JPS6079165A - Ignition timing control method of internal-combustion engine - Google Patents
Ignition timing control method of internal-combustion engineInfo
- Publication number
- JPS6079165A JPS6079165A JP58186637A JP18663783A JPS6079165A JP S6079165 A JPS6079165 A JP S6079165A JP 58186637 A JP58186637 A JP 58186637A JP 18663783 A JP18663783 A JP 18663783A JP S6079165 A JPS6079165 A JP S6079165A
- Authority
- JP
- Japan
- Prior art keywords
- advance angle
- idle
- throttle valve
- ignition
- ignition advance
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Pending
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
- F02P5/152—Digital data processing dependent on pinking
- F02P5/1521—Digital data processing dependent on pinking with particular means during a transient phase, e.g. starting, 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)
- 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】
〔発明の利用分野〕
本発明は内燃機関の点火時期制御方法に係り、特にスロ
ットル弁が開かれているときに基本点火進角に基づいて
点火時期を制御すると共に、スロットル弁がアイドル位
置のときにアイドル点火進角で点火時期を制御する内燃
機関の点火時期制御方法に関する。DETAILED DESCRIPTION OF THE INVENTION [Field of Application of the Invention] The present invention relates to an ignition timing control method for an internal combustion engine, and in particular controls the ignition timing based on a basic ignition advance angle when a throttle valve is opened. The present invention relates to an ignition timing control method for an internal combustion engine that controls ignition timing using an idle ignition advance angle when a throttle valve is in an idle position.
従来より、機関負荷（吸気管圧力または機関１回転当り
の吸入空気量）と機関回転数とで基本点火進角θＢＡ８
ｇを定め、吸気温、機関冷却水温およびスロットル弁開
度速度等で基本点火進角θ８ムｓｇを補正して点火進角
θをめ、この点火進角θで点火されるようにイグナイタ
をオンオフ制御する点火時期制御方法が知られている。Conventionally, the basic ignition advance angle θBA8 has been determined based on the engine load (intake pipe pressure or intake air amount per engine revolution) and engine speed.
g, correct the basic ignition advance angle θ8msg using intake air temperature, engine cooling water temperature, throttle valve opening speed, etc. to determine the ignition advance angle θ, and turn the igniter on and off so that the ignition is ignited at this ignition advance angle θ. Ignition timing control methods are known.
かかる点火時期制御方法においては、アイドル回転数を
安定化させるため、機関回転数やニアコンディショナの
コンプレッサのオンオフ状態に応じてアイドル点火進角
θＩＤＬを定め、スロットル弁がアイドル位置のとき
すなわちスロットル弁が全閉状態のときに、基本点火進
角θＢＡ１ｉ１とは無関係の上記アイドル点火進角θＩ
ＤＬで点火時期を制御することが行なわれている。In this ignition timing control method, in order to stabilize the idle speed, the idle ignition advance angle θIDL is determined depending on the engine speed and the on/off state of the compressor of the near conditioner, and when the throttle valve is at the idle position, that is, the throttle valve is in a fully closed state, the above idle ignition advance angle θI, which is unrelated to the basic ignition advance angle θBA1i1
Ignition timing is controlled by DL.
しかし、レーシング等のようにアイドル位置からスロッ
トル弁を急開するような運転条件では、急開直後に空気
量の吸入遅れが生じ、スロットル弁が開かれているにも
拘らずスロットル弁が全閉状態のときと同じ運転条件が
所定時間継続する。However, under operating conditions such as racing where the throttle valve is suddenly opened from the idle position, there is a delay in suctioning the amount of air immediately after the sudden opening, and the throttle valve is fully closed even though it is open. The same operating conditions as in the state continue for a predetermined period of time.
このため、吸気管圧力が第１１図線Ａに示すように変化
し、また吸気管圧力と機関回転数とで定まる基本点火進
角θＢム８Ｅが線Ｂのように変化する。従って、スロッ
トル弁急開直後に機関がアイドリンクと同じ運転条件で
あるにも拘らず点火時期が過進角されてノッキングが発
生する、という問題がある。この問題を解決するために
、第１図線Ｃ１Ｄに示すようにスロットル弁が閉状態か
ら開かれた時点より所定時間または所定点火回数の間、
アイドル点火進角θＩＤＬまたはアイドル点火進角よ
・り遅角側の点火進角θ。で点火することが考えられる
が、吸気管圧力が安定したときに点火進角が要求点火進
角より進角され、上記と同様にノッキングが発生する、
という問題が生じる。Therefore, the intake pipe pressure changes as shown by line A in FIG. Therefore, there is a problem in that immediately after the throttle valve is suddenly opened, the ignition timing is overadvanced and knocking occurs even though the engine is under the same operating conditions as idling. In order to solve this problem, for a predetermined period of time or a predetermined number of ignitions from the time when the throttle valve is opened from the closed state, as shown by the line C1D in the first diagram,
Idle ignition advance angle θIDL or idle ignition advance angle
・Ignition advance angle θ on the retard side. However, when the intake pipe pressure stabilizes, the ignition advance angle will be advanced more than the required ignition advance angle, and knocking will occur in the same way as above.
A problem arises.
上記の問題は、吸入空気量と機関回転数とで基本点火進
角を定め、スロットル弁上流側でエアフローメータな用
いて吸入空気量を検出する機関においても同様に発生す
る。The above problem similarly occurs in engines in which the basic ignition advance angle is determined by the amount of intake air and the engine speed, and the amount of intake air is detected using an air flow meter or the like upstream of the throttle valve.
本発明は上記問題点を解消すべく成されたもので、レー
シング等のように全閉状態からスロットル弁を急開した
直後にノッキングが発生しないようにした内燃機関□の
点火時期制御方法を提供することを目的とする。The present invention has been made to solve the above problems, and provides an ignition timing control method for an internal combustion engine that prevents knocking from occurring immediately after the throttle valve is suddenly opened from a fully closed state, such as in racing. The purpose is to
上記目的な達成するために本発明は、スロットル弁が開
かれているときに機関負荷と機関回転数とで定まる基本
点火進角に基づいた点火進角で点火時期を制御すると共
に、スロットル弁がアイドル位置のときにアイドル点火
進角で点火時期を制御する内燃機関の点火時期制御方法
において、スロットル弁がアイドル位置から開かれた時
点より所定期間の２間、基本点火進角に基づいた点火進
角とアイドル点火進角のうちいずれか小さい方の点火進
角で点火時期を制御することを特徴とする。In order to achieve the above object, the present invention controls the ignition timing with the ignition advance angle based on the basic ignition advance angle determined by the engine load and engine speed when the throttle valve is open, and also controls the ignition timing when the throttle valve is open. In an ignition timing control method for an internal combustion engine in which the ignition timing is controlled by the idle ignition advance angle at the idle position, the ignition advance is controlled based on the basic ignition advance angle for two predetermined periods from the time when the throttle valve is opened from the idle position. The ignition timing is controlled by the smaller of the ignition advance angle and the idle ignition advance angle.
上記の所定期間は、時間または点火回数で決定される。The above predetermined period is determined by time or the number of ignitions.
上記本発明によれば、基本点火進角に基づいた点火進角
とアイドル点火進角のうちいずれか小さい方の点火進角
、すなわちより遅角側の点火進角で点火時期が制御され
るため、スロットル弁がアイドル位置から開かれた後ス
ロットル弁開度に応じた空気が吸入されるまでの間アイ
ドル点火進角で点火され、スロットル開度に応じた空気
が吸入された後吸気管圧力または吸入空気量が安定する
までの間基本点火進角に基づいた点火進角で点火される
。According to the present invention, the ignition timing is controlled by the smaller of the ignition advance angle based on the basic ignition advance angle and the idle ignition advance angle, that is, the ignition advance angle on the more retarded side. After the throttle valve is opened from the idle position, the ignition is performed at the idle ignition advance angle until air corresponding to the throttle valve opening is taken in, and after the air according to the throttle opening is taken in, the intake pipe pressure or Until the amount of intake air stabilizes, ignition is performed at an ignition advance angle based on the basic ignition advance angle.
従つ工率発明によれば、スロットル弁がアイドル位置か
ら開かれた後吸気管圧力または吸入空気量が安定するま
での間のノッキングの発生を防止することができる、と
いう効果が得られる。According to the invention, it is possible to prevent knocking from occurring until the intake pipe pressure or intake air amount stabilizes after the throttle valve is opened from the idle position.
以下図面を参照して本発明の実施例を詳細に説明する。 Embodiments of the present invention will be described in detail below with reference to the drawings.
第２図には、本発明が適用される点火時期制御システム
の一例が示されている。４サイクル６気筒内燃機関（エ
ンジン）のディストリビュータ１４には、ディストリビ
ュータシャフトに固定されたシグナルロータとディスト
リビュータハウジングに固定されたピックアップとで各
々構成されたクランク角センサ１６および１８が取付け
られている。クランク角センサ１６は、気筒判別用であ
り、ディストリビュータシャフトが１回転する毎、すな
わちクランク軸が２回転する毎（７２０’ＣＡ 毎）に
１つのパルスを発生する。このパルス発生位置は、例え
ば第１気筒井ｌの上死点（ＴＤＣ）である。クランク角
センサ１８は、ディストリビュータシャフトが１回転す
る毎に２４個のパルス、従って３０℃ム毎に１つのパル
スを発生する。FIG. 2 shows an example of an ignition timing control system to which the present invention is applied. Crank angle sensors 16 and 18 each comprising a signal rotor fixed to a distributor shaft and a pickup fixed to a distributor housing are attached to a distributor 14 of a four-stroke, six-cylinder internal combustion engine. The crank angle sensor 16 is for cylinder discrimination, and generates one pulse every time the distributor shaft makes one revolution, that is, every two revolutions of the crankshaft (every 720'CA). This pulse generation position is, for example, the top dead center (TDC) of the first cylinder well I. The crank angle sensor 18 generates 24 pulses per revolution of the distributor shaft, thus one pulse every 30 degrees Celsius.
吸気通路２２には、スロットル弁１ｏが配置され、この
スロットル弁１０に、スロットル弁がアイドル位置（全
閉）でオンしかつスロットル弁が開かれたときオフする
アイドルスイッチ２４が取付けられている。また、スロ
ットル弁１０の下流側のサージタンク内に突出するよう
に、吸気管絶対圧力を検出する圧力センサ１２が取付け
られている。A throttle valve 1o is arranged in the intake passage 22, and an idle switch 24 is attached to the throttle valve 10, which is turned on when the throttle valve is in an idle position (fully closed) and turned off when the throttle valve is opened. Further, a pressure sensor 12 for detecting intake pipe absolute pressure is attached so as to protrude into the surge tank on the downstream side of the throttle valve 10.
圧力センサ１２、クランク角センサ１６．１８オヨヒス
ロツトルスイツチ２４は、マイクロコンピュータで構成
された制御回路２０に接続され、各センサおよびスイッ
チで発生した電気信号が制御回路２０に入力される。一
方、制御回路２０からはイグナイタ２６に点火信号が出
力され、イグナイタ２６によって形成された高電流はデ
ィストリビュータ１４によって分配され、各気筒毎に取
付けられた点火プラグ２８に順に送られる。The pressure sensor 12, crank angle sensor 16, 18, and throttle switch 24 are connected to a control circuit 20 comprised of a microcomputer, and electrical signals generated by each sensor and switch are input to the control circuit 20. On the other hand, the control circuit 20 outputs an ignition signal to the igniter 26, and the high current generated by the igniter 26 is distributed by the distributor 14 and sent in order to the spark plugs 28 attached to each cylinder.
なお、通常エンジンには運転状態パラメータを検出する
吸気温センサ等の各種のセンサが取付けられ、制御回路
２０は燃料噴射弁２９等の制御も行なうが、これらは本
発明と直接関係しないため、以下の説明ではこれらを全
て省略する。Note that various sensors such as an intake temperature sensor for detecting operating state parameters are usually attached to the engine, and the control circuit 20 also controls the fuel injection valves 29, etc., but since these are not directly related to the present invention, they will be described below. All of these will be omitted in the explanation.
第３図は第２図の制御回路２ｏの一構成例を示すブロッ
ク図である。圧力センサ１２からの吸気管圧力信号は、
バッファ３０を介してアナログマルチプレクサ３２に送
り込まれ、マイクロプロセッシングユニツ）（ＭＰＵ）
６２からの指示に応じて選択されると共和ム／Ｄ変換器
３４でディジタル信号に変換された後、入出力ボート３
６を介してマイクロコンピュータ内に取込まれる。FIG. 3 is a block diagram showing an example of the configuration of the control circuit 2o in FIG. 2. The intake pipe pressure signal from the pressure sensor 12 is
It is sent to an analog multiplexer 32 via a buffer 30 and is sent to an analog multiplexer 32 (microprocessing unit) (MPU).
When selected in accordance with an instruction from 62, the input/output port 3 is converted into a digital signal by a digital signal converter 34.
6 into the microcomputer.
クランク角セ：／す１６からの７２０℃Ａ毎のパルスは
、バッファ３８を介して割込み要求信号形成回路４０に
入力される。また、クランク角センサ１８からの３０℃
ム毎のパルスは、バッファ４２を介して割込み要求信号
形成回路４０およびエンジン回転数信号形成回路４４に
入力される。割込み要求信号形成回路４０は、７２０″
’ＣＡ毎および３０℃Ａ毎の各パルスから所定クランク
角毎の種々の割込み要求信号を形成して、これらの割込
み要求信号を入出力ボート４６を介してマイクロコンピ
ュータ内に入力する。エンジン回転数信号形成回路４４
は、３０℃ム毎のパルスの周期からエンジン回転数Ｎθ
を表わす２通信号を形成する。Pulses of every 720° A from the crank angle controller 16 are input to the interrupt request signal forming circuit 40 via the buffer 38. Also, 30°C from the crank angle sensor 18
The pulses for each program are input to an interrupt request signal forming circuit 40 and an engine rotation speed signal forming circuit 44 via a buffer 42. The interrupt request signal forming circuit 40 is 720″
Various interrupt request signals for each predetermined crank angle are formed from the pulses for each CA and 30° C.A, and these interrupt request signals are input into the microcomputer via the input/output port 46. Engine speed signal formation circuit 44
is the engine rotation speed Nθ from the period of pulses every 30°C
form two communication signals representing
この２通信号は、入出力ボート４６を介してマイクロコ
ンピュータ内に送り込まれる。These two communication signals are sent into the microcomputer via the input/output port 46.
アイドルスイッチ２４からのオンオフ信号は、入出力ボ
ート４６を介してマイクロコンピュータ内に取込まれる
。一方、ＭＰＵ６２から入出力ボート４６を介して駆動
回路６０に点火信号が出力されると、これが駆動信号に
変換されてイグナイタ２６が付勢され、点火信号に応じ
た点火時期制御が行なわれる。The on/off signal from the idle switch 24 is taken into the microcomputer via the input/output port 46. On the other hand, when an ignition signal is output from the MPU 62 to the drive circuit 60 via the input/output board 46, this is converted into a drive signal to energize the igniter 26, and ignition timing control is performed according to the ignition signal.
マイクロコンピュータは、入出力ボート３６および４６
、ＭＰＵ６２、ランダムアクセスメモリ（ＲＡＭ）６４
、リードオンリメモリ（ＲＯＭ）６６、図示しないクロ
ック発生回路およびこれらを接続するバス６８等から主
として構成されており、ＲＯＭ６６内に記憶された制御
プログラムに従って種々の処理を実行する。また、ＲＯ
Ｍには、吸気管圧力とエンジン回転数とで定められた基
本点火進角θＢＡ８ｍのマツプが予め記憶されている。The microcomputer has input/output ports 36 and 46
, MPU 62, random access memory (RAM) 64
, a read-only memory (ROM) 66, a clock generation circuit (not shown), a bus 68 connecting these, and the like, and executes various processes according to control programs stored in the ROM 66. Also, R.O.
A map of the basic ignition advance angle θBA8m determined by the intake pipe pressure and the engine speed is stored in M in advance.
なお、圧力センサ１２に代えて、スロットル弁上流側に
吸入空気量を検出するエアフローメータな用いる場合に
は、ＲＯＭにエンジン１回転当りの吸入空気量とエンジ
ン回転数とで定められた基本点火進角０１ム８Ｅのマツ
プが記憶される。If an air flow meter is used to detect the intake air amount on the upstream side of the throttle valve instead of the pressure sensor 12, the basic ignition advance determined by the intake air amount per engine rotation and the engine rotation speed is stored in the ROM. The map of corner 01m8E is memorized.
次に図面を参照して本発明の一実施例に係る処理ルーチ
ンを説明する。第４図のルーチンは所定クランク角毎の
割込み処理で実行されるもので、まず、ステップ１００
においてアイドルスイッチがオフか否かを判断すること
によりスロットル弁が開かれているか否かを判断する。Next, a processing routine according to an embodiment of the present invention will be explained with reference to the drawings. The routine shown in FIG. 4 is executed by interrupt processing at every predetermined crank angle.
It is determined whether the throttle valve is open by determining whether the idle switch is off or not.
アイドルスイッチがオンのとき、すなわちスロットル弁
がアイドル位置にあるときは、ステップ１０１でフラグ
ｒをセットした後、ステップ１０３でアイドル点火進角
θＩＤＬを最終点火進角 θＦＩＮＡＬとして、次のル
ーチンで最終点火進角θＦＩＮＡＬで点火されるように
イグナイタを制御する。When the idle switch is on, that is, when the throttle valve is in the idle position, flag r is set in step 101, and the idle ignition advance angle θIDL is set as the final ignition advance angle θFINAL in step 103, and the final ignition is started in the next routine. The igniter is controlled so that it is ignited at the advance angle θFINAL.
アイドルスイッチがオフのとき、すなわちスロットル弁
が開かれているときは、ステップ１０２でフラグＦがセ
ットされているか否かを判断する。When the idle switch is off, that is, when the throttle valve is open, it is determined in step 102 whether flag F is set.
フラグＦがセットされているとき、すなわちスロットル
弁がアイドル位置から開かれたときは、ステップ１０５
でＮ点火以内か否かを判断する。このＮ点火は、スロッ
トル弁がアイドル位置から開かれた時点より吸気管圧力
が安定するまでの期間であり、エンジンに応じて定まる
定数である。ステップ１０５でＮ点火以内と判断された
ときは、ステップ１０７でアイドル点火進角 θＩＤＬ
とＲＯＭのマツプから補間法によりめられた基本点火進
角θＢム８Σを補正して得られた点火進角０とを比較す
る。そして、アイドル点火進角θＩＤＬが点火進角θよ
り小さいときはステップ１０３でアイドル点火進角θＩ
ＤＬを最終点火進角θＦＩＮＡＬとし、点火進角θがア
イドル点火進角θＩＤＬ以下のときはステップ１０４で
点火進角θを最終点火進角θＩＪ’ＩＮＡＬとし、次の
ルーチンで最終点火進角θｌ’１ＮＡＬで点火されるよ
うにイグナイメを制御する。When flag F is set, that is, when the throttle valve is opened from the idle position, step 105
to judge whether or not it is within N ignition. This N ignition is a period from when the throttle valve is opened from the idle position until the intake pipe pressure stabilizes, and is a constant determined depending on the engine. When it is determined in step 105 that the ignition is within N, the idle ignition advance angle θIDL is determined in step 107.
and the ignition advance angle 0 obtained by correcting the basic ignition advance angle θB 8Σ determined by interpolation from the ROM map. If the idle ignition advance angle θIDL is smaller than the ignition advance angle θ, then in step 103 the idle ignition advance angle θI
DL is set as the final ignition advance angle θFINAL, and when the ignition advance angle θ is less than or equal to the idle ignition advance angle θIDL, the ignition advance angle θ is set as the final ignition advance angle θIJ'INAL in step 104, and the final ignition advance angle θl' is set in the next routine. Control the ignite so that it is ignited at 1NAL.
ステップ１０５でＮ点火以上経過したと判断されたとき
は、ステップ１０６でフラグＦをリセットした後ステッ
プ１０４へ進む。また、ステップ１０２でフラグＦかリ
セットされていると判断されたとき、すなわちステップ
１０５のＨ点火経過した後でスロットル弁開状態が継続
しているときは、ステップ１０４に進んで従来と同様に
基本点火進角θＢＡＲＫに基づいた点火進角θで点火さ
れるようイグナイタを制御する。If it is determined in step 105 that N or more ignitions have elapsed, the flag F is reset in step 106, and then the process proceeds to step 104. Furthermore, when it is determined in step 102 that flag F has been reset, that is, when the throttle valve remains open after the H ignition in step 105 has elapsed, the process proceeds to step 104 and the basic procedure is continued as before. The igniter is controlled so that it is ignited at an ignition advance angle θ based on the ignition advance angle θBARK.
１ 上記のように制御したときの最終点火進角θＦＩＮ
ＡＬの変化を第５図に示す。図から理解されるように、
最終点火進角”ＦＩＮＡＬは、スロットル弁がアイドル
位置から開かれた後スロットル弁開度に応じた空気が吸
入されるまでの間アイドル点火進角θＩＤＬになり、ス
ロットル弁開度に応じた空気が吸入された後吸気管圧力
が安定されるまでの間基本点火進角に基づいた点火進角
θになり、その後上記と同様に基本点火進角に基づいた
点火進角θになる。1 Final ignition advance angle θFIN when controlled as above
Figure 5 shows the change in AL. As understood from the figure,
The final ignition advance angle "FINAL" is the idle ignition advance angle θIDL after the throttle valve is opened from the idle position until air is sucked in according to the throttle valve opening. After intake, the ignition advance angle θ is based on the basic ignition advance angle until the intake pipe pressure is stabilized, and then the ignition advance angle θ becomes the ignition advance angle θ based on the basic ignition advance angle in the same manner as described above.
ここで、スロットル弁開度に応じた空気量が吸入された
か否かは従来検出が困難であったが、上記のようにアイ
ドル点火進角θＩＤＬと点火進角θとを比較することに
より、容易に検出することができる。Here, it has conventionally been difficult to detect whether the amount of air has been sucked in according to the throttle valve opening, but it can be easily detected by comparing the idle ignition advance angle θIDL and the ignition advance angle θ as described above. can be detected.
なお、上記ではアイドル位置からスロットル弁が開かれ
た時点より吸気管圧力が安定するまでの期間を点火回数
で定めたが、時間で定めるようにしてもよい。In the above description, the period from when the throttle valve is opened from the idle position until the intake pipe pressure stabilizes is determined by the number of ignitions, but it may also be determined by time.
第１図は吸気管圧力と従来の点火進角の変化を示す線図
、第２図は本発明が適用される点火時期制御システムを
示す概略図、第３図は第２図の制御回路の一例を示すブ
ロック図、第４図は本発明の一実施例の処理ルーテンを
示す流れ図、第５図は上記実施例における点火進角の変
化を示す線図である。
１２・・・圧力センサ、 ２４・・・アイドルスイッチ
、２８・・・点火プラグ。
代理人 鵜 沼 辰 之
（ほか１名）
第１図
第４図
第５図Fig. 1 is a diagram showing changes in intake pipe pressure and conventional ignition advance angle, Fig. 2 is a schematic diagram showing an ignition timing control system to which the present invention is applied, and Fig. 3 is a diagram showing the control circuit of Fig. 2. FIG. 4 is a block diagram showing an example, FIG. 4 is a flowchart showing a processing routine of an embodiment of the present invention, and FIG. 5 is a diagram showing changes in the ignition advance angle in the above embodiment. 12... Pressure sensor, 24... Idle switch, 28... Spark plug. Agent Tatsuyuki Unuma (and 1 other person) Figure 1 Figure 4 Figure 5
Claims (1)
機関回転数とで定まる基本点火進角に基づいた点火進角
で点火時期を制御すると共に、スロットル弁がアイドル
位置のときにアイドル点火進角で点火時期を制御する内
燃機関の点火時期制御方法において、スロットル弁がア
イドル位置から開かれた時点より所定期間の間、基本点
火進角に基づいた点火進角とアイドル点火進角のうちい
ずれか小さい方の点火進角で点火時期を制御する内燃機
関の点火時期制御方法。(1) When the throttle valve is open, the ignition timing is controlled by the ignition advance angle based on the basic ignition advance angle determined by the engine load and engine speed, and when the throttle valve is at the idle position, the ignition timing is controlled by the ignition advance angle based on the basic ignition advance angle determined by the engine load and engine speed. In an ignition timing control method for an internal combustion engine in which the ignition timing is controlled by the angle, for a predetermined period from the time when the throttle valve is opened from the idle position, either the ignition advance angle based on the basic ignition advance angle or the idle ignition advance angle is set. An ignition timing control method for an internal combustion engine that controls ignition timing using the smaller ignition advance angle.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP58186637A JPS6079165A (en) | 1983-10-05 | 1983-10-05 | Ignition timing control method of internal-combustion engine |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP58186637A JPS6079165A (en) | 1983-10-05 | 1983-10-05 | Ignition timing control method of internal-combustion engine |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| JPS6079165A true JPS6079165A (en) | 1985-05-04 |
Family
ID=16192067
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP58186637A Pending JPS6079165A (en) | 1983-10-05 | 1983-10-05 | Ignition timing control method of internal-combustion engine |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPS6079165A (en) |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN104204505A (en) * | 2012-01-10 | 2014-12-10 | 标致·雪铁龙汽车公司 | Method for controlling ignition advance for the controlled ignition of an internal combustion engine |
-
1983
- 1983-10-05 JP JP58186637A patent/JPS6079165A/en active Pending
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN104204505A (en) * | 2012-01-10 | 2014-12-10 | 标致·雪铁龙汽车公司 | Method for controlling ignition advance for the controlled ignition of an internal combustion engine |
| CN104204505B (en) * | 2012-01-10 | 2017-06-06 | 标致·雪铁龙汽车公司 | For the control method of the electronic spark advance amount of controlled internal combustion engine of lighting a fire |
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