since the previous establishment, and the differential pressure is the second
The second acceleration operation condition that is equal to or more than the determination value and less than the third determination value, and the differential pressure is equal to or less than the first determination value or equal to or greater than the third determination value, or the differential pressure exceeds the first determination value and is less than the third determination value. And setting a third acceleration operation condition in which the present differential pressure exceeds the first determination value and is less than the third determination value exceeds a predetermined time from the previous establishment, and sets each acceleration operation of the internal combustion engine. It is determined which one of the acceleration operation conditions set in accordance with the state is satisfied, and if the first acceleration operation condition is satisfied, the ignition timing is retarded by the first retard amount. If the second acceleration operation condition is satisfied, the ignition timing is controlled so as to be retarded by a second retardation amount larger than the first retardation amount, and the third acceleration operation condition is satisfied. Provided control means to control ignition timing without delay And it features.

〔作用〕[Action]

この発明の点火時期制御装置は、制御手段によって、
内燃機関の各加速運転状態に対応して夫々設定した各加
速運転条件に応じて点火時期を所定の遅角量だけ遅角し
て所定時間保持すべく制御することにより、内燃機関の
各加速運転状態に応じた適切な点火時期に遅角制御する
ことができ、また、全開の発進加速運転状態や急加速運
転状態においては遅角なしにすべく制御することによ
り、機関回転数の上昇をスムースにすることができる。According to the ignition timing control device of the present invention, the control means includes:
By controlling the ignition timing to be retarded by a predetermined delay amount and held for a predetermined time according to each acceleration operation condition set corresponding to each acceleration operation state of the internal combustion engine, each acceleration operation of the internal combustion engine is controlled. It is possible to retard the ignition timing to an appropriate ignition timing according to the state.In addition, in the fully-open start acceleration operation state or the rapid acceleration operation state, control is performed so that there is no retardation. Can be

また、この発明の点火時期制御装置は、制御手段によ
って、内燃機関の各加速運転状態に対応して夫々設定し
た各加速運転条件に応じて点火時期を所定の遅角量だけ
遅角すべく制御することにより、内燃機関の各加速運転
状態に応じた適切な点火時期に遅角制御することがで
き、また、１回目の加速運転状態における遅角をなしに
すべく制御を除くことにより、１回目の加速運転状態に
おける機関回転数の上昇をスムースにすることができ
る。Further, the ignition timing control device according to the present invention controls the ignition timing by the control means so as to retard the ignition timing by a predetermined retard amount in accordance with each acceleration operation condition set respectively corresponding to each acceleration operation state of the internal combustion engine. By doing so, it is possible to perform retard control to an appropriate ignition timing according to each acceleration operation state of the internal combustion engine, and by removing control to eliminate the retard in the first acceleration operation state, 1 It is possible to smoothly increase the engine speed in the second acceleration operation state.

〔実施例〕〔Example〕

次にこの発明の実施例を図に基づいて詳細に説明す
る。Next, an embodiment of the present invention will be described in detail with reference to the drawings.

第１〜２図は、この発明の第１実施例を示すものであ
る。第１図において、２は内燃機関、４は吸気通路、６
は燃焼室、８は排気通路、10は点火プラグである。吸気
通路４を介して内燃機関２の燃焼室６に供給された混合
気は、点火プラグ10により点火され、燃焼される。燃焼
生成された排気は、排気通路８を介して外部に排出され
る。1 and 2 show a first embodiment of the present invention. In FIG. 1, 2 is an internal combustion engine, 4 is an intake passage, 6
Is a combustion chamber, 8 is an exhaust passage, and 10 is a spark plug. The mixture supplied to the combustion chamber 6 of the internal combustion engine 2 via the intake passage 4 is ignited by a spark plug 10 and burned. The exhaust gas generated by the combustion is discharged to the outside via the exhaust passage 8.

この内燃機関２の運転状態に応じて点火時期を制御す
る点火時期制御装置は、制御手段たる制御回路12を設け
ている。制御回路12には、内燃機関２のクランク軸（図
示せず）の角度を検出するクランク角センサ14と、吸気
通路４の圧力を検出する吸気管圧力センサ16と、内燃機
関２の回転数を検出する回転数センサ18と、冷却水の温
度を検出する水温センサ20等の各種センサが接続されて
いる。制御回路12は、これら各種センサ14〜20から入力
する信号により、内燃機関２の運転状態に応じた点火時
期にイグニションコイル22を介して点火プラグ10に飛火
させ、混合気に点火させる。The ignition timing control device for controlling the ignition timing according to the operating state of the internal combustion engine 2 includes a control circuit 12 as control means. The control circuit 12 includes a crank angle sensor 14 for detecting an angle of a crankshaft (not shown) of the internal combustion engine 2, an intake pipe pressure sensor 16 for detecting a pressure in the intake passage 4, and a rotational speed of the internal combustion engine 2. Various sensors such as a rotation speed sensor 18 for detecting and a water temperature sensor 20 for detecting the temperature of the cooling water are connected. The control circuit 12 causes the spark plug 10 to fly through the ignition coil 22 at the ignition timing according to the operating state of the internal combustion engine 2 according to the signals input from the various sensors 14 to 20 to ignite the mixture.

また、このような内燃機関２の運転状態に応じて点火
時期を制御する点火時期制御装置の制御回路12は、前記
内燃機関２の各加速運転状態に対応して夫々設定した各
加速運転条件のいずれの加速運転条件を満足するかを判
断し、満足する加速運転条件に応じて点火時期を所定に
遅角すべく制御する。Further, the control circuit 12 of the ignition timing control device for controlling the ignition timing according to the operation state of the internal combustion engine 2 performs the acceleration operation conditions set respectively corresponding to the acceleration operation states of the internal combustion engine 2. It is determined which acceleration operation condition is satisfied, and control is performed to retard the ignition timing to a predetermined value according to the satisfied acceleration operation condition.

第２図に示すこの発明の第１実施例において、制御回
路12、吸気管圧力センサ16によってクランク角の２回転
毎に検出する吸気管圧力の前回と今回との絶対圧力の差
圧ｘの判定値として、第１判定値（例えば20mmHg）とこ
の第１判定値よりも大きな第２判定値（例えば200mmH
g）とこの第２判定値よりも大きな第３判定値（例えば6
00mmHg）とを設定し、内燃機関２の各加速運転状態に対
応する各加速運転条件として、吸気管圧力センサ16によ
ってクランク軸の２回転毎に検出する吸気管圧力の前回
と今回との絶対圧力の差圧ｘが、第１判定値たる20mmHg
を越え且つ第２判定値たる200mmHg未満である第１加速
運転条件と、第２判定値たる200mmHg以上且つ第３判定
値たる600mmHg未満である第２加速運転条件と、第１判
定値たる20mmHg以下または第３の判定値たる600mmHg以
上である第３加速運転条件と、を設定している。In the first embodiment of the present invention shown in FIG. 2, the control circuit 12 and the intake pipe pressure sensor 16 determine the differential pressure x between the absolute value of the previous and current absolute values of the intake pipe pressure detected every two rotations of the crank angle. As the value, a first determination value (for example, 20 mmHg) and a second determination value (for example, 200 mmHg) larger than the first determination value.
g) and a third judgment value larger than the second judgment value (for example, 6
00 mmHg), and as the acceleration operation conditions corresponding to each acceleration operation state of the internal combustion engine 2, the absolute pressure between the previous and current intake pipe pressures detected by the intake pipe pressure sensor 16 every two revolutions of the crankshaft. Pressure difference x is 20mmHg which is the first judgment value
The first acceleration operation condition that exceeds 200 mmHg as a second determination value, the second acceleration operation condition that is 200 mmHg or more as a second determination value and less than 600 mmHg as a third determination value, and 20 mmHg or less as a first determination value Alternatively, a third acceleration operation condition that is equal to or more than the third determination value of 600 mmHg is set.

制御回路12は、これら各加速運転条件のいずれの加速
運転条件を満足するかを判断し、前記第１加速運転条件
を満足する場合は点火時期を第１遅角量（例えば５°）
だけ遅角するとともにこの第１遅角量による遅角を第１
所定時間（例えば３秒間）保持すべく制御し、前記第２
加速運転条件を満足する場合は点火時期を前記第１遅角
量よりも大きな第２遅角量（例えば10°）だけ遅角する
とともにこの第２遅角量による遅角を前記第１所定時間
よりも長い第２所定時間（例えば５秒間）保持すべく制
御し、前記第３加速運転条件を満足する場合は点火時期
を遅角なしにすべく制御する。The control circuit 12 determines which of these acceleration operation conditions is satisfied, and if the first acceleration operation condition is satisfied, sets the ignition timing to the first retard amount (for example, 5 °).
And the retard by the first retard amount is set to the first retard amount.
Control to hold for a predetermined time (for example, 3 seconds);
When the acceleration operation condition is satisfied, the ignition timing is retarded by a second retardation amount (for example, 10 °) larger than the first retardation amount, and the retardation by the second retardation amount is delayed by the first predetermined time. Control is performed to maintain a longer second predetermined time (for example, 5 seconds), and when the third acceleration operation condition is satisfied, control is performed so that the ignition timing is not retarded.

次に、第１実施例の作用を第２図の制御フルーチャー
トに従って説明する。Next, the operation of the first embodiment will be described with reference to the control flowchart of FIG.

この第１実施例においては、制御がスタート（300）
し、吸気管圧力センサ16の検出する吸気管圧力の急落に
より内燃機関２の加速運転状態による点火時期の遅角と
判定（301）すると、先ず、クランク軸の２回転毎に検
出する吸気管圧力の前回と今回との絶対圧力の差圧ｘ
が、第１判定値たる20mmHgを越え且つ第３判定値たる60
0mmHg未満であるか否かを判断（302）する。次いで、こ
の判断（302）がYESの場合は、差圧ｘが、第１判定値た
る200mmHgを越え且つ第２判定値たる200mmHg未満である
か否かを判断（303）する。In the first embodiment, control starts (300).
Then, when it is determined that the ignition timing is retarded due to the accelerated operation state of the internal combustion engine 2 due to a sudden drop in the intake pipe pressure detected by the intake pipe pressure sensor 16 (301), first, the intake pipe pressure detected every two rotations of the crankshaft. Pressure difference x between the previous and current absolute pressure
Exceeds the first determination value of 20 mmHg and the third determination value of 60
It is determined whether it is less than 0 mmHg (302). Next, when the determination (302) is YES, it is determined (303) whether or not the differential pressure x is greater than the first determination value of 200 mmHg and less than the second determination value of 200 mmHg.

前記判断（303）がYESの場合は、差圧ｘが第１判定値
たる20mmHgを越え且つ第第２判定値たる200mmHg未満で
ある第１加速運転状態を満足するので、点火時期を第１
遅角量の５°だけ遅角するように制御（304）するとと
もにこの第１遅角量の５°による遅角を第１所定時間、
例えば３秒値間保持（305）するように制御し、エンド
（306）になる。When the determination (303) is YES, the first acceleration operation state in which the differential pressure x exceeds the first determination value of 20 mmHg and less than the second determination value of 200 mmHg is satisfied.
Control (304) is performed so as to be retarded by the retard amount of 5 °, and the retard by the first retard amount of 5 ° is set for the first predetermined time.
For example, control is performed so as to hold the value for three seconds (305), and the process ends (306).

また、前記判断（303）がNOの場合、つらい、差圧ｘ
が第２判定値たる200mmHg以上且つ第３判定値たる600mm
Hg未満の第２加速運転条件を満足する場合は、第１遅角
量よりも大きな第２遅角量の10°だけ遅角するように制
御するとともにこの第１遅角量10°による遅角を第１所
定時間よりも長い第２所定時間、例えば５秒間保持（30
8）するように制御し、エンド（306）になる。If the judgment (303) is NO, it is difficult,
Is 200mmHg or more as the second judgment value and 600mm as the third judgment value
When the second acceleration operation condition less than Hg is satisfied, control is performed so as to retard the second retardation amount larger than the first retardation amount by 10 °, and the retardation by the first retardation amount 10 ° is performed. For a second predetermined time longer than the first predetermined time, for example, 5 seconds (30 seconds).
8) Control to end (306).

さらに、前記判断（302）がNOの場合、つまり、差圧
ｘが第１判定値たる20mmHg以下または第３判定値たる60
0mmHg以上の第３加速運転条件を満足する場合は、遅角
なしにするように制御（309）し、エンド（306）にな
る。Further, when the judgment (302) is NO, that is, when the differential pressure x is equal to or less than 20 mmHg as the first judgment value or 60 as the third judgment value.
When the third acceleration operation condition of 0 mmHg or more is satisfied, control is performed so as not to cause a retard (309), and the operation ends (306).

即ち、この点火時期制御装置は、差圧ｘが第１判定値
たる20mmHgを越え且つ第２判定値たる200mmHg未満の第
１加速運転条件を満足する緩加速運転状態においては、
第２加速運転条件を満たす通常の加速運転状態よりも負
荷が小さく、したがって燃焼温度が下がることによりNO
x値が小さいので、出力の低下による運転フィーリング
の悪化や燃料消費率の悪化を回避するために、遅角量を
小さくする。That is, the ignition timing control device is in a slow acceleration operation state in which the differential pressure x satisfies the first acceleration operation condition of exceeding the first determination value of 20 mmHg and less than the second determination value of 200 mmHg.
The load is smaller than in the normal acceleration operation state that satisfies the second acceleration operation condition, and therefore, the NO
Since the x value is small, the amount of retardation is reduced in order to avoid deterioration in driving feeling and deterioration in fuel consumption rate due to a decrease in output.

また、差圧ｘが第１判定値たる20mmHg以下または第３
判定値たる600mmHg以上である場合、例えば、スロット
ルバルブの急開により差圧ｘが第３判定値たる600mmHg
以上となる全開の発進加速運転状態や急加速運転状態に
おいては、空燃比が出力空燃比に設定されていることに
よりNOx値は小さいので、また、遅角させることにより
出力の低下を来たして運転フィーリングを悪化させる必
要はないので、遅角なしにする。Further, the differential pressure x is equal to or less than 20 mmHg which is the first determination value or
When the pressure is equal to or more than the determination value of 600 mmHg, for example, when the throttle valve is rapidly opened, the differential pressure x becomes 600 mmHg as the third determination value.
In the fully accelerated start acceleration operation state and the rapid acceleration operation state described above, the NOx value is small because the air-fuel ratio is set to the output air-fuel ratio. There is no need to deteriorate the feeling, so there is no delay.

このように、制御回路12によって、内燃機関２の各加
速運転状態に対応して夫々設定した各加速運転条件に応
じて点火時期を所定の遅角すべく制御することにより、
内燃機関２の各加速運転状態に応じた適切な点火時期に
遅角制御することができる。As described above, the control circuit 12 controls the ignition timing to be retarded by a predetermined value in accordance with each acceleration operation condition set corresponding to each acceleration operation state of the internal combustion engine 2.
It is possible to retard the ignition timing to an appropriate ignition timing according to each acceleration operation state of the internal combustion engine 2.

このため、内燃機関２の各加速運転状態における出力
と排ガス値とを満足し、燃料消費率を向上することがで
きる。また、全開の発進加速運転状態の急加速運転状態
においては、遅角なしに制御することにより、運転フィ
ーリングを向上することができる。Therefore, the output and the exhaust gas value in each acceleration operation state of the internal combustion engine 2 can be satisfied, and the fuel consumption rate can be improved. In addition, in the sudden acceleration operation state of the fully accelerated start acceleration operation state, the driving feeling can be improved by controlling without retarding.

そして、第１実施例においては、第１判定値たる20mm
Hgを越え且つ第３判定値たる600mmHg未満の領域を、差
圧ｘが第１判定値たる20mmHgを越え且つ第２判定値たる
200mmHg未満である第１加速運転条件と差圧ｘが第２判
定値たる200mmHg以上且つ第３判定値たる600mmHg未満で
ある第２加速運転条件とにより、通常の加速運転状態及
びこの通常の加速運転状態よりもさらに穏やかな緩加速
運転状態に分けて判断し、第１加速運転条件を満たす穏
やかな緩加速運転状態においては、第２加速運転条件を
満たす通常の加速運転状態よりも負荷が小さく、したが
って燃焼温度が下がることによりNOx値が小さいことを
考慮して、このようなより穏やかな緩加速運転状態に対
応する加速運転条件を満足する場合の遅角量をより少な
くして、運転フィーリング及び燃料消費率の向上を図っ
ている。In the first embodiment, the first determination value of 20 mm
In a region exceeding Hg and less than 600 mmHg as a third determination value, the differential pressure x exceeds 20 mmHg as a first determination value and is a second determination value.
The normal acceleration operation state and the normal acceleration operation are performed by the first acceleration operation condition of less than 200 mmHg and the second acceleration operation condition in which the differential pressure x is 200 mmHg or more as the second judgment value and less than 600 mmHg as the third judgment value. The load is smaller than the normal acceleration operation state that satisfies the second acceleration operation condition in the gentle acceleration operation state that satisfies the first acceleration operation condition. Therefore, taking into account the fact that the NOx value is small due to the lowering of the combustion temperature, the amount of retardation when satisfying such acceleration operation conditions corresponding to such a gentler moderate acceleration operation state is reduced, and the driving feeling is reduced. And to improve the fuel consumption rate.

このように、第１実施例においては、加速運転条件を
満足する場合にのみ遅角制御を行うと、遅角制御の時間
が短すぎてNOx値を低減し得ないことを考慮して、加速
運転条件を満足する場合には、たとえ加速運転状態でな
くても遅角制御を所定時間保持することにより、NOxの
低減を果すことができるものである。なお、遅角制御を
保持する所定時間については、前記フローチャートに示
す如く各加速運転条件毎にその長さを設定することもで
き、また、同一の長さとすることもできる。As described above, in the first embodiment, if the retard control is performed only when the acceleration operation condition is satisfied, the acceleration control is performed in consideration of the fact that the time of the retard control is too short to reduce the NOx value. If the operating conditions are satisfied, NOx can be reduced by holding the retard control for a predetermined time even if the vehicle is not in the accelerating operation state. The length of the predetermined time during which the retard control is maintained may be set for each acceleration operation condition as shown in the flowchart, or may be the same.

第２図は、第２実施例を示すものである。第２実施例
の点火時期制御装置の制御回路12は、吸気管圧力センサ
16によってクランク軸の２回転毎に検出する吸気管圧力
の前回と今回との絶対圧力の差圧ｘの判定値として、第
１実施例と同様に第１〜第３判定値を設定し、前記内燃
機関２の各加速運転状態に対応する各加速運転条件とし
て、前記差圧ｘが第１判定値たる20mmHgを越え且つ第３
判定値たる600mmHg未満であるとともにこの今回の差圧
ｘが第１判定値たる20mmHgを越え且つ第３判定値たる60
0mmHg未満の成立が前回の成立より所定時間（例えば10
秒）内でありさらに前記差圧ｘが第１判定値たる20mmHg
を越え且つ第２判定値たる200mmHg未満である第１加速
運転条件と前記差圧ｘが第１判定値たる20mmHgを越え且
つ第３判定値たる600mmHg未満であるとともにこの今回
の差圧ｘが第１判定値たる200mmHgを越え且つ第３判定
値たる600mmHg未満の成立が前回の成立より所定時間
（例えば10秒）内でありさらに前記差圧ｘが第２判定値
たる200mmHg以上且つ第３判定値たる600mmHg未満である
第２加速運転条件と前記差圧ｘが第１判定値たる20mmHg
以下または第３判定値たる600mmHg以上もしくは前記差
圧ｘが第１判定値たる20mmHgを越え且つ第３判定値たる
600mmHg未満であるとともにこの今回の差圧ｘが第１判
定値たる20mmHgを越え且つ第３判定値たる600mmHg未満
の成立が前回の成立より所定時間（例えば10秒）を越え
ている第３加速運転条件とを設定し、前記内燃機関２の
各加速運転状態に対応して夫々設定した前記各加速運転
条件のいずれの加速運転条件を満足するかを判断し、前
記第１加速運転条件を満足する場合は点火時期を第１遅
角量（例えば５°）だけ遅角すべく制御し、前記第２加
速運転条件を満足する場合は点火時期を前記第１遅角量
よりも大きな第２遅角量（例えば10°）だけ遅角すべく
制御し、前記第３加速運転条件を満足する場合は点火時
期を遅角なしにすべく制御する。FIG. 2 shows a second embodiment. The control circuit 12 of the ignition timing control device according to the second embodiment includes an intake pipe pressure sensor.
The first to third determination values are set as in the first embodiment as the determination values of the absolute pressure difference x between the previous and current intake pipe pressures detected every two rotations of the crankshaft according to 16 above. As each acceleration operation condition corresponding to each acceleration operation state of the internal combustion engine 2, the differential pressure x exceeds the first determination value of 20 mmHg and the third
The differential pressure x is less than 600 mmHg, which is the determination value, and exceeds 20 mmHg, which is the first determination value, and 60, which is the third determination value.
If the value is less than 0 mmHg for a predetermined time (eg, 10
Seconds) and the differential pressure x is 20 mmHg, which is the first judgment value.
And the differential pressure x is greater than 20 mmHg as the first determination value and less than 600 mmHg as the third determination value, and this differential pressure x is less than 200 mmHg as the second determination value. The establishment of exceeding the first determination value of 200 mmHg and less than the third determination value of 600 mmHg is within a predetermined time (for example, 10 seconds) from the previous establishment, and the differential pressure x is equal to or more than the second determination value of 200 mmHg and the third determination value. The second acceleration operation condition that is less than 600 mmHg and the differential pressure x is 20 mmHg that is the first determination value
Below or 600 mmHg or more as a third judgment value or the differential pressure x exceeds 20 mmHg as the first judgment value and becomes the third judgment value
The third acceleration operation in which the pressure difference x is less than 600 mmHg and the current differential pressure x exceeds 20 mmHg as the first determination value and less than 600 mmHg as the third determination value exceeds a predetermined time (for example, 10 seconds) from the previous time. Conditions are set, and it is determined which one of the acceleration operation conditions set for each of the acceleration operation states of the internal combustion engine 2 is satisfied, and the first acceleration operation condition is satisfied. In this case, the ignition timing is controlled to be retarded by a first retardation amount (for example, 5 °). When the second acceleration operation condition is satisfied, the ignition timing is set to a second retardation value larger than the first retardation amount. The ignition timing is controlled to be retarded by an amount (for example, 10 °), and if the third acceleration operation condition is satisfied, the ignition timing is controlled so as not to be retarded.

この第２実施例においては、制御がスタート（400）
し、吸気管圧力センサ16の検出する吸気管圧力の急落に
より内燃機関２の加速運転状態による点火時期の遅角と
判定（401）すると、先ず、クランク軸の２回転毎に検
出する吸気管圧力の前回と今回との絶対圧力の差圧ｘ
が、第１判定値たる20mmHgを越え且つ第３判定値たる60
0mmHg未満であるか否かを判断（402）する。次いで、こ
の判断（402）がYESの場合は、今回の第１判定値たる20
mmHgを越え且つ第３判定値たる600mmHg未満を満足する
判断（402）のYESの成立が、前回の判断（402）のYESの
成立より所定時間、例えば10秒以内か否かを判断（40
3）する。この判断（403）がYESの場合は、差圧ｘが、
第１判定値たる20mmHgを越え且つ第２判定値たる200mmH
g未満であるか否かを判断（404）する。In the second embodiment, control starts (400).
Then, when it is determined that the ignition timing is retarded due to the accelerated operation state of the internal combustion engine 2 due to a sudden drop in the intake pipe pressure detected by the intake pipe pressure sensor 16 (401), first, the intake pipe pressure detected every two rotations of the crankshaft is determined. Pressure difference x between the previous and current absolute pressure
Exceeds the first determination value of 20 mmHg and the third determination value of 60
It is determined whether or not it is less than 0 mmHg (402). Next, if this determination (402) is YES, the first determination value of this time is 20.
It is determined whether the determination of YES in the determination (402) that exceeds mmHg and less than the third determination value of 600 mmHg is within a predetermined time, for example, 10 seconds, from the determination of YES in the previous determination (402) (40).
3) Yes. If this determination (403) is YES, the differential pressure x becomes
Exceeds the first judgment value of 20 mmHg and the second judgment value of 200 mmHg
It is determined whether it is less than g (404).

前記判断（404）がYESの場合は、第１加速運転条件を
満足するので、点火時期を第１遅角量の５°だけ遅角す
るように制御（405）し、エンド（406）になる。If the determination (404) is YES, the first acceleration operation condition is satisfied, so that the ignition timing is controlled so as to be retarded by the first retard amount of 5 ° (405), and the end (406) is reached. .

また、前記判断（404）がNOの場合、つまり、差圧ｘ
が第２判定値たる200mmHg以上且つ第３判定値600mmHg未
満の第２加速運転条件を満足する場合は、第１遅角量よ
りも大きな第２遅角量の10°だけ遅角するように制御
（407）し、エンド（406）になる。When the determination (404) is NO, that is, when the differential pressure x
If the second acceleration value is equal to or greater than the second determination value of 200 mmHg and less than the third determination value of 600 mmHg, the second retardation amount is controlled to be retarded by 10 ° which is larger than the first retardation amount. (407), then end (406).

さらに、前記判断（402）がNOの場合、つまり、差圧
ｘが第１判定値たる20mmHg以下または第２判定値たる60
0mmHg以上、もしくは、前記判断（403）がNO、つまり、
今回の判断（402）のYESの成立が前回の判断（402）のY
ESの成立よりも所定時間、例えば10秒を越えている第３
加速運転条件を満足する場合は、遅角なしにするように
制御（408）し、エンド（406）になる。Further, when the judgment (402) is NO, that is, when the differential pressure x is equal to or less than 20 mmHg as the first judgment value or 60 as the second judgment value.
0 mmHg or more, or the judgment (403) is NO, that is,
The satisfaction of YES in the present judgment (402) is determined as Y in the previous judgment (402).
The third time that exceeds a predetermined time, for example, 10 seconds, from the establishment of ES
When the acceleration operation condition is satisfied, control (408) is performed so that there is no retardation, and the operation ends (406).

このように、第２実施例においては、第１実施例に追
加し、１回目の加速運転状態における遅角制御を除く加
速運転条件を設けている。つまり、いずれの加速運転条
件を満足する場合であっても、１回目の加速運転状態の
運転フィーリングを向上するために、遅角制御を除く加
速運転条件を設けた。これは、例えば、交差点の信号ま
たは歩行者の道路横断等により一旦停車してからの発進
にスムースな加速運転状態を要求されることを考慮し、
１回目の加速運転状態における遅角制御を除く加速運転
条件を設けることにより、１回目の加速運転状態におけ
る内燃機関２の回転数の上昇がスムースになるので、２
回目以降に遅角制御しても内燃機関２は回転数が上昇し
ている状態にあるので、運転フィーリング上にもたつき
感を生じない。As described above, in the second embodiment, the acceleration operation conditions other than the retard control in the first acceleration operation state are provided in addition to the first embodiment. That is, regardless of which acceleration operation condition is satisfied, the acceleration operation condition except the retard control is provided in order to improve the driving feeling in the first acceleration operation state. This takes into account, for example, that a smooth acceleration driving state is required for starting after stopping once due to an intersection signal or pedestrian crossing the road,
By setting the acceleration operation conditions other than the retard control in the first acceleration operation state, the rotation speed of the internal combustion engine 2 in the first acceleration operation state increases smoothly.
Even if the retarding control is performed after the first time, the internal combustion engine 2 is in a state where the rotation speed is increasing, and therefore, the driving feeling does not cause the rattling feeling.

なお、この発明は、上述実施例に限定されるものでは
なく、種々の応用改変が可能である。例えば、各加速運
転条件の遅角制御に所定時間を設けた第１実施例と、１
回目の加速運転状態における遅角制御を除く加速運転条
件を設けた第２実施例とを組み合わせることにより、NO
x値と出力とを満足し得る制御を実現することができ
る。Note that the present invention is not limited to the above embodiment, and various application modifications are possible. For example, in the first embodiment in which a predetermined time is provided for the retard control of each acceleration operation condition,
By combining with the second embodiment in which the acceleration operation conditions except the retard control in the second acceleration operation state are set, NO
Control that can satisfy the x value and the output can be realized.

このように、２以上の加速運転条件を設け、夫々の各
加速運転条件に応じて所定の遅角量、所定の遅角保持時
間を設けて、また、加速運転条件を満足する場合に運転
フィーリングを確保するためにスロットルバルブの急開
される高負荷加速運転状態や１回目の加速運転状態にお
いては遅角制御を除くことにより、内燃機関２の各加速
運転状態に応じた適切な点火時期に遅角制御することが
でき、内燃機関２の各加速運転状態における出力と排ガ
ス値とを満足し得て、燃料消費率を向上し得て、全開の
発進加速運転状態や急加速運転状態における運転フィー
リングを向上することができるものである。As described above, two or more acceleration operation conditions are provided, a predetermined retard amount and a predetermined retard holding time are provided according to each acceleration operation condition, and the operation fee is set when the acceleration operation condition is satisfied. In the high-load acceleration operation state in which the throttle valve is rapidly opened to secure the ring, and in the first acceleration operation state, the ignition timing control is omitted so that the ignition timing appropriate for each acceleration operation state of the internal combustion engine 2 is eliminated. Can be retarded, and the output and the exhaust gas value in each acceleration operation state of the internal combustion engine 2 can be satisfied, the fuel consumption rate can be improved, and in the fully-open start acceleration operation state or the sudden acceleration operation state The driving feeling can be improved.

〔発明の効果〕〔The invention's effect〕

このように、この発明の点火時期制御装置は、制御手
段によって、内燃機関の各加速運転状態に対応して夫々
設定した各加速運転条件に応じて点火時期を所定の遅角
量だけ遅角して所定時間保持すべく制御することによ
り、内燃機関の各加速運転状態に応じた適切な点火時期
に遅角制御することができ、また、全開の発進加速運転
状態や急加速運転状態においては遅角なしにすべく制御
することにより、機関回転数の上昇をスムースにするこ
とができる。As described above, the ignition timing control device of the present invention causes the control means to retard the ignition timing by a predetermined retard amount in accordance with each acceleration operation condition set corresponding to each acceleration operation state of the internal combustion engine. Thus, the ignition timing can be retarded to an appropriate ignition timing according to each acceleration operation state of the internal combustion engine, and the ignition timing can be retarded in the fully-open start acceleration operation state or the rapid acceleration operation state. By performing control to eliminate corners, it is possible to smoothly increase the engine speed.

このため、内燃機関の各加速運転状態における出力と
排ガス値とを満足し得て、燃料消費率を向上し得て、全
開の発進加速運転状態や急加速運転状態における運転フ
ィーリングを向上することができる。Therefore, it is possible to satisfy the output and the exhaust gas value in each accelerated operation state of the internal combustion engine, improve the fuel consumption rate, and improve the driving feeling in the fully accelerated start acceleration operation state and the rapid acceleration operation state. Can be.

また、この発明の点火時期制御装置は、制御手段によ
って、内燃機関の各加速運転状態に対応して夫々設定し
た各加速運転条件に応じて点火時期を所定の遅角量だけ
遅角すべく制御することにより、内燃機関の各加速運転
状態に応じた適切な点火時期に遅角制御することがで
き、また、１回目の加速運転状態における遅角をなしに
すべく制御を除くことにより、１回目の加速運転状態に
おける機関回転数の上昇をスムースにすることができ
る。Further, the ignition timing control device according to the present invention controls the ignition timing by the control means so as to retard the ignition timing by a predetermined retard amount in accordance with each acceleration operation condition set respectively corresponding to each acceleration operation state of the internal combustion engine. By doing so, it is possible to perform retard control to an appropriate ignition timing according to each acceleration operation state of the internal combustion engine, and by removing control to eliminate the retard in the first acceleration operation state, 1 It is possible to smoothly increase the engine speed in the second acceleration operation state.

このため、内燃機関の各加速運転状態における出力と
排ガス値とを満足し得て、燃料消費率を向上し得て、全
開の発進加速運転状態や急加速運転状態における運転フ
ィーリングを向上することができ、また、１回目の加速
運転状態における機関回転数の上昇をスムースになるの
で、２回目以降に遅角制御しても機関回転数が上昇して
いる状態にあるので、運転フィーリング上にもたつき感
を生じることもない。Therefore, it is possible to satisfy the output and the exhaust gas value in each accelerated operation state of the internal combustion engine, improve the fuel consumption rate, and improve the driving feeling in the fully accelerated start acceleration operation state and the rapid acceleration operation state. In addition, since the increase in the engine speed during the first acceleration operation becomes smooth, the engine speed is increased even after the retard control is performed for the second and subsequent times. It does not cause a feeling of rattling.

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

第１〜３図はこの発明の実施例を示し、第１図は内燃機
関の点火時期制御装置の概略構成図、第２図は第１実施
例の制御フローチャート、第３図は第２実施例の制御フ
ローチャートである。 第４図は従来の点火時期制御装置の制御フローチャート
である。 図において、２は内燃機関、４は吸気通路、６は燃焼
室、８は排気通路、10は点火プラグ、12は制御回路、14
はクランク角センサ、16は吸気管圧力センサ、18は回転
数センサ、20は水温センサ、22はイグニションコイルあ
る。1 to 3 show an embodiment of the present invention, FIG. 1 is a schematic configuration diagram of an ignition timing control device for an internal combustion engine, FIG. 2 is a control flowchart of the first embodiment, and FIG. 3 is a second embodiment. It is a control flowchart of. FIG. 4 is a control flowchart of the conventional ignition timing control device. In the figure, 2 is an internal combustion engine, 4 is an intake passage, 6 is a combustion chamber, 8 is an exhaust passage, 10 is a spark plug, 12 is a control circuit, 14
Is a crank angle sensor, 16 is an intake pipe pressure sensor, 18 is a rotation speed sensor, 20 is a water temperature sensor, and 22 is an ignition coil.

Claims (2)

(57)【特許請求の範囲】(57) [Claims] 【請求項１】内燃機関の運転状態に応じて点火時期を制
御する内燃機関の点火時期制御装置において、前記内燃
機関の吸気管圧力の前回と今回との差圧の判定値として
第１判定値とこの第１判定値よりも大きな第２判定値と
この第２判定値よりも大きな第３判定値とを設定し、前
記内燃機関の各加速運転状態に対応する各加速運転条件
として前記差圧が第１判定値を越え且つ第２判定値未満
である第１加速運転条件と前記差圧が第２判定値以上且
つ第３判定値未満である第２加速運転条件と前記差圧が
第１判定値以下または第３判定値以上である第３加速運
転条件とを設定し、前記内燃機関の各加速運転状態に対
応して夫々設定した前記各加速運転条件のいずれの加速
運転条件を満足するかを判断し、前記第１加速運転条件
を満足する場合は点火時期を第１遅角量だけ遅角すると
ともにこの第１遅角量による遅角を第１所定時間保持す
べく制御し、前記第２加速運転条件を満足する場合は点
火時期を前記第１遅角量よりも大きな第２遅角量だけ遅
角するとともにこの第２遅角量による遅角を前記第１所
定時間よりも長い第２所定時間保持すべく制御し、前記
第３加速運転条件を満足する場合は点火時期を遅角なし
にすべく制御する制御手段を設けたことを特徴とする内
燃機関の点火時期制御装置。An ignition timing control apparatus for an internal combustion engine for controlling an ignition timing according to an operation state of an internal combustion engine, wherein a first determination value is used as a determination value of a differential pressure between a previous time and a current time of an intake pipe pressure of the internal combustion engine. And a second judgment value larger than the first judgment value and a third judgment value larger than the second judgment value, and the differential pressure is set as each acceleration operation condition corresponding to each acceleration operation state of the internal combustion engine. Is greater than a first determination value and less than a second determination value, a second acceleration operation condition in which the differential pressure is equal to or greater than a second determination value and less than a third determination value, and the differential pressure is greater than a first determination value. A third acceleration operation condition that is equal to or less than a determination value or equal to or greater than a third determination value is set, and any one of the acceleration operation conditions set corresponding to each acceleration operation state of the internal combustion engine is satisfied. And if the first acceleration operation condition is satisfied, The ignition timing is controlled by retarding the ignition timing by the first retardation amount and maintaining the retardation based on the first retardation amount for a first predetermined time. If the second acceleration operation condition is satisfied, the ignition timing is set to the first retardation time. The third acceleration operation condition is controlled by retarding by a second retard amount larger than the retard amount and maintaining the retard by the second retard amount for a second predetermined time longer than the first predetermined time. A control means for controlling the ignition timing so as not to be retarded when the following condition is satisfied. 【請求項２】内燃機関の運転状態に応じて点火時期を制
御する内燃機関の点火時期制御装置において、前記内燃
機関の吸気管圧力の前回と今回との差圧の判定値として
第１判定値とこの第１判定値よりも大きな第２判定値と
この第２判定値よりも大きな第３判定値とを設定し、前
記内燃機関の各加速運転状態に対応する各加速運転条件
として前記差圧が第１判定値を越え且つ第２判定値未満
であるとともにこの今回の差圧が第１判定値を越え且つ
第３判定値未満の成立が前回の成立より所定時間内であ
りさらに前記差圧が第１判定値を越え且つ第２判定値未
満である第１加速運転条件と前記差圧が第１判定値を越
え且つ第３判定値未満であるとともにこの今回の差圧が
第１判定値を越え且つ第３判定値未満の成立が前回の成
立より所定時間内でありさらに前回差圧が第２判定値以
上且つ第３判定値未満である第２加速運転条件と前記差
圧が第１判定値以下または第３判定値以上もしくは前記
差圧が第１判定値を越え且つ第３判定値未満であるとと
もにこの今回の差圧が第１判定値を越え且つ第３判定値
未満の成立が前回の成立より所定時間を越えている第３
加速運転条件とを設定し、前記内燃機関の各加速運転状
態に対応して夫々設定した前記各加速運転条件のいずれ
の加速運転条件を満足するかを判断し、前記第１加速運
転条件を満足する場合は点火時期を第１遅角量だけ遅角
すべく制御し、前記第２加速運転条件を満足する場合は
点火時期を前記第１遅角量よりも大きな第２遅角量だけ
遅角すべく制御し、前記第３加速運転条件を満足する場
合は点火時期を遅角なしにすべく制御する制御手段を設
けたことを特徴とする内燃機関の点火時期制御装置。2. An ignition timing control apparatus for an internal combustion engine for controlling an ignition timing in accordance with an operation state of the internal combustion engine, wherein a first determination value is used as a determination value of a pressure difference between a previous time and a current time of an intake pipe pressure of the internal combustion engine. And a second judgment value larger than the first judgment value and a third judgment value larger than the second judgment value, and the differential pressure is set as each acceleration operation condition corresponding to each acceleration operation state of the internal combustion engine. Is greater than the first determination value and less than the second determination value, and the present differential pressure exceeding the first determination value and less than the third determination value is within a predetermined time from the previous establishment, and the differential pressure Is greater than the first determination value and less than the second determination value, and the differential pressure is greater than the first determination value and less than the third determination value, and the differential pressure this time is equal to the first determination value. Is greater than and less than the third determination value within a predetermined time since the last time In addition, the second acceleration operation condition in which the previous differential pressure is equal to or greater than the second determination value and less than the third determination value, and the differential pressure is equal to or less than the first determination value or equal to or greater than the third determination value, or the differential pressure is equal to or less than the first determination value The third difference is that the pressure difference is greater than the third determination value and the current differential pressure is greater than the first determination value and less than the third determination value is more than a predetermined time from the last time.
Acceleration operation conditions are set, and it is determined which one of the acceleration operation conditions set in accordance with each acceleration operation state of the internal combustion engine is satisfied, and the first acceleration operation condition is satisfied. In this case, the ignition timing is controlled so as to be retarded by the first retardation amount. When the second acceleration operation condition is satisfied, the ignition timing is retarded by the second retardation amount larger than the first retardation amount. An ignition timing control device for an internal combustion engine, further comprising control means for controlling the ignition timing so as not to retard the ignition timing when the third acceleration operation condition is satisfied.
JP63302721A 1988-11-30 1988-11-30 Ignition timing control device for internal combustion engine Expired - Lifetime JP2824909B2 (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
JP63302721A JP2824909B2 (en) 1988-11-30 1988-11-30 Ignition timing control device for internal combustion engine

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
JP63302721A JP2824909B2 (en) 1988-11-30 1988-11-30 Ignition timing control device for internal combustion engine

Publications (2)

Publication Number Publication Date
JPH02149768A JPH02149768A (en) 1990-06-08
JP2824909B2 true JP2824909B2 (en) 1998-11-18

Family

ID=17912369

Family Applications (1)

Application Number Title Priority Date Filing Date
JP63302721A Expired - Lifetime JP2824909B2 (en) 1988-11-30 1988-11-30 Ignition timing control device for internal combustion engine

Country Status (1)

Country Link
JP (1) JP2824909B2 (en)

Families Citing this family (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
KR100748647B1 (en) * 2001-06-26 2007-08-10 현대자동차주식회사 Method of controlling air fuel ratio and ignition for an engine in vehicles

Family Cites Families (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS5840027B2 (en) * 1977-12-09 1983-09-02 株式会社日本自動車部品総合研究所 Ignition system for internal combustion engines
JPS60159372A (en) * 1984-01-27 1985-08-20 Toyota Motor Corp Ignition-timing control for internal-combustion engine
JPH0811950B2 (en) * 1984-07-11 1996-02-07 日本電装株式会社 Ignition timing control device
JPS61157758A (en) * 1984-12-28 1986-07-17 Fuji Heavy Ind Ltd Ignition time control system for internal-combustion engine
JPH0676785B2 (en) * 1985-09-05 1994-09-28 マツダ株式会社 Engine ignition timing control device
JPS62147048A (en) * 1985-12-23 1987-07-01 Mazda Motor Corp Ignition timing control device for engine
JPH0799134B2 (en) * 1986-04-28 1995-10-25 マツダ株式会社 Engine ignition timing control device
JPS63280859A (en) * 1987-05-12 1988-11-17 Japan Electronic Control Syst Co Ltd Ignition timing controller for internal combustion engine

Also Published As

Publication number Publication date
JPH02149768A (en) 1990-06-08

Similar Documents

Publication Publication Date Title
JP2002013419A (en) Variable valve timing control device for internal combustion engine
JP2002030977A (en) Engine speed control device
JP2824909B2 (en) Ignition timing control device for internal combustion engine
JPH05302535A (en) Torque-down control device for engine
JPS6088870A (en) Ignition timing controller for engine
JP2500683B2 (en) Engine output control device for internal combustion engine
JPS60159372A (en) Ignition-timing control for internal-combustion engine
JP3726445B2 (en) Control device for internal combustion engine
JP4496670B2 (en) Control device for vehicle engine
JP2795734B2 (en) Engine idle speed control device
JP2002004992A (en) Control device of onboard engine
JP4321493B2 (en) Control device for internal combustion engine
JPH01151742A (en) Fuel feed control device for engine
JP2746648B2 (en) Engine ignition timing control device
JP2810411B2 (en) Engine ignition timing control device
JP2002349331A (en) Vehicular engine control device
JPH08218911A (en) Control device of internal combustion engine for vehicle
JPH0521646Y2 (en)
JPS59183052A (en) Method of controlling fuel injection and ignition timing of engine
JPH01117985A (en) Ignition timing controller
JPH0557363U (en) Ignition timing control device for internal combustion engine
JPS62291473A (en) Ignition timing control device for engine
JPH0192586A (en) Ignition timing controller for engine
JPS6291659A (en) Ignition timing control method for internal combustion engine
JPH0428895B2 (en)