JP3438528B2 - Ignition control device for internal combustion engine - Google Patents

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an ignition control device for an internal combustion engine, and more specifically, to controlling energization and ignition of an ignition coil in an internal combustion engine that switches between homogeneous combustion (uniform combustion) and stratified combustion according to operating conditions. Regarding timing control.

[0002]

2. Description of the Related Art Conventionally, there are a homogeneous combustion system in which a homogeneous air-fuel mixture is formed in a cylinder for homogeneous combustion, and a stratified combustion system in which a rich air-fuel mixture is formed around a spark plug for stratified combustion. There is known an internal combustion engine that switches the engine according to operating conditions (see Japanese Patent Laid-Open No. 59-37236, etc.), and further, a configuration is known in which the ignition timing is individually set for homogeneous combustion and stratified combustion ( JP-A-3-281965
No.

Further, a configuration is known in which the advance angle limiter restricts the advance angle change of the required ignition timing according to the operating conditions such as the engine load and the engine speed.

[0004]

By the way, since the required ignition timing is greatly different between the homogeneous combustion and the stratified combustion even under the same fuel injection amount, the required ignition timing is large when the combustion system is switched. However, there is a problem in that the required ignition timing cannot be set due to the limitation of the advance angle limiter, especially when the ignition timing is greatly changed when switching from stratified combustion to homogeneous combustion. It was

Here, if the advance limiter is released, ignition at the required ignition timing can be realized, but the ignition timing is not limited by the advance limiter after the energization start timing of the ignition coil is set. If the lead angle changes significantly, the energization time to the ignition coil will be shortened by the ignition lead angle, and the optimum secondary voltage will not be achieved, resulting in incomplete combustion due to a decrease in ignition energy or misfire in the worst case. Could be caused (see FIG. 2).

In order to secure the ignition energy, if the energization time to the ignition coil is always set longer by the ignition advance required at the time of switching the combustion system, the energization time becomes excessive except at the time of switching, so the ignition coil There is a problem that it affects the durability of. The present invention has been made in view of the above problems, and it is possible to secure necessary ignition energy without impairing the durability of an ignition coil, and to realize ignition control that can be realized from the beginning of ignition switching at an ignition timing suitable for a combustion method. The purpose is to provide a device.

[0007]

Therefore, an invention according to claim 1 is an ignition control device for an internal combustion engine, which switches between homogeneous combustion and stratified combustion according to operating conditions, wherein the homogeneous combustion and stratified combustion are switched. When a request is made, the above-mentioned switching is required to cope with the advance angle change of the ignition timing accompanying the switching.
Ignition with combustion method after actual switching
When the ignition coil is energized until the period is set
It is configured to advance the period by a predetermined amount .

[0008] According to such a configuration, the change request of the combustion system is generated, to respond when switched actually ignition timing in response to such a change request, cut conversion
The point in the combustion method after the actual switching from the time the request is made
Until the fire timing is set, advance the energization start timing by a predetermined amount, and even if the combustion method is actually switched after the energization start timing is set and the ignition timing changes, the energization start timing It is possible to secure the time for energizing the ignition coil by absorbing the change in the advance angle by the amount that has been advanced. Here, when the switching of the actual combustion method is delayed with respect to the switching request, the energization time may be longer than necessary by advancing the energization start timing. Since it will occur in a limited and temporary manner, the influence on the ignition coil is sufficiently small.

According to the second aspect of the present invention, only when the switching from the stratified combustion to the homogeneous combustion is requested, the start timing of energization of the ignition coil is advanced. According to such a configuration, when switching from stratified combustion to homogeneous combustion, control is performed to advance the start timing of energization of the ignition coil.
When switching from homogeneous combustion to stratified combustion, the energization start timing is set to normal. The ignition advance occurs when switching from stratified combustion to homogeneous combustion, and an ignition retard occurs when switching from homogeneous combustion to stratified combustion.Therefore, control for advancing the energization start timing to respond to ignition advance is performed. Limited to when switching from homogeneous combustion to homogeneous combustion is required.

[0010]

According to the third aspect of the present invention, the required energization angle to the ignition coil is calculated, and the required energization angle is increased and corrected based on the advance limiter of the ignition timing. Based on the above, the energization start timing is set, and the advance angle limiter is largely corrected when the switching between the homogeneous combustion and the stratified combustion is requested. With this configuration, if the required energization angle is increased and corrected by the advance angle limiter, the energization start timing is advanced by the maximum ignition advance angle by the advance angle limiter, and the ignition advance angle is limited by the advance angle limiter. In this case, the required energization angle can be reliably ensured. Further, if the advance limiter is corrected to a value larger than usual when a combustion system switching request is made, a large ignition advance can be dealt with in advance when a large ignition advance associated with the combustion system switching is allowed. It is possible to accelerate the start time of energization, and the required energization angle can be secured.

According to a fourth aspect of the present invention, the homogeneous combustion,
The advance angle limiter used to correct the increase in the required energization angle when the stratified combustion switching request is made variably set according to the engine speed. With such a configuration, when a combustion system switching request is generated, the advance limiter that determines the angle for advancing the energization start timing is not set to a constant angle, but is changed according to the engine rotation speed to achieve uniform combustion and stratification. The required energization angle can be corrected corresponding to the variation of the ignition advance angle at the time of switching the combustion.

According to a fifth aspect of the present invention, the homogeneous combustion,
The advance angle limiter used for correcting the increase in the required energization angle when the switching of the stratified combustion is requested is variably set according to the difference between the ignition timing for the homogeneous combustion and the ignition timing for the stratified combustion. With this configuration, when the combustion system switching request is generated, the advance angle limiter that determines the angle for advancing the energization start timing is changed according to the difference between the ignition timing for stratified combustion and the ignition timing for homogeneous combustion. By doing so, the advance angle limiter can be set according to the magnitude of the advance angle request.

According to a sixth aspect of the present invention, the homogeneous combustion,
The configuration is such that the restriction by the advance angle limiter and the retard angle limiter for the first ignition timing after switching the stratified charge combustion is released. According to such a configuration, for example, when switching from stratified charge combustion to homogeneous combustion, even when an ignition timing greatly advanced from the ignition timing during stratified charge combustion is required for homogeneous combustion, the ignition advance angle is It is allowed as it is and ignition is performed. Even if a large ignition advance is allowed in this way,
The energization time is secured by performing control to advance the timing of starting energization of the ignition coil in advance.

[0015]

According to the invention of claim 1, when a switching request for homogeneous combustion or stratified combustion is generated, a switching request is issued.
Ignition timing in combustion method after switching from actual occurrence
Until the ignition coil is energized
Since the ignition is advanced by a predetermined amount, even if a large ignition advance occurs due to switching of the combustion method after setting the energization start timing, the energization time to the ignition coil is secured and the required ignition energy is realized. As a result, the ignition performance can be maintained while allowing the ignition advance with switching the combustion method, while the ignition timing can be switched corresponding to the switching of the combustion method.
Unknown switching timing before actual replacement
Since the energization start time is advanced only in such a state, it is possible to sufficiently prevent the energization time from being unnecessarily lengthened and to prevent the durability of the ignition coil from being lowered.

According to the second aspect of the present invention, the start of energization of the ignition coil is advanced only when the stratified charge combustion that causes the ignition advance angle is switched to the homogeneous combustion, so that the homogeneous combustion with the ignition retard angle is achieved. energization time of the unnecessarily ignition coil when switching to stratified charge combustion is effective to say can be avoided longer a.

According to the third aspect of the present invention, the energization start timing of the ignition coil is advanced by correcting the required energization angle to the ignition coil in advance by an amount corresponding to the ignition advance angle accompanying the switching of the combustion system. There is an effect that it is possible to secure a necessary energization time for the ignition advance angle accompanying the combustion switching after setting the energization start timing. According to the invention described in claim 4 , in the correction for increasing the required energization angle at the time of requesting the switching of the combustion system, the correction level is made variable according to the engine rotation speed, so that the ignition advance amount by the switching of the combustion system is set. There is an effect that the energization start timing can be advanced by an angle that corresponds with high accuracy.

According to the invention of claim 5 , the advance angle limiter is changed in accordance with the difference between the ignition timing for stratified combustion and the ignition timing for homogeneous combustion to set the minimum required advance angle. There is an effect that can be. According to the invention described in claim 6, by releasing the restriction by the retard angle limiter and the advance angle limiter at the time of switching the combustion method, it is possible to perform the ignition at the ignition timing corresponding to the combustion method immediately after the switching, and As a result, even if a large ignition advance occurs, it is possible to secure the energization time by advancing the energization start timing in advance.

[0019]

BEST MODE FOR CARRYING OUT THE INVENTION Embodiments of the present invention will be described below. FIG. 1 is a diagram showing a system configuration of an internal combustion engine to which an ignition control device according to the present invention is applied.
The air that has passed through the air cleaner 2 is adjusted by the throttle valve 3 and is sucked into the cylinder through the intake valve 4.

Each cylinder of the engine 1 is provided with an electromagnetic fuel injection valve 5 for injecting fuel directly into the combustion chamber, and the fuel injected from the fuel injection valve 5 forms a mixture in the cylinder. To be done. That is, the engine 1 in the present embodiment is a so-called direct injection internal combustion engine (cylinder injection internal combustion engine). The air-fuel mixture in the cylinder is ignited and burned by spark ignition by the spark plug 6, and the combustion exhaust gas is discharged through the exhaust valve 7, purified by the catalyst 8 and discharged into the atmosphere.

The fuel injection by the fuel injection valve 5 and the ignition by the spark plug 6 (energization to an ignition coil (not shown)) are controlled by a control signal from a control unit 10 having a built-in microcomputer.
Signals from various sensors are input to the control unit 10. The various sensors include an air flow meter 11 that detects the intake air flow rate Q of the engine 1, a position sensor 12 that outputs a detection signal (position signal POS) for each unit crank angle, and a detection signal for each reference crank angle position of each cylinder. (Reference signal REF), a reference sensor 13, a phase sensor 14 that outputs a phase signal for cylinder discrimination between the reference signals REF from the reference sensor 13, and a mixture air-fuel mixture which is responsive to the oxygen concentration in the exhaust gas. An air-fuel ratio sensor 15 for detecting the fuel ratio, a throttle sensor 16 for detecting the opening TVO of the throttle valve 3, and a water temperature sensor 17 for detecting the cooling water temperature Tw of the engine 1.
Etc. are provided.

Here, the engine rotation speed Ne is obtained by measuring the generation period of the reference signal REF from the reference sensor 13 or the number of generations of the position signal POS from the position sensor 12 within a predetermined time. You can The control unit 10 includes a plurality of target equivalence ratio maps in which a target equivalence ratio and a combustion method are preset according to operating conditions of a target engine output torque and an engine rotation speed, for example, and the plurality of target equivalence ratio maps are used for the water temperature. ，
The target equivalent ratio and the combustion system request are determined by switching and referring to the conditions such as time after starting, vehicle speed, and acceleration.
Further, the target equivalence ratio obtained from the target equivalence ratio map is given a first-order lag to obtain a target equivalence ratio to be used for actual fuel injection amount calculation, and the target equivalence ratio given the first-order lag is the combustion method. When the threshold for switching judgment is crossed,
The combustion system is switched (see FIGS. 2 and 3).

The switching determination threshold value is set within a region where the combustible equivalence ratio ranges in the respective combustion systems overlap. Further, the target equivalent ratio may be changed stepwise at the time of switching determination in order to avoid a torque step when switching the combustion method. As the combustion method, by injecting the fuel during the intake stroke to diffuse the fuel and form a homogeneous mixture in the cylinder to perform homogeneous combustion, and to perform the injection during the compression stroke. As a result, stratified charge air is formed to form a rich air-fuel mixture around the spark plug 6, and a stratified charge combustion method for performing stratified charge combustion is switched and set.

In the example shown in FIG. 2, when it is determined to switch from stratified combustion to homogeneous combustion based on the comparison between the target equivalence ratio given a first-order lag and the threshold value, the stratified combustion is performed for the # 2 cylinder. Since the injection at the timing of the stratified charge combustion is already set within the injection request range of No. 3, the stratified charge combustion is continued. However, for the # 3 cylinder, the injection can be performed at the injection timing of the homogeneous charge combustion. , # 3 cylinder is being changed to homogeneous combustion. Further, in the example shown in FIG. 3, when it is determined that the homogeneous combustion is changed to the stratified combustion based on the target equivalence ratio, the injection at the homogeneous combustion timing is set for the # 3 cylinder. By canceling this and delaying the fuel injection until the later stratified combustion timing, the # 3 cylinder is shifted to the stratified combustion.

The control unit 10 is shown in FIG.
As shown in the flow chart of FIG. 6, ignition by the spark plug 6, specifically, energization of an ignition coil (not shown) is controlled. The routine shown in the flowchart of FIG. 4 is 10 seconds.
First, in S1, it is determined whether or not an energization angle extension request (a request for control to accelerate the energization start timing) described later is set. If the extension request is not set, the process proceeds to S2. move on.

In step S2, it is determined whether the homogeneous combustion method is required by referring to the target equivalence ratio map. When there is a demand for a homogeneous combustion method, S3
Then, it is determined whether or not the request for the homogeneous combustion method has been determined at the previous execution of this routine, and the request for the stratified combustion method has been determined last time, and the request for the combustion method from stratified combustion to homogeneous combustion. When is switched to S5, go to S5,
Set a request to extend the energizing angle (energizing time).

On the other hand, when the request for the stratified charge combustion method is determined in S2, the routine proceeds to S4, where it is determined whether or not the request for the stratified charge combustion method was previously determined, and the request for the homogeneous combustion method is determined last time. However, when the request for the stratified charge combustion method is determined this time, that is, when the request for the combustion method is switched from homogeneous combustion to stratified charge combustion, similar to the request for switching from the stratified charge combustion method to the homogeneous combustion method described above, S
Go to 5.

When a request for extending the energization angle (energization time) is set in S5, in the next S6, a value ADVLMTSH # (for example, 20 °) for requesting switching of the combustion system is set in the advance angle limiter ADVLMT of the ignition timing ADV. Set. still,
The ADVLMTSH # is set in advance corresponding to the ignition advance angle when the stratified combustion is switched to the homogeneous combustion.

Here, the advance angle limiter ADVLMTS
The H, variably set in accordance with the engine rotational speed, the spark advance by switching between the homogeneous combustion and the stratified charge combustion so as to correspond to vary by engine speed at that time
Is also good.

On the other hand, when the request of the previous combustion method is the same as the request of the present combustion method, the process proceeds to S7, where the advance limiter ADVLMT is set to the normal value ADVLMT.
Set # (for example, 4 °). Where ADVLMT
SH #> ADVLMT #, and when the combustion system switching request is generated, the advance angle limiter ADVL is set.
MT is to be increased and corrected.

If it is determined in S1 that the energization angle extension request is set, the process jumps to S5. In S8, the required energization time to the ignition coil is set based on the battery voltage or the like, and the required energization time is converted into an angle based on the engine rotation speed at that time to obtain the required energization angle TDWLL.

At S9, the result obtained by adding the advance angle limiter ADVLMT to the required conduction angle TDWLL calculated at S8 is used as a final conduction angle TDWLL, and the increase correction of the conduction angle TDWLL by the advance angle limiter ADVLMT is corrected. To do. Here, the advance angle limiter ADVLMT is
As described above, when the combustion method is requested to be changed, the correction is increased. Therefore, the energization angle TDWLL is changed.
When the combustion mode switching request occurs, will be modified more than usual.

At S10, 720 ° / number of cylinders CYLNDR #
-Set TDWLL to the non-conduction angle NDWLL (N
DWLL = 720 ° / number of cylinders CYLNDR # -TDWL
L). The non-energization angle NDWLL indicates the angle from the ignition timing one time before until the energization of the ignition coil is started. In the present embodiment, as shown in FIGS. 2 and 3, the reference signal REF is output every 110 ° before TDC, and the ignition timing (ignition is based on the reference signal REF immediately before the compression TDC. The non-energization angle NDWLL is measured based on the ignition timing while the non-energization angle NDW is measured.
The configuration is such that the time point when the coil has rotated by LL is determined as the time point to start energizing the ignition coil.

The routine shown in the flow chart of FIG.
It is executed for each reference signal REF and controls the interruption of electricity to the ignition coil, that is, the ignition timing. S21
Then, whether the combustion system in the cylinder to be ignited is homogeneous or stratified is determined by the cylinder-by-cylinder injection determination flag FHINJEX.
It is determined based on n (n is a cylinder number).

The flag FHINJEXn is 0.
When the fuel injection is performed at the timing for performing the stratified charge combustion, the process proceeds to S22, and the ignition timing (ignition advance value) ADVS for the stratified charge combustion is set. As the ignition timing map, two maps are stored in advance, a map for stratified combustion and a map for homogeneous combustion. At S22, refer to the map for stratified combustion of the two ignition timing maps. Then, the ignition timing will be obtained.

When the flag FHINJEXn is 1 and fuel injection is being performed at the timing for performing homogeneous combustion, the routine proceeds to S23, where the ignition timing (ignition advance value) ADVH for homogeneous combustion is set. . In S24 and S25, the cylinder-by-cylinder injection determination flag FH in the previous ignition cylinder
By discriminating INJEX _n-1 , it is discriminated whether or not the ignition is the first ignition switching of homogeneous / stratified combustion.

When the cylinder-by-cylinder injection determination flag FHINJEX _{n-1 of the} previous ignition cylinder is different from the cylinder-by-cylinder injection determination flag FHINJEXn of the current ignition cylinder, and when it is determined that the switching is the first ignition, the routine proceeds to S26. The extension setting of the energization angle is canceled and the change of the ignition timing is not limited to within the retard angle limiter and the advance angle limiter.
Proceed to 28. Therefore, the extension of the energization angle (control for advancing the energization start timing) is performed from when the combustion system switching request is generated until when the ignition timing of the combustion system after the switching is actually set. Become. Further, at the time of the ignition for the first time of switching, the restrictions by the retard angle limiter and the advance angle limiter are released as described above, so that the ignition is directly performed at the required ignition timing on the map corresponding to the combustion method after the switching. Become.

On the other hand, when the ignition is not the first ignition after switching, the routine proceeds to S27, where the ignition timing (ignition advance value) ADV set at S22 or S23 is the ignition timing ADVL +
When it is larger than the advance angle limiter ADVLMT #, the ignition timing ADV is updated to ADVL + ADVLMT #, and the previous ignition timing ADVL-the retard angle limiter RETLM is updated.
When it is smaller than T #, the ignition timing ADV is set to ADVL
-Advance limiter AD by updating to RETLMT #
Advance change exceeding VLMT #, retard limiter RETLM
Avoid retard changes exceeding T #.

When the combustion system is not switched, the required energization angle TDWLL is advanced by the advance limiter ADVLMT.
Since it is increased and corrected by #, the advance angle limiter ADVLMT #
By limiting the ignition advance angle within, the energization time for maintaining the required ignition energy is secured. In S28, the ignition timing ADV is subtracted from the crank angle CRSET # (110 ° in the present embodiment) from the reference signal REF to the compression TDC to obtain the ignition timing FADV as the crank angle from the reference signal REF to the ignition timing. In step S29, the ignition timing FADV is set so that the ignition coil is de-energized at the time when the reference signal REF serving as the reference is rotated by the amount FADV so that ignition is executed. .

The routine shown in the flow chart of FIG.
This is executed for each reference signal REF, and in S11,
The ignition timing FADV set as the crank angle from the reference signal REF immediately before ignition to the ignition timing is added to the non-conduction angle NDWLL, and the result is set as the final non-conduction angle NDWLL. In the case of the present embodiment, FIGS.
180 ° + FADV-NDWLL with 4 cylinders
= TDWLL, 180 ° -TDWLL = NDWLL
-FADV, but at S10, 180 ° -TDWLL
= NDWLL, so NDW in S11 above
By calculating LL = NDWLL + FADV, the original non-conduction angle NDWLL is calculated.

In the next S12, the non-conduction angle NDWLL is set, and the non-conduction angle N is set from the reference signal REF.
The time point when it has rotated by DWLL is determined based on the count of the position signal POS, and the energization of the ignition coil is started. With this configuration, in the first ignition timing control for switching homogeneous / stratified combustion, the change in ignition timing is not limited by the advance angle limiter and the retard angle limiter. It is possible to allow a large change and perform ignition at the ignition timing required by the combustion method after switching (see FIGS. 2 and 3).

When a combustion system switching request is issued, the required energization angle TDWLL is increased and corrected by the advance angle limiter ADVLMTSH # corresponding to the large ignition advance angle of the required ignition timing associated with the combustion switching, and the increase correction amount is added. Since the structure is such that the energization start timing is advanced in advance,
Even when the switching from stratified combustion to homogeneous combustion is performed, in which the required ignition timing is greatly advanced after the energization start timing is determined by setting the non-energization angle NDWLL in the above, the energization time required for ignition is Will be secured. Therefore, it is possible to maintain the ignition performance by ensuring the energization time (in other words, the ignition energy) while allowing the change of the required ignition timing due to the switching of the combustion method.

Here, in order to cope with the switching of the combustion system, only the advance angle limiter ADVLMTSH # requires the required energization angle T.
Even if the DWLL is corrected to be increased and the energization start is set, if the switching of the combustion method is a change from homogeneous to stratification that causes a retard angle change of the required ignition timing (see FIG. 3), or if the combustion method is switched. Even when switching from stratified to homogeneous, which causes a change in the required ignition timing, if the actual combustion switching is delayed and the ignition coil is continuously energized at the ignition timing for stratified combustion. In addition, the conduction angle becomes longer than necessary. However, the correction of increasing the required energization angle TDWLL by the advance limiter ADVLMTSH # is limited only between the time when the homogeneous / stratified combustion switching is requested and the ignition timing after the switching is set. Even if it becomes longer than necessary, it is possible to avoid affecting the durability of the ignition coil.

By the way, as described above, the advance angle limiter A
The control for accelerating the energization start timing by increasing the required energization angle TDWLL by the DVLMTSH # is effective when switching from stratification to homogeneous combustion in which the required ignition timing changes greatly (see FIG. 2). As in the second embodiment shown in the flowchart of FIG. 7, the required energization angle TDWL is set only when the switching from stratification to homogeneous combustion is requested.
The advance angle limiter ADVLMTSH #, which is larger than usual, may be used as the advance angle limiter used for the increase correction of L.

In the routine shown in the flowchart of FIG. 7, in S31, it is judged whether or not the energization angle extension is set. If the extension setting is not made, S31 is executed.
Proceed to 32 and determine whether there is a demand for homogeneous combustion. When the homogeneous combustion request is determined, the process proceeds to S33, it is determined whether or not the previous homogeneous combustion request has been made, and it is determined that the homogeneous combustion request has been switched in the previous stratified combustion request state. , S34, the extension of the energization angle is set, and in S35, the advance angle limiter ADVLMT is set as a relatively large advance angle limiter A for the combustion mode switching request.
Set DVLMTSH #.

On the other hand, when the request this time is not homogeneous combustion or when there is a continuous request for homogeneous combustion, the routine proceeds to S36, where the advance limiter ADVLMT is set to a normal value ADVL smaller than the advance limiter ADVLMTSH #.
Set MT #. Then, in S37, the required energization angle TDW
LL is calculated, and in S38, the result obtained by adding the advance angle limiter ADVLMT to the required energization angle TDWLL is set as the final energization angle TDWLL. Further, in S39,
Energization angle TD corrected by the advance angle limiter ADVLMT
The non-conduction angle NDWLL is calculated based on WLL.

The non-conduction angle NDWLL set in the flow chart of FIG. 7 is the same as in the first embodiment as shown in FIG.
The ignition timing is set by the routine shown in the flowchart of FIG. 6 and the ignition timing is controlled by controlling the energization start by the routine shown in the flowchart of FIG. 2 and 3, the case of four cylinders is shown as an example, but it is clear that the number of cylinders is not limited. Further, instead of increasing the required energization angle TDWLL, the non-energization angle NDWLL may be decremented to advance the energization start timing.

[Brief description of drawings]

FIG. 1 is a diagram showing a system configuration of an internal combustion engine in an embodiment.

FIG. 2 is a time chart showing a state of ignition control and fuel control when switching from stratified charge combustion to homogeneous charge combustion in the embodiment.

FIG. 3 is a time chart showing a state of ignition control and fuel control when switching from homogeneous combustion to stratified charge combustion in the embodiment.

FIG. 4 is a flowchart showing a first embodiment of energization start timing control.

FIG. 5 is a flowchart showing how ignition timing is set in the above embodiment.

FIG. 6 is a flowchart showing how the energization start timing is set in the above embodiment.

FIG. 7 is a flowchart showing a second embodiment of energization start timing control.

[Explanation of symbols]

1 Internal combustion engine 3 Throttle valve 4 intake valve 5 Fuel injection valve 6 spark plug 7 exhaust valve 10 Control unit 11 Air flow meter 12 Position sensor 13 Reference sensor 14 phase sensor

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Claims (6)

(57) [Claims] 1. An ignition control device for an internal combustion engine, which switches between homogeneous combustion and stratified charge combustion according to operating conditions, wherein the ignition timing is advanced in response to the request for switching between homogeneous combustion and stratified charge combustion. to respond to the corner change, the
Combustion method after switching is actually performed after the switching request is generated
Until the ignition timing is set at
An ignition control device for an internal combustion engine, which advances an energization start timing by a predetermined amount . 2. The ignition control device for an internal combustion engine according to claim 1, wherein the start timing of energization of the ignition coil is advanced only when a request for switching from stratified combustion to homogeneous combustion is made. 3. A required energization angle to the ignition coil is calculated, the required energization angle is increased and corrected based on an ignition timing advance angle limiter, and an energization start timing is based on the increased and corrected demand energization angle. And the homogeneous combustion,
3. An ignition control device for an internal combustion engine according to claim 1 , wherein the energization start timing is advanced by greatly modifying the advance angle limiter when a request for switching stratified combustion is made. 4. claims, characterized in that the variably set according to the rotational speed of the homogeneous combustion, the advance angle limiter the engine used for the correction of increasing demand conduction angle when switching request stratified combustion
Item 3. An ignition control device for an internal combustion engine according to item 3 . 5. A variable according to the difference between the ignition timing for the time of the homogeneous combustion, the advance angle limiter for use in the correction of increasing demand conduction angle when switching request stratified combustion, ignition timing and stratified charge combustion for the homogeneous combustion 4. The ignition control device for an internal combustion engine according to claim 3, wherein Wherein said homogeneous combustion, relative to the ignition timing in the first ignition after switching the stratified charge combustion, the advance angle limiter, claims and cancels the limitation by the retard limiter
Item 6. An ignition control device for an internal combustion engine according to any one of items 1 to 5 .