JP3360360B2 - Ignition timing 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 timing control device for an internal combustion engine.

[0002]

2. Description of the Related Art Conventionally, as an ignition timing control device of this type, for example, Japanese Patent Application Laid-Open Nos. 55-137359, 64-60774, and 4-292575 have been disclosed.
Publication No. JP-A-2005-115122 is disclosed. More specifically, in these ignition timing control devices, generally, the ignition angle AiGT (° C.) is based on a predetermined crank angle signal from a crank angle sensor.
A) is calculated. Then, for example, the required time T3 between the falling edges of the crank angle signal generated every 30 ° C. A
0 (ms) is measured, the ignition angle AiGT is converted to time using the required time T30, and the ignition timing TiG
T (ms) is obtained (TiGT = AiGT · T30
/ 30). The ignition plug is controlled at the ignition timing TiGT.

[0003]

However, in one combustion cycle of the internal combustion engine, the number of revolutions in the cycle (engine speed) between two crank angle signals is TDC.
(Compression top dead center), and fluctuates according to the engine speed. That is, as shown in FIG. 9, the number of revolutions in the cycle tends to decrease as approaching TDC.
This tendency becomes more pronounced as the engine speed decreases. Therefore, in the above-described conventional ignition timing control device, when the falling edge of the crank angle signal does not match the ignition angle, a deviation occurs between the ignition angle and the actual ignition timing, and control accuracy deteriorates. There was a fear.

Hereinafter, this problem will be described with reference to FIG. In FIG. 10, the time ta corresponds to the ignition angle A.
It is a crank angle position serving as a reference for iGT, and BTDC
It is set to 5 ° C.

[0005] As shown in FIG.
Starting and falling are repeated every 5 ° C, 30 ° C
The required time T30 between the falling edges of the crank angle signal that appears every time varies depending on the relative positional relationship with the TDC. Also, as shown in the figure, the crank angle (30 ° C.) between the falling edges is divided into 5 ° C.
The required time for each ° C. also varies depending on the positional relationship from the TDC, and the required time becomes shorter as the distance from the TDC increases. That is, it can be seen that the rotation fluctuation within one combustion cycle also appears in the subdivision between the falling edges of the crank angle signal.

Therefore, if the falling edge of the crank angle signal does not match the ignition angle AiGT, the ignition angle A
If the ignition timing TiGT is calculated by simply converting the iGT into a time using the required time T30 with respect to 30 ° C. A (TiG
T = AiGT · T30 / 30), and its ignition timing T
A shift will occur in iGT. For example, the ignition angle Ai
When GT is set to “15 ° C. A”, while the actual ignition timing corresponding to AiGT = 15 ° C. is time tc, the ignition timing obtained by converting the ignition angle AiGT into time is time tb. As a result, there arises a problem that the control accuracy of the ignition timing is deteriorated.

SUMMARY OF THE INVENTION The present invention has been made in view of the above problems, and an object of the present invention is to provide an ignition timing control device for an internal combustion engine capable of improving the control accuracy of the ignition timing. is there.

[0008]

According to the first aspect of the present invention, as shown in FIG. 11, a spark plug M2 disposed in an internal combustion engine M1 and an equal crank angle with rotation of the internal combustion engine M1. A crank angle sensor M3 for generating a crank angle signal every time; an ignition angle calculating means M4 for calculating an ignition angle based on a predetermined crank angle signal based on a parameter indicating an operation state of the internal combustion engine M1; A required time measuring means M5 for measuring a required time between crank angle signals by the angle sensor M3;
5, the ignition angle calculated by the ignition angle calculation means M4 is converted into time using the required time measured by the ignition timing calculation means 5, and the ignition timing is set by the ignition timing by the ignition timing setting means M6. In an ignition timing control device for an internal combustion engine provided with ignition control means for igniting a plug M2 and M7, the ignition angle and compression top dead center are set by the ignition angle calculation means M4 .
The ignition timing is set by the ignition timing setting means M6 based on a relative angle relationship with a reference crank angle and rotation information of the internal combustion engine M1 corresponding to the required time measured by the required time measuring means M5. comprising an ignition timing correction means M8 for correcting the ignition timing, the ignition Thailand
The ignition angle is the reference crank angle.
The ignition tie is closer to
The gist of the present invention is to increase the correction amount for correcting the zooming .

Further, as set forth in claim 2, a start detecting means for detecting the start of the internal combustion engine M1 is provided, and the ignition timing correcting means M8 is provided when the start of the internal combustion engine is detected by the start detecting means. , The ignition timing may be corrected.

[0010]

According to the first aspect of the present invention, the crank angle sensor M
3 generates a crank angle signal at every equal crank angle with the rotation of the internal combustion engine M1. The ignition angle calculation means M4 includes:
An ignition angle is calculated based on a predetermined crank angle signal based on a parameter indicating an operation state of the internal combustion engine M1.
The required time measuring means M5 measures the required time between crank angle signals by the crank angle sensor M3. The ignition timing setting means M6 converts the ignition angle by the ignition angle calculating means M4 into time using the required time measured by the required time measuring means M5, and sets the ignition timing. The ignition control means M7 includes an ignition timing setting means M6.
The ignition plug M2 is ignited at the ignition timing.

Further, the ignition timing correction means M8 includes:
The ignition angle is set by the ignition angle calculation means M4 and the compression top dead center .
Relative angular relationship with the determined reference crank angle , and
The ignition timing set by the ignition timing setting means M6 is corrected based on the rotation information of the internal combustion engine M1 corresponding to the required time measured by the required time measuring means M5. In short, in one combustion cycle of the internal combustion engine M1, the rotational speed in the cycle tends to decrease near the top dead center (TDC) of compression. However, based on the relative angular relationship between the reference crank angle which is set to the compression top dead center and the ignition angle, i.e., the reference crank angle ignition angle
By increasing the correction amount for correcting the ignition timing as the value is closer to, the deviation of the ignition timing due to the fluctuation of the in-cycle rotation speed is suppressed. Further, the required time measuring means M5
Is based on the rotation information of the internal combustion engine M1 corresponding to the required time measured by
By increasing the correction amount for correcting the ignition timing, the correction according to the rotation range of the internal combustion engine M1 is performed.
As a result, the accuracy of the ignition timing control is improved regardless of the pulsation of the rotational speed in the combustion cycle.

According to the second aspect of the present invention, the ignition timing correction means M8 corrects the ignition timing only when the internal combustion engine M1 having a large pulsation of the rotational speed in the combustion cycle is started.

[0013]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS An embodiment in which the present invention is applied to a spark ignition type four-cylinder internal combustion engine will be described below with reference to the drawings.

FIG. 1 is a diagram schematically showing the configuration of an ignition timing control device according to this embodiment. As shown in the figure,
The internal combustion engine 1 includes a piston 3 in a cylinder 2,
Above the piston 3, a combustion chamber 4 defined by a cylinder head 1a and a cylinder block 1b is formed. An ignition plug 21 is provided in the combustion chamber 4.
The combustion chamber 4 communicates with an intake pipe 7 and an exhaust pipe 8 via an intake valve 5 and an exhaust valve 6.

A throttle valve 9 is provided in the intake pipe 7, and a throttle sensor 10 is connected to the valve 9. The throttle sensor 10 detects whether or not the throttle valve 9 has opened to a predetermined opening degree or more, or whether or not the opening speed of the throttle valve 9 is faster than a predetermined value. In the intake pipe 7, an air flow meter 11 is disposed upstream of the throttle valve 9, and a negative pressure sensor 12 is disposed downstream thereof. The air flow meter 11 detects an intake air amount of the engine and generates a voltage corresponding to the detected value. Negative pressure sensor 12 detects an intake pipe negative pressure and generates a voltage corresponding to the detected value.

The water temperature sensor 13 is a water jacket 1c.
And detects the temperature of the cooling water circulating in the water jacket 1c and generates a voltage corresponding to the detected value. The starter switch 14 is closed when a starter motor (not shown) is driven, and generates a signal indicating that the internal combustion engine 1 is in a starting state. Output voltages from the air flow meter 11, the negative pressure sensor 12, and the water temperature sensor 13 and signals from the starter switch 14 and the throttle sensor 10 are transmitted to a control circuit 15 described later.
Sent to.

The distributor 16 is provided with a reference position sensor 17 and a crank angle sensor 18 for generating an angular position signal each time the distributor shaft 16a rotates a predetermined angle. In the case of the present embodiment, the reference position sensor 17 and the crank angle sensor 18 generate angular position signals every 360 ° C. and 30 ° C. in terms of crank angle, respectively, and these two kinds of angle position signals are controlled. It is sent to the circuit 15.

An ignition signal output from the control circuit 15 is sent to an ignition device 19, and the ignition signal
The power transistor (not shown) in the ignition coil 2
It controls the supply and cutoff of the primary current of 0. Ignition coil 2
High-voltage secondary current obtained from
6 to the spark plug 21.

FIG. 2 is a block diagram showing an electrical configuration of the control circuit 15. As shown in FIG. 1, a microcomputer 23 provided in the control circuit 15 includes an input / output port 24, a CPU (central processing unit) 25, a read only memory (ROM) 26, and a random access memory (RA).
M) 27 and an ignition control circuit 28. These components are connected via a bus 29, and input / output data is transferred via the bus 29. In the ROM 26, an ignition timing calculation interrupt processing program, other processing programs, and various data necessary for the calculation processing are stored in advance. Although not shown in FIG. 2, the microcomputer 23 has a free-run timer, an output compare register, and a well-known input / output control circuit, memory control circuit, and the like.

In the control circuit 15, voltage signals from the air flow meter 11, the negative pressure sensor 12, and the water temperature sensor 13 are sent to an A / D converter 30 including an analog multiplexer. Then, the voltage signal is A
The signal is sequentially converted into a binary signal by the / D converter 30 at a predetermined conversion cycle, and sent to the input / output port 24. After the signals from the starter switch 14 and the throttle sensor 10 are input to the input buffer 31,
Sent to. The angular position signals at the crank angles of 360 ° C. and 30 ° C. from the reference position sensor 17 and the crank angle sensor 18 are shaped into a rectangular reference position signal and a crank angle signal by the waveform shaping circuit 32, and then input / output. It is sent to port 24.

The ignition control circuit 28 is a circuit for generating an ignition signal from output data relating to the power supply start timing of the ignition coil 20 calculated by the CPU 25 and power supply end timing, that is, output data relating to the ignition timing of the ignition plug 21. Then, the ignition signal generated by the ignition control circuit 28 is sent to the ignition device 19 via the output circuit 33.

In this embodiment, the control circuit 15 comprises ignition angle calculation means, required time measurement means, ignition timing setting means, ignition control means, ignition timing correction means, and start detection means.

Next, the operation of the ignition timing control device configured as described above will be described with reference to FIGS. In the ignition timing control device of the present embodiment, the control circuit 15 calculates the ignition angle AiGT (° C.A) based on a predetermined crank angle signal, converts the ignition angle AiGT into time, and converts the ignition angle AiGT into time. TiGT (m
s) is calculated. Further, only when the internal combustion engine 1 is started, the ignition timing TiGT is corrected using the correction coefficient K in FIG.

Here, the characteristic diagram of FIG. 6 will be described.
This characteristic diagram is a map stored in the ROM 26 in advance. In FIG. 6, the correction coefficient K shown on the vertical axis is
Ignition angle AiGT (° C) and engine speed NE (rpm)
It is expressed by the function of Further, the four characteristic lines L ₀ , L ₀ in FIG.
₁₀₀ , L ₂₀₀ and L ₃₀₀ are NE = 0 rpm and 1 respectively.
This shows the characteristics of the correction coefficient K at 00 rpm, 200 rpm, and 300 rpm. According to FIG. 6, the correction coefficient K changes in the range of “1.0” to “2.0” according to the ignition angle AiGT and the engine speed NE, and the ignition angle Ai
It has a characteristic that it increases as the GT decreases or as the engine speed NE decreases. And NE> 300
At rpm or AiGT = 30 ° C. A, K = 1.0.

FIG. 3 is a flowchart showing an ignition timing calculation interrupt routine, and FIG. 4 is a flowchart showing an ignition control interrupt routine. Each routine is executed by the CPU 25 at a predetermined cycle. FIG. 5 is a time chart for explaining the ignition operation.

The routine shown in FIG.
It is executed at 50 ° C., and if the internal combustion engine 1 has four cylinders as in the present embodiment, it is executed at a cycle of 180 ° A.

In FIG. 3, the CPU 25 first reads a required time T30 in step 101. Here, the required time T30 is, as shown in the time chart of FIG. 5, the required time between the falling edges of the two crank angle signals, that is, the time required for rotation at 30 ° C.
Measures the required time T30 between the edges, and
To memorize. Further, the CPU 25 determines whether or not the internal combustion engine 1 is currently in a starting state in a subsequent step 102.
Specifically, the CPU 25 detects the start of the internal combustion engine 1 by determining whether or not the engine speed NE is lower than a predetermined value (for example, 300 rpm). Here, the internal combustion engine 1
May be determined based on a signal from the starter switch 14 to determine whether or not the starter is on. The engine speed NE is equal to the required time T3 described above.
It is calculated based on 0.

Then, if the internal combustion engine 1 is in the starting state,
The CPU 25 proceeds to step 103 and calculates an ignition angle AiGT (° C. A) based on a predetermined crank angle signal (in this embodiment, synchronized with TDC). Specifically, the ignition angle AiGT is determined based on the engine speed NE and the intake air amount based on the voltage signal of the air flow meter 11.
It is calculated by an ignition timing two-dimensional map (not shown). Here, instead of the voltage signal from the air flow meter 11, a voltage signal from the negative pressure sensor 12 may be used.

In step 104, the CPU 25 converts the ignition angle AiGT into time using the following equation (Equation 1) to calculate an ignition timing TiGT (ms).

[0030]

## EQU1 ## TiGT (ms) = AiGT (° C. A) · T30
(Ms) / 30 Further, at step 105, the CPU 25 obtains a correction coefficient K corresponding to the engine speed NE and the ignition angle AiGT using the characteristic diagram of FIG. At this time, when the engine speed NE is an intermediate speed between the characteristic lines L ₀ , L ₁₀₀ , L ₂₀₀ , and L ₃₀₀ , the correction coefficient K is obtained by interpolation. Then, the corrected ignition timing TiGT ′ is calculated by multiplying the ignition timing TiGT calculated in step 104 by the correction coefficient K, and then the routine ends.

If the internal combustion engine 1 is not in the starting state, C
The PU 25 proceeds from step 102 to step 106. Then, the CPU 25 calculates the ignition angle AiGT (° C.A) as the ignition timing after the starting in step 106, calculates the ignition angle TiGT by converting the ignition angle AiGT into time in step 107, and thereafter ends the routine. I do. The method of calculating the ignition angle AiGT and the ignition timing TiGT in steps 106 and 107 is the same as that in steps 103 and 104, and a description thereof will be omitted.

As described above, according to the routine of FIG. 3, the correction of the ignition timing TiGT is performed only at the start of the internal combustion engine 1 when the rotation fluctuation is large, and is not performed after the start of the rotation fluctuation.

On the other hand, the ignition control interrupt routine of FIG. 4 is executed at every falling edge of the crank angle signal from the crank angle sensor 18, that is, at a cycle of 30 ° C. Hereinafter, the ignition operation according to FIG. 4 will be described together with the time chart of FIG. In FIG. 5, time t3 is a time corresponding to the falling edge of the crank angle signal (TDC in this embodiment) which is a reference for setting the ignition angle AiGT, and time t1 is the falling edge of the reference time t3. Is the time corresponding to the falling edge immediately before (before 30 ° C.). Further, time t2 is the time at which energization of the ignition coil 20 is started, and time t4 is the ignition time of the ignition plug 21.

In FIG. 4, the CPU 25 executes step 2
At 01, it is determined whether or not the current crank angle position is the start position of the energization processing, that is, whether or not it is currently the time t1 in FIG. Specifically, the CPU 25 counts the falling edge of the crank angle signal with reference to the reference position signal, and the counted number reaches a predetermined value (the count number immediately before the crank angle position serving as a reference for ignition). When it has reached, the step 201 is regarded as the start position of the energization processing, and an affirmative determination is made in step 201.

If it is the start position of the energization processing (time t1 in FIG. 5), the CPU 25 proceeds to step 202 and sets the energization start time to the primary coil of the ignition coil 20 in the output compare register. as a result,
At the time when the time difference between the compare register time and the free-run timer becomes “0” (time t2 in FIG. 5), the ignition signal is started, and the energization to the primary coil is started. The time set in the output compare register is set according to the battery voltage and the engine speed NE.

If the current position is not the start position of the energizing process in step 201, the CPU 25 proceeds to step 203 to determine whether or not the current position is the crank angle position serving as the reference of the ignition angle AiGT, that is, at time t3 in FIG. It is determined whether or not there is. Then, the reference crank angle position (time t3 in FIG. 5)
If so, the CPU 25 proceeds to step 204,
Corrected ignition timing Ti calculated in step 105 of FIG.
Either GT ′ or the ignition timing TiGT calculated in step 107 is set in the output compare register. As a result, the time when the time difference between the compare register time and the free-run timer becomes “0” (FIG. 5)
At time t4), the ignition signal falls and the ignition coil 2
A high voltage is generated in the secondary coil of 0, and the ignition plug 21 performs an ignition operation.

On the other hand, if it is not the reference crank angle position in step 203, the CPU 25 terminates the routine. That is, at times other than the time t1 or the time t3 in FIG.
The CPU 25 does not perform the energization processing and the ignition processing.

As described in detail above, the ignition timing control device of this embodiment calculates the ignition angle AiGT (° C.) based on a predetermined crank angle signal and converts the ignition angle AiGT into time. And ignition timing Ti
GT (ms) was calculated. Also, the ignition angle Ai
A correction coefficient K is set based on the relative positional relationship between GT and compression top dead center (TDC) and the engine speed NE, and the ignition timing TiGT is corrected using the correction coefficient K. Further, only when the internal combustion engine 1 having a large rotational speed pulsation in one combustion cycle is started, the ignition timing T
iGT was corrected.

In short, in one combustion cycle of the internal combustion engine 1, the rotational speed in the cycle tends to decrease near TDC, and this tendency becomes more pronounced as the engine rotational speed NE decreases. However, as the ignition angle AiGT is closer to TDC or the engine speed NE is smaller, the deviation of the ignition timing TiGT due to the fluctuation of the rotation speed is suppressed by increasing the correction coefficient K. As a result, regardless of whether the falling edge of the crank angle signal coincides with the ignition angle AiGT, highly accurate ignition timing control can always be realized.

Next, the characteristic line L ₀ in the characteristic diagram of FIG.
It will be described in detail ~L _300. The correction coefficient K
Is a function of the engine speed NE and the ignition angle AiGT, and is therefore described here as “K (NE, AiGT)”. Then, the correction coefficient K (NE, AiGT) is
The actual required time T (AiG
T) and the average required time TAV when the engine speed NE (AiGT) is averaged, and is calculated by the following equation (Equation 2).

[0041]

(Equation 2)

Therefore, in order to obtain the characteristics shown in FIG. 6, the actual required time T (AiGT) and the average required time TAV in Equation 2 may be obtained. The following describes the calculation procedure, and the characteristic line L ₁₀₀ (NE = 100r) in FIG.
A description will be given of an example in which a characteristic line at pm is obtained.

FIG. 7 shows the change of the engine speed NE (AiGT) with respect to the ignition angle AiGT by a solid line.
= 0 to 30 (° C. A), the engine speed NE (AiG
The broken line indicates the average rotational speed NEAV of T). According to this figure, the engine speed NE (AiGT) is always 100 rpm
And becomes larger as the ignition angle AiGT becomes larger. And the average rotational speed NEA
V can be obtained by the following equation (Equation 3).

[0044]

(Equation 3)

The engine speed NE (AiGT) and 0 to 0
To convert the average engine speed NEAV of the engine speed NE (AiGT) at 30 (° C. A) into time, the following equations (Equations 4 and 5) are used. That is, according to Equation 4, the engine speed NE (AiGT) is converted into time and the required time T3
0 (AiGT) is obtained, and according to Equation 5, the average rotation speed NEAV is converted to time to obtain an average time T30AV.

[0046]

(Equation 4)

[0047]

(Equation 5)

Further, the required time T (AiGT) indicating the cumulative required time T30 at 0 to AiGT (° C. A) is obtained by Expression 6. Further, the average required time TAV indicating the cumulative average required time T30AV is obtained by Expression 7.

[0049]

(Equation 6)

[0050]

(Equation 7)

By using the above formulas 2 to 7, in addition to NE = 100 rpm, NE = 0 rpm, 20
The characteristic lines at 0 rpm and 300 rpm can be obtained. Thus, the correction coefficient K at each engine speed NE can be obtained.
FIG. 6 can be obtained by calculating (NE, AiGT).

The present invention is not limited to the above embodiment, but may be embodied in the following manner without departing from the spirit of the invention. In the above embodiment,
The cycle of the crank angle signal from the crank angle sensor 18 is set to 3
This cycle was set to 180 ° C or 10 ° C.
The angle may be changed to another angle. For example, when the cycle of the crank angle signal by the crank angle sensor 18 is set to 180 ° C., the characteristic of the correction coefficient K is different from the case of 30 ° C.
The characteristics are as shown in FIG.

In the above embodiment, the ignition timing TiGT is corrected only when the internal combustion engine 1 is started, as shown in the routine of FIG.
07 may be deleted, and the correction by the correction coefficient K may be performed after the engine is started. In this case, always step 1
05, the post-correction ignition timing TiGT ′ is calculated. However, since the engine speed NE increases after starting (NE> 300 rpm), the correction coefficient K obtained in step 104 is “1.0”. Is kept. as a result,
Actually, the ignition timing TiGT before the correction and the ignition timing TiGT after the correction have the same value (TiGT ′ =
TiGT).

Further, in the above embodiment, the ignition angle AiG
Although the crank angle signal serving as the reference for T is synchronized with TDC, this may be changed. In addition, in the above embodiment,
The correction coefficient K is obtained as a function of the engine speed NE and the ignition angle AiGT. However, instead of the engine speed NE, the time between the falling edges of the crank angle sensor 18 (in this embodiment, the required time of 30 ° C.) T30) may be used.

[0055]

According to the present invention, the ignition angle and the compression top dead center are set based on a predetermined crank angle signal.
On the basis of the relative angle relationship with the reference crank angle, the correction amount for correcting the ignition timing is increased as the ignition angle is closer to the reference crank angle. Deviation can be suppressed. Also, by increasing the correction amount for correcting the ignition timing smaller the rotational speed of the internal combustion engine, it is possible to implement the correction according to the rotation range of the internal combustion engine. As a result, an excellent effect that the control accuracy of the ignition timing can be improved irrespective of the pulsation of the rotational speed in the combustion cycle.

[Brief description of the drawings]

FIG. 1 is a configuration diagram schematically showing an ignition timing control device for an internal combustion engine according to an embodiment of the present invention.

FIG. 2 is a block diagram illustrating an electrical configuration of a control circuit.

FIG. 3 is a flowchart showing an ignition timing calculation interrupt routine.

FIG. 4 is a flowchart showing an ignition control interrupt routine.

FIG. 5 is a time chart for explaining an ignition operation.

FIG. 6 is a characteristic diagram for obtaining a correction coefficient.

FIG. 7 is a diagram showing a change in engine speed with respect to an ignition angle.

FIG. 8 is a characteristic diagram of a correction coefficient when the interval between falling edges of the crank angle sensor is set to 180 ° A.

FIG. 9 is a diagram showing a change in the number of revolutions in a cycle.

FIG. 10 is a time chart showing rotation fluctuation near TDC.

FIG. 11 is a block diagram corresponding to a claim.

[Explanation of symbols]

DESCRIPTION OF SYMBOLS 1 ... Internal combustion engine, 15 ... Control circuit as ignition angle calculation means, required time measurement means, ignition timing setting means, ignition control means, ignition timing correction means, start detection means, 1
8 ... Crank angle sensor, 21 ... Spark plug.

Claims (2)

(57) [Claims] An ignition plug provided in the internal combustion engine; a crank angle sensor for generating a crank angle signal for each equal crank angle with the rotation of the internal combustion engine; and a parameter indicating an operation state of the internal combustion engine. An ignition angle calculating means for calculating an ignition angle based on a predetermined crank angle signal, a required time measuring means for measuring a required time between the crank angle signals by the crank angle sensor, and a measurement by the required time measuring means. Ignition timing setting means for converting the ignition angle by the ignition angle calculation means into time using the determined required time, and setting ignition timing; and ignition control for igniting the ignition plug at the ignition timing by the ignition timing setting means. Means for controlling an ignition timing of an internal combustion engine, comprising: Set in the dead center
Relative angular relationship with the determined reference crank angle , and
Based on the rotation information of the internal combustion engine in accordance with the required time measured by the time required measuring means, comprising an ignition timing correction means for correcting the ignition timing set by the ignition timing setting means, said ignition timing correction The means may be such that the ignition angle is
The closer to the quasi-crank angle and the lower the rotational speed of the internal combustion engine
An ignition timing control device for an internal combustion engine, wherein a correction amount for correcting the ignition timing is increased . 2. An engine control apparatus according to claim 1, further comprising: start detection means for detecting the start of the internal combustion engine, wherein the ignition timing correction means corrects the ignition timing only when the start of the internal combustion engine is detected by the start detection means. 2. The ignition timing control device for an internal combustion engine according to claim 1.