JPS58204974A - Controlling method of ignition timing for internal-combustion engine - Google Patents
Controlling method of ignition timing for internal-combustion engineInfo
- Publication number
- JPS58204974A JPS58204974A JP57088287A JP8828782A JPS58204974A JP S58204974 A JPS58204974 A JP S58204974A JP 57088287 A JP57088287 A JP 57088287A JP 8828782 A JP8828782 A JP 8828782A JP S58204974 A JPS58204974 A JP S58204974A
- Authority
- JP
- Japan
- Prior art keywords
- ignition timing
- engine
- value
- acceleration
- 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.)
- Pending
Links
Classifications
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02P—IGNITION, OTHER THAN COMPRESSION IGNITION, FOR INTERNAL-COMBUSTION ENGINES; TESTING OF IGNITION TIMING IN COMPRESSION-IGNITION ENGINES
- F02P5/00—Advancing or retarding ignition; Control therefor
- F02P5/04—Advancing or retarding ignition; Control therefor automatically, as a function of the working conditions of the engine or vehicle or of the atmospheric conditions
- F02P5/145—Advancing or retarding ignition; Control therefor automatically, as a function of the working conditions of the engine or vehicle or of the atmospheric conditions using electrical means
- F02P5/15—Digital data processing
- F02P5/1502—Digital data processing using one central computing unit
- F02P5/1504—Digital data processing using one central computing unit with particular means during a transient phase, e.g. acceleration, deceleration, gear change
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/10—Internal combustion engine [ICE] based vehicles
- Y02T10/40—Engine management systems
Landscapes
- Engineering & Computer Science (AREA)
- Theoretical Computer Science (AREA)
- Signal Processing (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Electrical Control Of Ignition Timing (AREA)
Abstract
Description
【発明の詳細な説明】
本発明は内燃機関の加速時における点火時期の制御方法
に関するものである。DETAILED DESCRIPTION OF THE INVENTION The present invention relates to a method of controlling ignition timing during acceleration of an internal combustion engine.
従来の電子式点火時期制御方法に於て、点火時５期を機
関単位回転当りの吸入空気量と機関回転数の２次元マツ
プから決めるようにしたものがある。Among the conventional electronic ignition timing control methods, there is one in which the ignition timing is determined from a two-dimensional map of the amount of intake air per unit rotation of the engine and the engine rotation speed.
ところが加速時の過渡状態に於て吸入空気量を検出する
エアフロメータがオーバシュートする事により瞬間的に
該機関単位回転当りの吸入空気量が大きくなり、低回転
数高負荷の遅角領域に入り、要求点火時期は機関アイド
ル時の点火時期より遅角する為、機関出力が低下して加
速性が損われるという問題があった。However, in the transient state during acceleration, the air flow meter that detects the amount of intake air overshoots, causing the amount of intake air per unit revolution of the engine to momentarily increase, entering the retardation region of low rotation speed and high load. Since the required ignition timing is retarded from the ignition timing when the engine is idling, there is a problem in that the engine output decreases and acceleration performance is impaired.
本発明はこの様な加速性の悪化を無くすること（２）
を目的とし、このために加速状態を検知して所定時間例
えばアイドル点火時期のような所定の点火時期より遅角
されないように点火時期を遅角側で制限するようにして
いる。The purpose of the present invention is to eliminate (2) such deterioration of acceleration performance, and for this purpose, the acceleration state is detected and the ignition is controlled for a predetermined period of time so as not to be delayed from a predetermined ignition timing, such as the idle ignition timing. The timing is limited on the retarded side.
以下添付図面を参照して本発明の詳細な説明する。第１
図は本発明における一実施例を示す構成図である。１は
多気筒、例えば６気筒内燃機関、２はエアクリーナ、３
は吸気量を測定する吸気量センサ、４はスロットル弁４
１が設けられたスロットルボディ、５はスロットルボデ
ィ４に取り付けられたスロットル弁開度検出センサ、６
は吸気マニホルドである。７は内燃機関の回転速度を検
出する回転センサを収納したディストリビュータで点火
エネルギーを各気筒に配分する働きも兼ねる。８は吸気
マニホルド６の各気筒吸気ボート近傍に取り付けられ加
熱燃料を噴射する電磁作動式の燃料噴射弁、９は内燃機
関の排気マニホルド、１０は機関の冷却水温を検出する
水温センサであ６゜１０、内燃、□制ヮ□電７制御装ｗ
７、前記吸気量センサ３の信号ａとディストリビュータ
（３）
７の回転速度４ｔｔ号Ｃとスロットル弁開度検出センサ
の信号すと水温センサ１０の信号ｄとにより、燃料蹟射
弁８の開弁時間を表わす燃料噴射パルス信号０を演算し
出力すると同時に、燃料噴射パルス信号と同８悄軸に基
づいて点火時期信号ｆを演算し出力するものである。The present invention will be described in detail below with reference to the accompanying drawings. 1st
The figure is a configuration diagram showing one embodiment of the present invention. 1 is a multi-cylinder, for example, a 6-cylinder internal combustion engine; 2 is an air cleaner; 3
4 is the intake air amount sensor that measures the intake air amount, and 4 is the throttle valve 4.
1 is a throttle body, 5 is a throttle valve opening detection sensor attached to the throttle body 4, and 6 is a throttle body.
is the intake manifold. A distributor 7 houses a rotation sensor that detects the rotational speed of the internal combustion engine, and also serves to distribute ignition energy to each cylinder. Numeral 8 is an electromagnetically actuated fuel injection valve that is installed near each cylinder intake boat of the intake manifold 6 and injects heated fuel, 9 is an exhaust manifold of the internal combustion engine, and 10 is a water temperature sensor that detects the engine cooling water temperature. 10. Internal combustion, □Control □Electric 7 control system w
7. The fuel injection valve 8 is opened by the signal a of the intake air amount sensor 3, the rotational speed 4tt of the distributor (3) 7, the signal of the throttle valve opening detection sensor, and the signal d of the water temperature sensor 10. At the same time as the fuel injection pulse signal 0 representing time is calculated and outputted, the ignition timing signal f is calculated and outputted based on the fuel injection pulse signal and the same 8 torsion axis.
第２図は、第１図における内燃機関制御用電子制御袋ｆ
ｉｌｌの内部ブロック図である。１１０はマイクロプロ
セッサ、１１１はメモリで内燃機関の制御プログラムを
格納し、マイクロプロセッサ１１０とメモリ１１１の間
の情報伝達はコモンバスｌｌａを通じて行なって制御プ
ログラムを作動させる。１１２は内燃機関の回転数を計
測するカウンタで１２ビットバイナリカウンタで構成さ
れており、ディストリビュータ７からの回転速度信号Ｃ
が入力され、コモンバスｌｌａを通してマイクロプロセ
ラ−ＩＪ１１０に取り込まれる。１１３はアナログ情報
をディジタル量に変換するＡ／Ｄ変［１，１１４はアナ
ロ、グマルチプレクサで吸気量セン慢３の吸気隈信号ａ
と水温センサ１０の水温（４）
信号ｄとをＡ／Ｄ変換器１１３に供給する。マイクロプ
ロセッサ１１０はメモリ１１１に格納されている制御プ
ログラムに基づきカウンタ１１２の回転情報（Ｎ）とＡ
／Ｄ変換器１１３の吸気量情報（Ｑ）とを主情報として
機関の回転に同期して燃料噴射量を演算し、Ａ／Ｄ変換
器１１３からの水温情報による補正項も加えてディジタ
ル信号を出力する。１１５はディジタル入力回路でスロ
ットル弁開度検出センサ５の信号すが入力され、スロッ
トル弁開度検出信号をマイクロプロセッサ１１Ｏへ出力
する。Figure 2 shows the internal combustion engine control electronic control bag f in Figure 1.
FIG. 2 is an internal block diagram of ill. Reference numeral 110 is a microprocessor, and 111 is a memory that stores a control program for the internal combustion engine. Information is transmitted between the microprocessor 110 and the memory 111 via a common bus lla to operate the control program. 112 is a counter for measuring the rotation speed of the internal combustion engine, which is composed of a 12-bit binary counter, and receives the rotation speed signal C from the distributor 7.
is input and taken into the microprocessor IJ110 through the common bus lla. 113 is an A/D converter that converts analog information into a digital quantity [1, 114 is an analog multiplexer and an intake space signal a of intake air amount sensor 3]
and the water temperature (4) signal d from the water temperature sensor 10 are supplied to the A/D converter 113. The microprocessor 110 calculates rotation information (N) and A of the counter 112 based on the control program stored in the memory 111.
The fuel injection amount is calculated in synchronization with the rotation of the engine using the intake air amount information (Q) from the A/D converter 113 as main information, and a correction term based on the water temperature information from the A/D converter 113 is also added to generate a digital signal. Output. A digital input circuit 115 receives the signal from the throttle valve opening detection sensor 5 and outputs the throttle valve opening detection signal to the microprocessor 11O.
１１６はマイクロプロセッサ１１０のディジタル信号が
供給されるレジスタで、このディジタル信号を燃料噴射
弁８の噴射時間（開弁時間）に変換し、この噴射時間を
表わす噴射パルス信号を出力する。１１７はレジスタ１
１６のパルス信号を増幅して、燃料噴射弁８を開弁させ
る駆動回路である。更に１１８はマイクロプロセッサ１
１０のディジタル信号が供給されるレジスタでこのディ
ジタル信号をイグナイタ１２への点火時期（１次（５）
電流０ＦＦＬ）１１１）に変換し、この点火時期を表わ
す点火時期信号を出力する。１１９はレジスタ１１８の
パルス信号を増幅して、イグナイタ１２を駆動する駆動
回路である。A register 116 is supplied with a digital signal from the microprocessor 110, converts this digital signal into an injection time (valve opening time) of the fuel injection valve 8, and outputs an injection pulse signal representing this injection time. 117 is register 1
This is a drive circuit that amplifies the pulse signal No. 16 and opens the fuel injection valve 8. Furthermore, 118 is the microprocessor 1
A register to which the digital signal No. 10 is supplied converts this digital signal into an ignition timing for the igniter 12 (primary (5) current 0FFL) 111), and outputs an ignition timing signal representing this ignition timing. A drive circuit 119 amplifies the pulse signal of the register 118 and drives the igniter 12.
第３図は上記構成における処理手順を示す概略のフロー
チャー１・である。制御回１１８１１に電源が投入され
機関ｌが始動し始めるとステップ３０１で初期化の処理
が行なわれて初期値がセットされる。ステップ３０２で
は機関パラメータ（吸入空気量Ｑ、機関回転速度Ｎ、水
温、スロットル信号）が読み込まれる。ステップ３０３
では、これら読み込んだ値から単位回転当りの吸入空気
量（Ｑ／Ｎ）を１［算する。FIG. 3 is a schematic flowchart 1 showing the processing procedure in the above configuration. When the control circuit 11811 is powered on and the engine 1 starts to start, initialization processing is performed in step 301 and initial values are set. In step 302, engine parameters (intake air amount Q, engine rotational speed N, water temperature, throttle signal) are read. Step 303
Now, calculate the amount of intake air per unit rotation (Q/N) from these read values.
点火時期処理の要求が割り込んだ時はステップ３０４の
割り込み処理を行なうが、通常はステップ３２０．３２
１の処理を行う。ステップ３０４では単位回転当りの吸
入空気ｉ （Ｑ／Ｎ）と機関回転速度Ｎのマツプ（第４
図参照）、及びスロットル信号＜ ｒ、 ｒ、信号）と
水温信号とから要求値（θ）を求めて、ステップ３０５
へ進む。ステラ（６）
プ３０５では単位回転当りの吸入空気量（Ｑ／Ｎ）の変
化（八〇／Ｎ）を求めて、単位回転当りの吸入空気ｉｔ
変化（八〇／Ｎ）が所定値（１）以下かどうかを判別し
、所定値（１）以下の場合は減速状態と判断してステッ
プ３１２に進むが、所定値（１）より大きい場合は減速
状態ではないとしてステップ３０６に進む。このステッ
プ３０６ではスロットル弁が閉から開（ＬＬ信号０Ｎ−
ＯＦＦ）になった直後かどうかを判断し、直後の場合は
ステップ３０８に、その他の場合はステップ３０７に進
む。ステップ３０７では加速状態かどうかを判定する為
、△Ｑ／Ｎと所定（２）とを比較し、所定値（２）以上
の場合は加速状態としてステップ３０８に進むが、ステ
ップ３０８では一旦加速状態が有った事を示す為にフラ
グをセットして、ステップ３１２に進む。When a request for ignition timing processing interrupts, the interrupt processing in step 304 is performed, but normally the processing is performed in step 320.32.
Perform processing 1. In step 304, a map (fourth
Step 305
Proceed to. Stella (6) In step 305, find the change (80/N) in the amount of intake air per unit revolution (Q/N), and calculate the intake air per unit revolution.
It is determined whether the change (80/N) is less than or equal to a predetermined value (1), and if it is less than or equal to the predetermined value (1), it is determined that it is in a deceleration state and the process proceeds to step 312, but if it is greater than the predetermined value (1), the process proceeds to step 312. It is determined that the vehicle is not in a deceleration state, and the process proceeds to step 306. In this step 306, the throttle valve changes from closed to open (LL signal 0N-
OFF), and if it is immediately after, the process proceeds to step 308; otherwise, the process proceeds to step 307. In step 307, ΔQ/N is compared with a predetermined value (2) in order to determine whether or not the acceleration state is present. If it is equal to or greater than the predetermined value (2), the process proceeds to step 308 as an acceleration state. A flag is set to indicate that there was a problem, and the process proceeds to step 312.
ステップ３１２では過遅角防止の為、固定値θｃｏｎｓ
ｔ （例えば、アイドル時の点火時期）を出力点火時
期（θ）とする。ステップ３０９では過去に加速状態が
有ったかどうかを示すフラグの判別（７）
を行い、次のステップ３１０へ進む。このステップ３１
０で加速後の経過時間を計測する為のカウンタを更新し
て、次のステップ３１１に進む。ステップ３１１では加
速後に所定時間が経過したかどうかを判別して、所定時
間に満たない場合は前述のステップ３１２へ、所定時間
経過後はステップ３１３へ進む。ステップ３１３では次
の加速状態検出用にフラグをクリアし、ステップ３１４
では加速後の時間カウンタをクリアしてステップ３１５
へ進む。ステップ３１５ではステップ３０４で算出した
要求値が前回の出力値より大か小かを判定し、要求値が
前回の出力値と同一のときはステップ３１６へ、要求値
が前回の出力値より大きい場合はステップ３１７へ、要
求値が前回の出力値より小さい場合はステップ３１８へ
進む。In step 312, a fixed value θcons is set to prevent excessive retardation.
Let t (for example, the ignition timing at idle) be the output ignition timing (θ). In step 309, a flag indicating whether there was an acceleration state in the past is determined (7), and the process proceeds to the next step 310. This step 31
A counter for measuring the elapsed time after acceleration is updated with 0, and the process proceeds to the next step 311. In step 311, it is determined whether a predetermined time has elapsed after the acceleration. If the predetermined time has not been reached, the process proceeds to step 312, described above, and after the predetermined time has elapsed, the process proceeds to step 313. In step 313, the flag is cleared for the next acceleration state detection, and in step 314
Then, clear the time counter after acceleration and proceed to step 315.
Proceed to. In step 315, it is determined whether the required value calculated in step 304 is larger or smaller than the previous output value. If the required value is the same as the previous output value, the process proceeds to step 316; if the required value is greater than the previous output value, the process proceeds to step 316. If the requested value is smaller than the previous output value, the process proceeds to step 318.
ステップ３１６では要求値をそのまま出力値とするが、
ステップ３１７では要求値に近づけるべく前回の出力値
（θ）に所定値（△θ）だけ加えた値を出力値とし）、
１７テソブ３１７ではステ・プ３１６とは逆に前回の出
力値（θ）に所定値（△（８）
θ）だけ減じた値を出力値として、ステップ３１９へ進
む。ステップ３１９では出力点火時期（θ）を出力する
。In step 316, the requested value is used as the output value, but
In step 317, the output value is set as a value obtained by adding a predetermined value (△θ) to the previous output value (θ) in order to get closer to the required value),
In step 317, contrary to step 316, a value obtained by subtracting a predetermined value (Δ(8) θ) from the previous output value (θ) is set as the output value, and the process proceeds to step 319. In step 319, the output ignition timing (θ) is output.
割り込み処理が終ったら再び通常処理に戻り、ステップ
３２０で燃料調量用の電磁弁８への燃料噴射時間（Ｔｐ
）の演算をステップ３０２．３０３での情報に基づいて
行ない、ステップ３２１では該噴射時間（Ｔｐ）を出力
レジスタにセットする。When the interrupt processing is finished, the process returns to normal processing, and in step 320, the fuel injection time (Tp
) is performed based on the information in steps 302 and 303, and in step 321 the injection time (Tp) is set in the output register.
Ｔｐ出力後はもとのステップ３０２に戻り再び前述の処
理を繰り返す。After outputting Tp, the process returns to the original step 302 and the above-described process is repeated again.
第５図（１）〜（５）は加速状態でのスロットル（Ｌ
Ｌ）信号、単位回転当りの吸入空気量（Ｑ／Ｎ） 、点
火時期（θ）、機関回転速度（Ｎ）、単位回転当りの吸
入空気量の変化（△Ｑ／Ｎ）の様子をそれぞれ示す。（
３）及び（４）において破線（Ｃ）は本発明にかかわる
制御がない場合、実線（ａ）は本発明に係る制御が有る
場合を示す。更に（２）における一点鎖線（ｂ）は要求
点火時期の基準となる吸気マニホルド圧力の挙動を示す
。スロットル弁が閉から開になった直後機関回転速度は
慣性の為にすぐ（９）
には応答出来ずアイドル回転速度を維持する。また空気
量センサ３で測定した吸気大空気量もセンサの慣性の為
、定時間アイドル空気量を指示する。Figure 5 (1) to (5) show the throttle (L) in the acceleration state.
L) Signal, showing the change in intake air amount per unit revolution (Q/N), ignition timing (θ), engine rotation speed (N), and change in intake air amount per unit revolution (△Q/N), respectively. . (
In 3) and (4), the broken line (C) indicates the case where there is no control related to the present invention, and the solid line (a) indicates the case where there is control related to the present invention. Furthermore, the dashed-dotted line (b) in (2) shows the behavior of the intake manifold pressure, which serves as a reference for the required ignition timing. Immediately after the throttle valve changes from closed to open, the engine rotation speed cannot respond immediately (9) due to inertia and maintains the idle rotation speed. Further, the large intake air amount measured by the air amount sensor 3 also indicates the idle air amount for a fixed period of time due to the inertia of the sensor.
この為従来は単位回転当りの吸入空気量（Ｑ／Ｎ）も破
線（’Ｃ）の如く定時間アイドルと同一値で推移し、過
進角の値となる。次に一旦空気量センサが動き始めると
空気量センサのオーバシュートにより過遅角の値となる
為、機関回転速度が落ち込むという問題が有った。しか
し、第５図（３）の（ａ）に示す本発明の如くスロット
ルが閉から開になって以降の所定時間内アイドル点火時
期を維持し、単位回転当りの空気ｌ！変化（△Ｑ／Ｎ）
で加速を判別してアイドル点火時期から要求値に逐次近
づれる方法を採れば、機関回転速度の落ち込みのない制
御が可能となる。For this reason, conventionally, the amount of intake air per unit rotation (Q/N) also changes at the same value as at constant time idling, as shown by the broken line ('C), and becomes an overadvanced angle value. Next, once the air amount sensor starts moving, the overshoot of the air amount sensor results in an over-retarded value, which causes the problem that the engine rotational speed drops. However, according to the present invention shown in FIG. 5(3)(a), the idle ignition timing is maintained within a predetermined period of time after the throttle is changed from closed to open, and the air l! Change (△Q/N)
If a method is adopted in which the acceleration is determined by the idling ignition timing and the required value is gradually approached from the idle ignition timing, it is possible to control the engine speed without dropping it.
また、単位回転当りの吸入空気量Ｑ／Ｎのなましを行い
、この値を点火時期（θ）計算に使用して本発明の効果
をより大きなものとすることもできる。例えば今回Ｉｌ
ｌ算したＱ／Ｎ値と過去のＱ／Ｎ値とを所定比率で加え
合・ＵたちのをＱ／Ｎのなま（１０）
し値とし、このＱ／Ｈのなまし値を点火時期算出用に使
用する。Further, the effect of the present invention can be further enhanced by annealing the intake air amount Q/N per unit rotation and using this value for calculating the ignition timing (θ). For example, this time Il
Add the calculated Q/N value and the past Q/N value at a predetermined ratio and use the sum as the Q/N value (10), and use this Q/H value as the ignition timing. Used for calculation.
以上述べたように本発明は、機関の加速状態を検出して
、その場合、回転速度と単位回転当りの吸入空気量とに
応じて演算された点火時期が所定の点火時期よりも遅角
されないように、所定機関この点火時期を遅角側で制限
するようにしているので、加速時の吸入空気量の大きな
変動による過度の遅角を無くし、加速性の悪化を防止す
ることができる。As described above, the present invention detects the acceleration state of the engine, and in that case, the ignition timing calculated according to the rotational speed and the amount of intake air per unit rotation is not retarded beyond the predetermined ignition timing. Since the ignition timing of a given engine is limited to the retard side, excessive retardation due to large fluctuations in the amount of intake air during acceleration can be eliminated, and deterioration of acceleration performance can be prevented.
第１図は本発明の一実施例を示す全体構成図、第２図は
第１図中の１ｌｉｌＪ御装置の詳細構成図、第３図は本
発明における演算処理手順を示すフローチャート、第４
図はメモリ内の点火時期マツプの模式図、第５図は加速
時の機関状態を説明するための状態図である。
１・・・内燃機関、３・・・吸気量センサ、５・・・ス
ロットル弁開度検出センサ、７・・・デンストリピユー
タ、１１・・・制御装置、４１・・・スロットル弁、１
１０・・・マイクロプロセッサ、１１１・・・メモリ。
代理人弁理士 岡 部 隆
］１FIG. 1 is an overall configuration diagram showing one embodiment of the present invention, FIG. 2 is a detailed configuration diagram of the 1lilJ control device in FIG.
The figure is a schematic diagram of the ignition timing map in the memory, and FIG. 5 is a state diagram for explaining the engine state during acceleration. DESCRIPTION OF SYMBOLS 1... Internal combustion engine, 3... Intake amount sensor, 5... Throttle valve opening detection sensor, 7... Density repeater, 11... Control device, 41... Throttle valve, 1
10...Microprocessor, 111...Memory. Representative Patent Attorney Takashi Okabe] 1
Claims (1)
気量に応じて、機関の点火時期を演算し、この演算値に
基づいて点火時期を制御する内燃機関用点火時期制御方
法において、機関の加速状態を検出し、この加速状態を
検出したとき前記演算された点火時期が所定の点火時期
よりも遅角されないように所定時間前記演算された点火
時期を遅角側で制限するようにしたことを特徴とする内
燃機関用点火時期制御方法。 （２）前記加速状態を前記単位回転当りの吸入空気量の
変化量の大きさにより検出することを特徴とする特許請
求の範囲第１項記載の点火時期制御方法。 （３）前記加速状態を機関のスロットル弁の開度変化に
より検出することを特徴とする特許請求の範囲第１項記
載の点火時期制御方法。 （１） （４）前記点火時期の制限は予め定めた固定値に点火時
期を設定することにより行い、この固定値を解除し、こ
の固定値から前記演算された点火時期への移行を徐々に
行なうようにしたことを特徴とする特許請求の範囲第１
項記載の点火時期制御方法。[Claims] (1) Ignition timing for an internal combustion engine that calculates the ignition timing of the engine according to the rotational speed of the internal combustion engine and the amount of intake air per unit rotation, and controls the ignition timing based on this calculated value. In the control method, an acceleration state of the engine is detected, and when the acceleration state is detected, the calculated ignition timing is retarded for a predetermined period of time so that the calculated ignition timing is not retarded beyond a predetermined ignition timing. A method for controlling ignition timing for an internal combustion engine, characterized in that the ignition timing is restricted. (2) The ignition timing control method according to claim 1, wherein the acceleration state is detected based on the magnitude of change in the amount of intake air per unit revolution. (3) The ignition timing control method according to claim 1, wherein the acceleration state is detected by a change in opening of a throttle valve of the engine. (1) (4) The ignition timing is limited by setting the ignition timing to a predetermined fixed value, and then this fixed value is released and the ignition timing is gradually shifted from this fixed value to the calculated ignition timing. Claim 1 characterized in that
The ignition timing control method described in section.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP57088287A JPS58204974A (en) | 1982-05-24 | 1982-05-24 | Controlling method of ignition timing for internal-combustion engine |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP57088287A JPS58204974A (en) | 1982-05-24 | 1982-05-24 | Controlling method of ignition timing for internal-combustion engine |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| JPS58204974A true JPS58204974A (en) | 1983-11-29 |
Family
ID=13938688
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP57088287A Pending JPS58204974A (en) | 1982-05-24 | 1982-05-24 | Controlling method of ignition timing for internal-combustion engine |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPS58204974A (en) |
Cited By (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS6235077A (en) * | 1985-08-07 | 1987-02-16 | Toyota Motor Corp | Ignition timing control device in internal combustion engine |
| JPS6264846U (en) * | 1985-10-14 | 1987-04-22 | ||
| JPH02305374A (en) * | 1989-05-18 | 1990-12-18 | Fuji Heavy Ind Ltd | Method of ignition timing learning control |
-
1982
- 1982-05-24 JP JP57088287A patent/JPS58204974A/en active Pending
Cited By (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS6235077A (en) * | 1985-08-07 | 1987-02-16 | Toyota Motor Corp | Ignition timing control device in internal combustion engine |
| JPH0359271B2 (en) * | 1985-08-07 | 1991-09-10 | Toyota Motor Co Ltd | |
| JPS6264846U (en) * | 1985-10-14 | 1987-04-22 | ||
| JPH02305374A (en) * | 1989-05-18 | 1990-12-18 | Fuji Heavy Ind Ltd | Method of ignition timing learning control |
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