JP4368510B2 - Spark ignition device - Google Patents

Description

[0001]
BACKGROUND OF THE INVENTION
The present invention relates to a spark ignition device that improves the ignitability of fuel supplied to a combustion chamber of an internal combustion engine.
[0002]
[Prior art]
2. Description of the Related Art Conventionally, there has been known a spark ignition device that improves the ignitability of fuel by multiple discharge that is performed by intermittently performing a plurality of discharges during one combustion cycle of an internal combustion engine.
[0003]
In addition, in a direct injection engine that directly injects fuel into the combustion chamber of an internal combustion engine, the stratified combustion operation is performed when the engine load is small. The combustible air-fuel mixture, which is a lump of spray, is moved in the combustion chamber to form a combustible air-fuel mixture around the spark gap of the spark plug. In such a flammable mixture in the stratified combustion operation, even in the flammable concentration range in the spark gap of the spark plug, there are concentration variations and time variations depending on the operating conditions at that time, and the flammable mixture concentration causes ignition. It is generally known that the required discharge energy differs.
[0004]
[Problems to be solved by the invention]
By the way, higher discharge energy tends to be supplied to the spark plug in order to ignite the fuel supplied into the combustion chamber with certainty. In addition, in-cylinder direct injection engines tend to be supplied with higher discharge energy because there is concern about smoldering of the spark plug due to incomplete combustion. As a result, there is a problem that the life of the discharge electrode of the spark plug is shortened.
[0005]
Therefore, the present invention has been made to solve such a problem, and it is possible to obtain reliable ignition while suppressing the discharge energy supplied to the spark plug for the fuel supplied into the combustion chamber of the internal combustion engine. An object is to provide a spark ignition device.
[0015]
[Means for Solving the Problems]
According to the spark ignition device of the first aspect, in the expansion stroke of the internal combustion engine, a high voltage is repeatedly generated by the high voltage generating means on the secondary winding side of the ignition coil, and a discharge spark is generated between the spark gaps of the spark plug. The presence of combustion ions at the time of flame generation is detected by ion detection means. The period during which the high voltage to the secondary winding side of the ignition coil is repeatedly generated by the discharge control means is set based on the detection state of the combustion ions by the ion detection means, that is, the presence or absence of fuel ignition. As a result, the fuel supplied to the combustion chamber of the internal combustion engine is reliably ignited while the discharge energy supplied to the spark plug is kept low.
Also, the aboveIn the discharge control means, the deviation amount of the combustion ion generation timing or the end timing deviation detected by the ion detection means corresponds to the arrival timing of the combustible air-fuel mixture to the spark plug during stratified combustion of the direct injection engine. By knowing the amount of deviation, the fuel injection timing, the fuel injection amount, the in-cylinder airflow velocity by the swirl opening degree, and the intake air amount are selectively corrected and controlled appropriately. As a result, variations in products, changes with time, etc. are corrected, and an optimal combustion state can always be maintained.
[0016]
According to the spark ignition device of the first aspect, in the expansion stroke of the internal combustion engine, a high voltage is repeatedly generated by the high voltage generating means on the secondary winding side of the ignition coil, and a discharge spark is generated between the spark gaps of the spark plug. The presence of combustion ions at the time of flame generation is detected by ion detection means. The period during which the high voltage to the secondary winding side of the ignition coil is repeatedly generated by the discharge control means is set based on the detection state of the combustion ions by the ion detection means, that is, the presence or absence of fuel ignition. As a result, the fuel supplied to the combustion chamber of the internal combustion engine is reliably ignited while the discharge energy supplied to the spark plug is kept low.
Also, the aboveIn the discharge control means, when the high voltage generation means generates a high voltage to the secondary winding of the ignition coil at least once after the spark ignition by the on / off control of the switching element, the ion detection means performs combustion ions at normal time. The amount of EGR, A / F, and the in-cylinder airflow velocity according to the swirl opening degree according to the combustion stability determined based on the detection state of the combustion ions in the period in which the engine is expected to flow or in the plurality of detection sections in the crank angle range, The multiple ignition pattern and ignition timing are selectively corrected and controlled as appropriate. Thus, the combustion variation for each combustion cycle can be easily understood, and the optimum combustion state can be maintained by appropriately performing correction control according to the degree of variation.
[0017]
Claim3In the discharge control means in the spark ignition device, the deviation of the generation timing of combustion ions and the deviation of the end timing based on the presence or absence of the generation of combustion ions in each detection interval of each combustion cycle by the ion detection means. It is determined according to the variation of. In this way, the combustion stability can be accurately determined by a simple circuit configuration and logical processing based on the combustion variation for each combustion cycle.
[0018]
Claim4In the discharge control means in the spark ignition device, the number of sections in which the combustion stability is not generated in each detection section for each combustion cycle by the ion detection section or the variation in the minimum combustion ion current value in each detection section It is determined according to In this way, the combustion stability can be accurately determined by a simple circuit configuration and logical processing based on the combustion variation for each combustion cycle.
[0019]
Claim5In the discharge control means in the spark ignition device of the present invention, the correction control of the amount of deviation in the arrival timing of the injected fuel to the ignition plug with respect to the internal combustion engine or the correction control for stabilizing the combustion is the amount of deviation in the generation timing of the combustion ions by the ion detection means. And combustion stability. Thereby, the stable combustion state without the bias and dispersion | variation of combustion can be hold | maintained.
[0020]
Claim6In the discharge control means in the spark ignition device, since the factors causing instability of combustion differ depending on the operating conditions of the internal combustion engine, a determination value or a correction procedure corresponding to each operating condition is selected. As a result, a stable combustion state can be reliably obtained for each operating condition of the internal combustion engine.
[0021]
Claim7According to this spark ignition device, in the expansion stroke of the internal combustion engine, a high voltage is generated by the high voltage generating means on the secondary winding side of the ignition coil, and a spark is generated by the generation of a discharge spark between the spark gaps of the spark plug. Is detected by the ion detection means. A period for generating a high voltage to the secondary winding side of the ignition coil is set by the discharge control means based on the detection state of the combustion ions by the ion detection means, that is, the presence or absence of fuel ignition. Here, the deviation amount of the combustion ion generation timing or the end timing deviation detected by the ion detection means corresponds to the arrival timing of the combustible air-fuel mixture to the spark plug during stratified combustion of the direct injection engine in the cylinder. By knowing the amount of deviation, the fuel injection timing, the fuel injection amount, the in-cylinder airflow speed depending on the swirl opening degree, and the intake air amount are appropriately and selectively corrected and controlled by the discharge control means. This ensures that the fuel supplied to the combustion chamber of the internal combustion engine is ignited securely while keeping the discharge energy supplied to the spark plug low, and that the optimal combustion state is always maintained by correcting product variations and changes over time. can do.
[0022]
Claim8In the discharge control means in the spark ignition device of the present invention, the correction control of the amount of deviation in the arrival timing of the injected fuel to the ignition plug with respect to the internal combustion engine or the correction control for stabilizing the combustion is the amount of deviation in the generation timing of the combustion ions by the ion detection means. And combustion stability. Thereby, the stable combustion state without the bias and dispersion | variation of combustion can be hold | maintained.
[0023]
Claim9In the discharge control means in the spark ignition device, since the factors causing instability of combustion differ depending on the operating conditions of the internal combustion engine, a determination value or a correction procedure corresponding to each operating condition is selected. As a result, a stable combustion state can be reliably obtained for each operating condition of the internal combustion engine.
[0027]
DETAILED DESCRIPTION OF THE INVENTION
Hereinafter, embodiments of the present invention will be described based on examples.
[0028]
<Example 1>
FIG. 1 is a schematic configuration diagram showing a spark ignition device according to a first example of an embodiment of the present invention.
[0029]
In FIG. 1, a spark plug 10 is disposed at the top of a cylinder head of an internal combustion engine (not shown) toward the combustion chamber. One end of the secondary winding 11 b of the ignition coil 11 is connected to the center electrode of the spark plug 10. One end of the primary winding 11a of the ignition coil 11 is connected to a battery 12 that is a DC power source, and the other end of the primary winding 11a of the ignition coil 11 is connected to the collector side of the ignition power transistor 13. . During operation of the internal combustion engine, a duty ratio signal IGo based on a predetermined frequency is output from the oscillator 21 to one input terminal side of the AND gate 22 based on a control signal from an ECU (Electronic Control Unit) 20. Yes. Further, a discharge period setting signal IGw for setting a discharge spark generation period between the spark gaps of the spark plug 10 is output from the ECU 20 to the other input terminal side of the AND gate 22. The output terminal side of the AND gate 22 is connected to the base side of the power transistor 13.
[0030]
An ionic current detection resistor 31 is connected between the secondary winding 11 b side of the ignition coil 11 and the battery 12, and the voltage across the ionic current detection resistor 31 is passed through an amplifier 32 and a low-pass filter 33. The signal is input to the non-inverting (+) input terminal side of the comparator 34. The comparison voltage (threshold value) Vref from the voltage dividing resistor 36 connected to the reference power supply 35 is input to the inverting (−) input terminal side of the comparator 34. Then, an ion current signal SIION, which will be described later, which is an output signal from the comparator 34 is input to the ECU 20.
[0031]
The ECU 20 includes a CPU as a known central processing unit, a ROM storing a control program, a RAM storing various data, a B / U (backup) RAM, an input / output circuit, a bus line connecting them, and the like. It is configured as. Various sensor signals such as a rotation angle signal from a rotation angle sensor 38 for detecting the crank angle of the crankshaft of the internal combustion engine, a duty ratio signal IGo from the oscillator 21 and the like are input to the ECU 20.
[0032]
Next, the operation will be described.
[0033]
The power transistor 13 is turned on / off based on the ignition signal IGt output from the output terminal side of the AND gate 22 to the base side of the power transistor 13 based on the duty ratio signal IGo from the oscillator 21 and the discharge period setting signal IGw from the ECU 20. By being controlled, the primary current I1 flowing from the battery 12 to the primary winding 11a side of the ignition coil 11 is energized / interrupted. Here, when the power transistor 13 is turned off by the fall of the ignition signal IGt and the primary current I1 flowing through the primary winding 11a of the ignition coil 11 is cut off, the counter electromotive force corresponding to the primary current I1 is cut off. Is generated on the primary side. The secondary current I2 flows to the secondary winding 11b side of the ignition coil 11 by being induced by the counter electromotive force. A high secondary voltage, which is a multiple of the turns ratio of the primary winding 11a and the secondary winding 11b of the ignition coil 11 generated by the secondary current I2, is applied to the spark plug 10, and between the spark gaps. A discharge spark is generated.
[0034]
When a discharge spark is generated between the spark gaps of the spark plug 10 at the previous discharge timing and a flame is generated, abundant combustion ions exist in the vicinity of the spark gap. At this time, since the spark gap of the spark plug 10 is in a conductive state, the ion current IION flows from the battery 12 to the ion current detection resistor 31, the secondary winding 11b of the ignition coil 11, and the spark plug 10. This ion current IION is input as a voltage across the ion current detection resistor 31 to the non-inverting (+) input terminal side of the comparator 34 via the amplifier 32 and the low-pass filter 33. For this reason, the result of comparing the voltage based on the magnitude of the ion current IION flowing through the spark plug 10 with the comparison voltage Vref is output from the comparator 34 as the ion current signal SIION.
[0035]
Therefore, when there is no high voltage generated in the secondary winding 11b of the ignition coil 11, that is, at the discharge stop timing when the ignition signal IGt from the AND gate 22 is at the Hi (High) level, the ion current detection resistor When the voltage across both ends of the amplifier 31 and the output through the low-pass filter 33 is greater than the comparison voltage Vref, the ion current signal SIION from the comparator 34 becomes Hi level, and a discharge spark is generated between the spark gaps of the spark plug 10 and the flame. It can be seen that combustion ions are present. On the contrary, when the ion current signal SIION from the comparator 34 is at the Lo (Low) level at the discharge stop timing, no discharge spark is generated between the spark gaps of the spark plug 10 or a flame is generated. It is understood that there is no.
[0036]
Next, a spark ignition control process procedure in the ECU 20 used in the spark ignition device according to an example of the embodiment of the present invention will be described with reference to FIG. Here, FIG. 3 is a time chart showing transition states of various signals corresponding to the processing of FIG. The spark ignition control routine is repeatedly executed by the ECU 20 at predetermined time intervals.
[0037]
In FIG. 2, in step S <b> 101, the current rotation angle of the crankshaft (not shown) of the internal combustion engine is read from the rotation angle sensor 38. Next, the process proceeds to step S102, where it is determined whether the ignition timing is based on the rotation angle read in step S101. When the determination condition of step S102 is not satisfied, that is, when it is not the ignition timing, the process returns to step S101 and the same process is repeatedly executed. If it is determined in step S102 that the ignition timing is reached, the process proceeds to step S103, and the ignition signal IGt is raised.
[0038]
That is, as a logical product of the duty ratio signal IGo from the oscillator 21 by the control signal from the ECU 20 and the discharge period setting signal IGw from the ECU 20 (see FIG. 3A), the duty ratio from the oscillator 21 is obtained from the AND gate 22. An ignition signal IGt (see FIG. 3B) having the same duty ratio as that of the signal IGo is output to the base side of the power transistor 13. By turning on / off the power transistor 13 based on the duty ratio of the ignition signal IGt, the primary current I1 flowing from the battery 12 to the primary winding 11a side of the ignition coil 11 is energized / cut off.
[0039]
Here, in the ignition coil 11, when a current is supplied to the primary winding 11a side, discharge energy is stored, and when the current to the primary winding 11a side is cut off, a high voltage is applied to the secondary winding 11b side. Is generated. That is, when the duty ratio signal IGo from the oscillator 21 becomes Hi level during the period when the discharge period setting signal IGw is Hi level, the ignition signal IGt from the AND gate 22 becomes Hi level, and the power transistor 13 is controlled to be on. Then, a current from the battery 12 flows on the primary winding 11a side of the ignition coil 11, and discharge energy is stored. At this time, the application of the high voltage to the spark plug 10 is stopped and the discharge is stopped.
[0040]
On the other hand, when the duty ratio signal IGo from the oscillator 21 becomes Lo level during the period when the discharge period setting signal IGw is Hi level, the ignition signal IGt from the AND gate 22 also becomes Lo level, and the power transistor 13 is controlled to be turned off. Then, a high voltage is generated on the secondary winding 11b side of the ignition coil 11, discharge energy (see FIG. 3C) is supplied between the spark gaps of the spark plug 10, and a discharge spark is generated.
[0041]
Next, the process proceeds to step S104, and the duty ratio signal IGo from the oscillator 21 is read. Next, the process proceeds to step S105, where it is determined whether the duty ratio signal IGo from the oscillator 21 is at the Hi level. When the determination condition of step S105 is not satisfied, that is, when the duty ratio signal IGo from the oscillator 21 read in step S104 is at the Lo level, it is a discharge timing due to the application of a high voltage to the spark plug 10, and therefore the process proceeds to step S104. A similar process is repeatedly executed. When the determination condition in step S105 is satisfied, that is, when the duty ratio signal IGo from the oscillator 21 read in step S104 is at the Hi level, the spark plug 10 has a discharge stop timing, that is, an ion current signal detection timing (FIG. 3D). Therefore, the process proceeds to step S106, and the ion current signal SIION (see FIG. 3E) from the comparator 34 is read.
[0042]
Next, the process proceeds to step S107, and it is determined whether the ion current signal SIION is at the Hi level. When the determination condition in step S107 is not satisfied, that is, as shown by the broken line from time t2 to time t4 in FIG. 3E, the ion current signal SIION is not output and remains at the Lo level. Even though the discharge energy is supplied to the spark plug 10 at the timing, no discharge spark is generated between the spark gaps, no flame is generated, and no combustion ions are present, so the process proceeds to step S108. In step S108, the current rotation angle of the crankshaft is newly read from the rotation angle sensor 38. Next, the process proceeds to step S109, and it is determined whether the expansion stroke is based on the rotation angle read in step S108. If the determination condition of step S109 is satisfied, that is, if the expansion stroke is in progress, the process returns to step S104 and the same process is repeated, and the generation of a discharge spark between the spark gaps of the spark plug 10 is repeatedly attempted.
[0043]
When the determination condition of step S107 is satisfied, that is, as shown in time t6 to time t8 in FIG. 3E, when the ion current signal SIION is at the Hi level, a discharge spark is generated between the spark gaps of the spark plug 10. Since the generated flame is generated and combustion ions are present and current flows through the ion current detection resistor 31, the process proceeds to step S110. In step S110, assuming that a discharge spark is generated between the spark gaps of the spark plug 10 and a flame is generated, the discharge period setting signal IGw to the AND gate 22 is at the Lo level as shown at time t7 in FIG. After the ignition signal IGt is lowered, the process returns to step S101 to correspond to the next ignition timing.
[0044]
On the other hand, if the determination condition in step S109 is not satisfied, that is, if the exhaust stroke has passed and the exhaust stroke has been generated, it is meaningless to continue generating the discharge spark as it is, so that the routine proceeds to step S110 and the AND gate 22 is connected. The discharge period setting signal IGw is set to Lo level, the ignition signal IGt is lowered, the application of the high voltage from the ignition coil 11 to the spark plug 10 is forcibly stopped, and the process returns to step S101. Although not shown in the figure, when the forcible stop of application of high voltage from the ignition coil 11 to the spark plug 10 continues as described above, it is assumed that some abnormality has occurred in the ignition system or the fuel system. Warning display etc. by gnognosis (Diagnosis) processing is performed.
[0045]
Thus, the spark ignition device of the present embodiment is connected in series to the ignition plug 10 disposed in the cylinder head (not shown) forming the combustion chamber of the internal combustion engine and the primary winding 11a side of the ignition coil 11. The power transistor 13 serving as a switching element is turned on / off at a predetermined duty ratio, and an ECU 20, an oscillator 21, an AND gate 22, an ignition that can repeatedly generate a high voltage on the secondary winding 11b side of the ignition coil 11 Combustion at the time of generating a flame due to the generation of a discharge spark between a high voltage generating means including a coil 11, a battery 12, a power transistor 13 and the like and a spark gap of a spark plug 10 connected to the secondary winding 11b side of the ignition coil 11. Spark plug 10 for detecting ions, ignition coil 11, battery 12, ion current detection resistor 31, amplifier 32, low-pass filter 33, An internal combustion engine is a period in which a discharge period setting signal IGw for turning on / off the power transistor 13 by the high voltage generating means is at a Hi level, including an ion detector comprising a comparator 34, a reference power supply 35, a voltage dividing resistor 36, etc. Discharge control means achieved by the ECU 20 which is set based on the detection state of combustion ions by the ion detection means in the expansion stroke. Further, the spark ignition device of this embodiment performs detection of combustion ions when the ion detection means does not generate high voltage to the secondary winding 11b side of the ignition coil 11 by the high voltage generation means. It is. In the spark ignition device of this embodiment, when the discharge control means detects combustion ions by the ion detection means, the high voltage generating means applies a high voltage to the secondary winding 11b side of the ignition coil 11. The generation is stopped.
[0046]
That is, when no high voltage is generated on the secondary winding 11b side of the ignition coil 11, that is, when the discharge energy is not supplied to the spark plug 10, the ion current detection resistor 31 is connected from the battery 12 to the discharge stop timing. The flowing current is detected. At this time, if there is a flame generated due to the generation of a discharge spark between the spark gaps of the spark plug 10, there are abundant combustion ions, so that a current flows through the ion current detection resistor 31, and as a result, the ion current signal SIION from the comparator 34 Is output. For this reason, if the ion current signal SIION is detected in the expansion stroke of the internal combustion engine, the fuel is ignited and the generation of the high voltage on the secondary winding 11b side of the ignition coil 11 is stopped. As a result, the fuel supplied to the combustion chamber of the internal combustion engine can be reliably ignited while the discharge energy supplied to the spark plug 10 is kept low.
[0047]
By the way, in the spark ignition control routine described above, the ignition signal IGt is immediately lowered in step S110 when the ion current signal SIION is at the Hi level in step S107. The step is not limited, and if a high voltage is further generated to the secondary winding 11b side of the ignition coil 11 if it is still in the middle of the expansion stroke, the step is executed when the number of times that the determination condition of step S107 is satisfied is a predetermined number. You may make it transfer to S110.
[0048]
In such a spark ignition device, the discharge control means achieved by the ECU 20 includes an ignition plug 10, an ignition coil 11, a battery 12, an ion current detection resistor 31, an amplifier 32, a low-pass filter 33, a comparator 34, a reference power source 35, After the combustion ions are detected by the ion detection means including the voltage dividing resistor 36, the ignition coil 11 is detected by the high voltage generation means including the ECU 20, the oscillator 21, the AND gate 22, the ignition coil 11, the battery 12, the power transistor 13, and the like. A high voltage to the secondary winding 11b side is generated at least once. That is, in the expansion stroke of the internal combustion engine, if the ion current signal SIION is detected, the fuel is ignited, but the ignition coil 11 2 of the ignition coil 11 is more reliably distributed to the entire fuel in the combustion chamber of the internal combustion engine. Generation of a high voltage to the next winding 11b side is continued. Thereby, the amount of unburned gas in the combustion chamber of the internal combustion engine can be reduced.
[0049]
Next, a description will be given based on the flowchart of FIG. 4 showing a modification of the processing procedure of the spark ignition control in the ECU 20 used in the spark ignition device according to an example of the embodiment of the present invention. The spark ignition control routine is repeatedly executed by the ECU 20 at predetermined time intervals. In addition, in the present modification example, only step S210 is added to the flowchart of FIG.
[0050]
In FIG. 4, if the determination condition of step S209 is satisfied, that is, if the expansion stroke is in progress, the process proceeds to step S210, and the duty ratio of the duty ratio signal IGo from the oscillator 21 is changed. In other words, the reason why the ion current signal SIION is at the Lo level in step S207 is that the discharge energy applied between the spark gaps of the spark plug 10 is insufficient and there is a possibility that the generation of the spark does not lead to the generation of the flame. If it is still in the middle of the expansion stroke, the duty ratio is changed in the increasing direction in step S210 so that the discharge energy increases, that is, the period during which the duty ratio signal IGo from the oscillator 21 is at the high level becomes longer. Then, returning to step S204, if the ion current signal SIION is at the Lo level again in step S207, the process of step S210 is repeated and the discharge energy applied between the spark gaps of the spark plug 10 is gradually increased.
[0051]
Thus, in the spark ignition device of this modification, the discharge control means achieved by the ECU 20 is the ignition plug 10, the ignition coil 11, the battery 12, the ion current detection resistor 31, the amplifier 32, the low-pass filter 33, and the comparator 34. When no combustion ions are detected by the ion detection means comprising the reference power source 35, the voltage dividing resistor 36, etc., the high voltage generation means comprising the ECU 20, the oscillator 21, the AND gate 22, the ignition coil 11, the battery 12, the power transistor 13, etc. The repeated generation of a high voltage to the secondary winding 11b side of the ignition coil 11 is continued. Further, in the spark ignition device of this modification, the discharge energy applied between the spark gaps of the spark plug 10 when the discharge control means generates a high voltage to the secondary winding 11b side of the ignition coil 11 by the high voltage generation means. Is gradually increased. That is, if the ion current signal SIION is not detected, the fuel is not ignited. Therefore, in the expansion stroke of the internal combustion engine, the fuel in the combustion chamber of the internal combustion engine is ignited to the secondary winding 11b side. Repeated generation of high voltage continues. At this time, the discharge energy is gradually increased because the discharge energy is small and the discharge spark is generated but the flame is not generated. This improves the ignitability of the fuel in the combustion chamber of the internal combustion engine while keeping the discharge energy supplied to the spark plug 10 low.
[0052]
<Example 2>
An in-cylinder direct injection engine that directly injects fuel into a combustion chamber of an internal combustion engine to which a spark ignition device according to a second example of an embodiment of the present invention is applied will be described below. The spark ignition device is the same as FIG. 1 showing the schematic configuration diagram of the first embodiment described above, and a detailed description thereof will be omitted.
[0053]
In general, in a low load / medium load region in a direct injection engine, a stratified charge combustion operation is performed in which a rich air-fuel mixture is formed only around the spark plug 10 to reduce fuel consumption. Here, if the time from the start of fuel injection to ignition becomes longer, diffusion is progressing at the time of ignition, so the end portion of the air-fuel mixture becomes very thin, and as a result, unburned unburned HC is discharged. The Rukoto. Accordingly, it is effective to shorten the time from fuel injection to ignition. Therefore, the presence or absence of flame generation by the ion current signal SIION for each repeated ignition is detected, and the fuel injection timing or ignition timing is controlled.
[0054]
Therefore, a case where the discharge spark is repeatedly generated twice between the spark gaps of the spark plug 10 in the in-cylinder direct injection engine will be described with reference to the time chart of FIG. Various signals and the like shown in FIGS. 5A to 5C are the same as those in FIG. 3 of the first embodiment, and detailed description thereof is omitted.
[0055]
As shown in FIG. 5A, the timing when the ignition signal IGt changes from the Hi level to the Lo level is the first ignition timing and the second ignition timing. Therefore, as shown in FIG. 5B, discharge energy is supplied between the spark gaps of the spark plug 10 immediately after the first ignition timing or the second ignition timing. FIG. 5C shows the ion current signal detection timing at the Hi level. Therefore, when the ion current signal detection timing is at the Hi level and a discharge spark is generated between the spark gaps of the spark plug 10 and a flame is generated and combustion ions are present, the ion current signal SIION is at the Hi level.
[0056]
Here, in FIG. 5D, the combustible air-fuel mixture sprayed from the fuel injection valve (not shown) is indicated by a hatched area, and the arrival timing of the combustible air-fuel mixture near the spark gap of the spark plug 10 is sequentially When the discharge energy is supplied corresponding to this and discharge sparks are generated between the spark gaps, the combustible mixture can be ignited or the combustion has already occurred. ”Symbol, a case where ignition fails and combustion does not occur is indicated by“ maru black coating ”symbol.
[0057]
Then, when combustion occurs before the ion current signal detection timing and the “round white” symbol is given, the ion current signal is at the Hi level of the ion current signal detection timing shown in FIG. SIION will be detected. Note that (3) is the most desirable among the combustible mixture arrival timings shown in FIG. 5 (d) corresponding to the ignition timing shown in FIG. 5 (a).
[0058]
Hereinafter, a method for controlling the fuel injection timing based on the ignition timing will be described with reference to FIG.
[0059]
There is a certain ignition timing corresponding to the engine speed and load of the internal combustion engine, and the normal one-time ignition corresponds to (2) or (3) shown in FIG. Therefore, the fuel injection timing is gradually delayed with reference to the ignition timing at (2) or (3) shown in FIG. Initially, combustion is detected both at the first time and at the second time when the ion current signal is detected at the Hi level. On the other hand, when the fuel injection timing is delayed and the ignition timing of (4) shown in FIG. 5D is reached, combustion is not detected at the Hi level of the first ion current signal detection timing, and the second ion current is detected. Combustion is detected at the Hi level of the signal detection timing. In this case, the fuel injection timing is controlled to be advanced.
[0060]
In this way, the control is performed around the ignition timing (3) shown in FIG. 5 (d), which has a short time from fuel injection to ignition. Note that if the ion current signal SIION is not detected both at the first time and the second time when the ion current signal detection timing becomes Hi level, a malfunction of the ion current signal detection circuit or a malfunction due to noise or the like is considered, so the fuel injection timing. Is returned to the reference initial setting timing.
[0061]
Thus, the spark ignition device of the present embodiment is connected in series to the ignition plug 10 disposed in the cylinder head (not shown) forming the combustion chamber of the internal combustion engine and the primary winding 11a side of the ignition coil 11. The power transistor 13 serving as a switching element is turned on / off at a predetermined duty ratio, and an ECU 20, an oscillator 21, an AND gate 22, an ignition that can repeatedly generate a high voltage on the secondary winding 11b side of the ignition coil 11 Combustion at the time of generating a flame due to the generation of a discharge spark between a high voltage generating means including a coil 11, a battery 12, a power transistor 13 and the like and a spark gap of a spark plug 10 connected to the secondary winding 11b side of the ignition coil 11. Spark plug 10 for detecting ions, ignition coil 11, battery 12, ion current detection resistor 31, amplifier 32, low-pass filter 33, An internal combustion engine is a period in which a discharge period setting signal IGw for turning on / off the power transistor 13 by the high voltage generating means is at a Hi level, including an ion detector comprising a comparator 34, a reference power supply 35, a voltage dividing resistor 36, etc. Discharge control means achieved by the ECU 20 which is set based on the detection state of combustion ions by the ion detection means in the expansion stroke.
[0062]
Further, the spark ignition device of this embodiment performs detection of combustion ions when the ion detection means does not generate high voltage to the secondary winding 11b side of the ignition coil 11 by the high voltage generation means. It is. In the spark ignition device of this embodiment, after the discharge control means detects the combustion ions by the ion detection means, the high voltage generating means applies a high voltage to the secondary winding 11b side of the ignition coil 11. It occurs at least once. Furthermore, in the spark ignition device of the present embodiment, the combustion detection of the combustion ions by the ion detection means is performed a plurality of times during one combustion cycle in the in-cylinder direct injection engine, and the combustion ions are continuously detected a predetermined number of times. Sometimes, the fuel injection timing in the next one combustion cycle is delayed, and when the detection of the combustion ions is less than the predetermined number, the fuel injection timing is advanced or returned to the initial setting timing.
[0063]
That is, when no high voltage is generated on the secondary winding 11b side of the ignition coil 11, that is, when the discharge energy is not supplied to the spark plug 10, the ion current detection resistor 31 is connected from the battery 12 to the discharge stop timing. The flowing current is detected. At this time, if there is a flame generated by the generation of a discharge spark between the spark gaps of the spark plug 10, there are abundant combustion ions, so that current flows through the ion current detection resistor 31, and as a result, an ion current signal is output from the comparator 34. Is done. For this reason, in the expansion stroke of the direct injection engine, the fuel is ignited if the ion current signal SIION is detected, but the ignition coil 11 ensures that the flame generation with respect to the combustible mixture in the stratified combustion operation is ensured. Generation of a high voltage to the secondary winding 11b side is continued. Thereby, the ignitability with respect to fuel can be improved, suppressing the discharge energy supplied to the ignition plug 10 of a cylinder direct injection engine low. In addition, the fuel injection timing in the in-cylinder direct injection engine is delayed, advanced, or returned to the initial setting timing according to the detection status of the ion current signal SIION, so that it is optimal for stratified combustion operation of the in-cylinder direct injection engine Therefore, the ignition timing for the combustible mixture can be improved.
[0064]
<Example 3>
FIG. 6 is a schematic configuration diagram showing a spark ignition device according to a third example of the embodiment of the present invention. In the spark ignition device of the present embodiment, the same or similar parts as those in FIG. 1 showing the schematic configuration diagram of the first embodiment described above will be given the same reference numerals and symbols, and detailed description thereof will be given. Omitted.
[0065]
In FIG. 6, one end of the primary winding 11a of the ignition coil 11 is connected to the battery 12, and the other end of the primary winding 11a of the ignition coil 11 is connected to the collector side of the ignition power transistor 13 as a switching element. ing. An ignition signal IGt from the ECU 20 is input to the base side of the power transistor 13 and the power transistor 13 is turned on, whereby the primary current I1 from the battery 12 is energized to the primary winding 11a of the ignition coil 11. Is done.
[0066]
One end of the secondary winding 11b of the ignition coil 11 is connected to the center electrode of the spark plug 10 provided in the internal combustion engine. The other end of the secondary winding 11b of the ignition coil 11 is connected to the Zener diodes 15 and 16 connected in series so as to form a current path through which the secondary current I2 circulates together with the spark plug 10 and the secondary winding 11b of the ignition coil 11. It is connected. Here, the Zener diode 16 is connected in the forward direction with respect to the direction in which the secondary current I2 (secondary circulating current) flows. The Zener diode 15 is connected in the opposite direction to the direction in which the secondary current I2 flows, and is a diode for charging a capacitor 17 serving as an ion current detection power source connected in parallel thereto. An ion current detection resistor 31 is connected in parallel with the Zener diode 16.
[0067]
At the time of ion current detection, the ion current IION flows from the capacitor 17 in the order between the secondary winding 11b of the ignition coil 11 and the spark gap of the spark plug 10, and the voltage between the terminals of the ion current detection resistor 31 based on this ion current IION is ionized. The current signal SIION is output to the ECU 20 via the amplifier 32.
[0068]
As in the first embodiment, the ECU 20 connects a CPU as a well-known central processing unit, a ROM storing a control program, a RAM storing various data, a B / U (backup) RAM, an input / output circuit, and them. Various sensor signals such as an ion current signal SIION from an amplifier 32, a rotation angle signal for detecting a crank angle of a crankshaft (not shown) of an internal combustion engine, in addition to a microcomputer 25 configured as a logical operation circuit including a bus line and the like. Are sequentially selected and output one by one based on a switching signal from the microcomputer 25, a comparison circuit and a noise mask circuit for comparing the ion current signal SIION with a comparison voltage (threshold) Vth and removing an unnecessary noise signal. 27, signal state output via comparison circuit and noise mask circuit 27 And a drive circuit 29 that outputs an ignition signal IGt based on a control signal from the microcomputer 25 to the base side of the power transistor 13. The signal state of the latch circuit 28 is read (D) and reset (R) by the microcomputer 25 as combustion ion outputs LH1, LH2, and LH3 described later.
[0069]
Next, prior to a specific description of the processing procedure for determining the combustion limit and setting the control mode, with reference to FIGS. 7 and 8, the combustion ion output detection timing and the display of the presence or absence of the combustion ion outputs LH1, LH2, and LH3 will be described. explain. FIG. 7 is an explanatory diagram showing combustion ion outputs LH1, LH2, and LH3 obtained at the combustion ion output detection timing when the fuel injection timing changes with respect to A / F (air-fuel ratio) and ignition timing. 8 is a table showing the presence or absence of combustion ion outputs LH1, LH2, and LH3 corresponding to FIG.
[0070]
As shown in FIG. 7, when the fuel injection timing changes as “leading limit”, “regular injection timing”, and “delaying limit”, the ignition timing is set within the flammable range of A / F. c [° CA (crank angle)], the combustion ion outputs at the combustion ion output detection timing corresponding to these ignition timings are LH1, LH2, and LH3. First, if the fuel injection timing is “progress side limit time”, the fuel injection timing seems to advance, and there is a flame generation between the spark gaps of the spark plug 10 at the combustion ion output detection timing corresponding to the ignition timings a and b on the advance side. , The combustion ion outputs LH1 and LH2 become “1 (present)”, and at the combustion ion output detection timing corresponding to the ignition timing c, no flame is generated between the spark gaps of the spark plug 10 and no ionic current flows. The ion output LH3 is “0 (none)” (see FIG. 8).
[0071]
Next, if the fuel injection timing is “regular injection timing”, there is flame generation between the spark gaps of the spark plug 10 at all the combustion ion output detection timings corresponding to the ignition timings a, b, and c, and an ionic current flows. Therefore, the combustion ion outputs LH1, LH2, and LH3 are “1 (present)” (see FIG. 8). If the fuel injection timing is delayed as “at the time of the delay side limit”, there is a flame generation between the spark gaps of the spark plug 10 at the combustion ion output detection timing corresponding to the ignition timings b and c on the delay side, and the ionic current. , The combustion ion outputs LH2 and LH3 become “1 (present)”, and at the combustion ion output detection timing corresponding to the ignition timing a, no flame is generated between the spark gaps of the spark plug 10 and no ionic current flows. The ion output LH1 is “0 (none)” (see FIG. 8).
[0072]
Next, based on the flowchart of FIG. 9 showing the processing procedure of the combustion limit determination and control mode setting in the microcomputer 25 in the ECU 20 used in the spark ignition device according to the third example of the embodiment of the present invention. This will be described with reference to FIGS. 10, 11 and 12. FIG. Here, FIG. 10 is a time chart showing transition states of various signals and the like due to multiple ignition in the spark ignition device of the present embodiment. FIG. 11 is a table showing the center-of-gravity deviation amount DWi value of combustion ion output and the count number W0i without combustion ion output for the detection pattern calculated by the processing procedure of FIG. FIG. 12 is a table collectively showing control modes set in the processing procedure of FIG. The combustion limit determination and control mode setting routine is repeatedly executed by the microcomputer 25 in the ECU 20 every predetermined time.
[0073]
In FIG. 9, first, in step S301, the presence / absence of combustion ion outputs LH1, LH2, and LH3 detected at three different timings in one combustion cycle is read (see FIG. 10). As described above, when combustion ion output is detected, that is, when combustion ion output is present, LHi = 1 (i = 1, 2, 3), and when combustion ion is not detected, that is, when combustion ion output is not present, LHi = 0. (I = 1, 2, 3) is read. Next, the process proceeds to step S302, and the center-of-gravity deviation amount DWi (i = 1, 2, 3) of combustion ion output read in step S301 and the count number W0i (i = 1, 2, 3) without combustion ion output are obtained. It calculates with following Formula (1) and (2), respectively.
[0074]
[Expression 1]
DWi = {(LH1)-(LH3)} * {2- (LH2)} (1)
[0075]
[Expression 2]
W0i = {1- (LH1)} + {1- (LH2)} + {1- (LH3)} (2)
[0076]
A table of FIG. 11 shows the center-of-gravity deviation amount DWi and the combustion ion no-output count number W0i of the combustion ion output corresponding to the detection pattern of the presence or absence of combustion ion output calculated by the above formulas (1) and (2). The stored value is updated on the basis of the calculated center-of-gravity shift amount DWi of combustion ion output and the count number W0i without combustion ion output.
[0077]
Next, the process proceeds to step S303, where the average value DWave of the center-of-gravity deviation amount of the combustion ion output, the average value W0ave of the count number without combustion ion output, and the dispersion value SW of the center-of-gravity deviation amount of combustion ion output are expressed by the following equations (3), Calculated in (4) and (5), respectively. Here, the number N for determining the combustion state is N = 20.
[0078]
[Equation 3]
DWave = 1 / N * ΣDWi (3)
[0079]
[Expression 4]
W0ave = 1 / N * ΣW0i (4)
[0080]
[Equation 5]
SW = 1 / N * Σ (DWi−DWave)²                   ... (5)
[0081]
Next, the process proceeds to step S304, where it is determined whether the multiple ignition control mode flag FTig is “0”. The multiple ignition control mode flag FTig is initially set to “0”. The determination condition of step S304 is not satisfied, that is, the multiple ignition control mode flag FTig is set to “1”, and the deviation and variation in the average value DWave and dispersion value SW of the gravity center deviation amount of the combustion ion output are large. Sometimes, various correction controls are impossible, and the multiple ignition control mode mainly for flame generation is set, and this routine is terminated (see FIG. 12).
[0082]
Correction is made when the determination condition in step S304 described above is satisfied, that is, when the multiple ignition control mode flag FTig is “0” and the deviation and variation in the average value DWave and variance value SW of the center-of-gravity deviation amount of the combustion ion output are not so large. As control is possible, the process proceeds to step S305, and it is determined whether the counter j exceeds 16 combustion cycles. If the determination condition in step S305 is not satisfied, that is, if the counter j is as small as 16 combustion cycles or less, the process proceeds to step S306, and after the counter j is incremented by “1”, this routine is terminated.
[0083]
Here, when the determination condition of step S305 is satisfied, that is, when the counter j exceeds 16 combustion cycles, the process proceeds to step S307, where it is determined whether the average value W0ave of the count number without combustion ion output exceeds the predetermined value C1. The When the determination condition of step S307 is not satisfied, that is, when the average value W0ave of the count number without combustion ion output is as small as a predetermined value C1 or less, the generation state of the combustion ion output is regarded as being stable, and the routine proceeds to step S308. It is determined whether the average value W0ave of the counts without output is less than a predetermined value C2. When the determination condition of step S308 is not satisfied, that is, when the average value W0ave of the count number without combustion ion output is larger than the predetermined value C2, the stability of combustion ion output generation is determined to be “mediumly stable” and the process proceeds to step S306. The routine is terminated after the counter j is incremented by "1".
[0084]
When the determination condition in step S308 is satisfied, that is, when the average value W0ave of the count number without combustion ion output is as small as less than a predetermined value C2, it is determined that the stability of combustion ion output generation is “very stable” and the process proceeds to step S309. Then, it is determined whether the EGR correction amount DEGR is larger than 0 (zero). When the determination condition of step S309 is not satisfied, that is, when the EGR correction amount DEGR is 0 and the EGR correction is not performed, the process proceeds to step S306, and the routine is terminated after the counter j is incremented by "1". On the other hand, when the determination condition of step S309 is satisfied, that is, when the EGR correction amount DEGR is larger than 0 and the EGR correction is performed, the process proceeds to step S310, and the predetermined EGR amount DD is added to the EGR correction amount DEGR and the EGR correction amount DEGR is set. Will be increased.
[0085]
On the other hand, when the determination condition of step S307 is satisfied, that is, when the average value W0ave of the count number without combustion ion output is larger than a predetermined value C1, the generation state of the combustion ion output is assumed to be unstable, and the routine proceeds to step S311. It is determined whether the absolute value of the average value DWave of the output center-of-gravity deviation is less than a predetermined value C3. If the determination condition of step S311 is not satisfied, that is, if the absolute value of the average value DWave of the center-of-gravity deviation amount of the combustion ion output is larger than a predetermined value C3, the process proceeds to step S312 and the center-of-gravity deviation of the combustion ion output is determined. It is determined whether the quantity dispersion value SW is less than a predetermined value C4. When the determination condition of step S312 is not satisfied, that is, when the dispersion value SW of the center-of-gravity deviation amount of the combustion ion output is larger than the predetermined value C4, it is determined that various correction control is impossible and the process proceeds to step S313, and the multiple points The fire control mode flag FTig is set to “1”, and the multiple ignition control mode is set.
[0086]
Here, when the determination condition of step S312 is satisfied, that is, when the dispersion value SW of the center-of-gravity deviation amount of the combustion ion output is as small as less than the predetermined value C4, the variation is small and the process proceeds to step S314, where the absolute value of the fuel injection timing correction amount DTinj It is determined whether the value exceeds a predetermined value G1. If the determination condition in step S314 is not satisfied, that is, if the absolute value of the fuel injection timing correction amount DTinj is small below the predetermined value G1 and is outside the correction range, it is determined that various correction controls are impossible, and the process proceeds to step S313. The fire control mode flag FTig is set to “1”, and the multiple ignition control mode is set. On the other hand, when the determination condition of step S314 is satisfied, that is, when the absolute value of the fuel injection timing correction amount DTinj exceeds the predetermined value G1 and is within the correction range, the routine proceeds to step S315, where the fuel injection timing correction amount DTinj is output as the combustion ion output. Is calculated by an equation f (DWave) based on the average value DWave of the center-of-gravity deviation amounts (see FIG. 12).
[0087]
If the determination condition in step S311 is satisfied, that is, the absolute value of the average value DWave of the center-of-gravity deviation amount of the combustion ion output is less than a predetermined value C3, the process proceeds to step S316, and the EGR correction amount DEGR is set. It is determined whether the quantitative value G2 is exceeded. If the determination condition in step S316 is not satisfied, that is, if the EGR correction amount DEGR is small and not greater than the predetermined amount G2, the control proceeds to step S317 because various correction controls are impossible, and the multiple ignition control mode flag FTig Is set to “1” to enter the multiple ignition control mode. On the other hand, when the determination condition of step S316 is satisfied, that is, when the EGR correction amount DEGR exceeds the predetermined amount G2 and is within the correction range, the process proceeds to step S318, and the predetermined EGR amount DD is subtracted from the EGR correction amount DEGR. DEGR is decreased (see FIG. 12).
[0088]
After the processing in step S310, step S313, step S315, step S317, or step S318 described above, the process proceeds to step S319, and after the counter j is reset to “1”, this routine is terminated.
[0089]
As described above, in the spark ignition device of the present embodiment, the discharge control means achieved by the ECU 20 is a high voltage generating means including the ECU 20, the ignition coil 11, the battery 12, the power transistor 13, and the like, and the power transistor 13 as a switching element. The on / off control is performed again before the discharge spark generation is finished within a predetermined period after the spark ignition by the on / off control of the spark plug 10, the ignition plug 10, the ignition coil 11, An ion current signal SIION accompanying the generation of combustion ions is detected by an ion detection means comprising a capacitor 17, an ion current detection resistor 31, an amplifier 32, and the like. Further, in the spark ignition device of the present embodiment, generation of combustion ions when the ion detection means is the high voltage generation means during energization during the on-control by the on / off control of the power transistor 13 and during energization stop during the off-control. Is detected using the same circuit including the comparison circuit and the noise mask circuit 27. In the spark ignition device according to the present embodiment, the discharge control unit detects the deviation or end of the combustion ion generation timing based on the detection timing of the combustion ion generation timing and the end timing or the combustion ion generation period by the ion detection unit. A deviation amount of the arrival timing of the injected fuel to the ignition plug 10 with respect to the in-cylinder direct injection engine is obtained according to the timing deviation amount, and the fuel injection timing is corrected and controlled according to the deviation amount.
[0090]
Further, in the spark ignition device of the present embodiment, the discharge control means generates at least a high voltage to the secondary winding 11b side of the ignition coil 11 after the spark ignition by the on / off control of the power transistor 13 by the high voltage generation means. Depending on the combustion stability determined based on the detection state of combustion ions in a plurality of detection sections in the crank angle range or a period during which combustion ions are predicted to flow normally when the ion detection means is generated once or more times Thus, the EGR amount is corrected and controlled. In addition, in the spark ignition device of this embodiment, the discharge control means shifts and ends the generation timing of combustion ions based on whether or not combustion ions are generated in each detection section for each combustion cycle by the ion detection means. The combustion stability is determined according to the variation in the timing deviation amount. Further, in the spark ignition device of the present embodiment, the discharge control unit responds to the number of sections in which no combustion ions are generated based on whether or not combustion ions are generated in each detection section for each combustion cycle by the ion detection unit. Thus, the combustion stability is determined. In the spark ignition device according to the present embodiment, the discharge control unit performs correction control of the amount of deviation in the arrival timing of the injected fuel to the ignition plug 10 with respect to the internal combustion engine or correction control for stabilizing the combustion by the ion detection unit. The selection is made based on the amount of combustion ion generation timing shift and the combustion stability.
[0091]
Thus, the combustion state is determined based on whether or not combustion ions are generated between the spark gaps of the spark plug 10 during energization of the ignition coil 11 in the multiple ignition of the spark plug 10, and the ignition delay and the combustion period delay for the fuel are delayed. The correction control is appropriately performed, the discharge energy supplied to the spark plug is suppressed, and a reliable and stable ignitability for the fuel can be obtained.
[0092]
By the way, predetermined values C1 and C2 for determining the comparison with the average value W0ave of the combustion ion output no count in the combustion limit determination and control mode setting routine of the above embodiment, and the average value of the deviation of the center of gravity of the combustion ion output A predetermined value C3 to be compared with DWave, a predetermined value C4 to be compared with the dispersion value SW of the center-of-gravity deviation amount of the combustion ion output, a predetermined value G1 to be compared with the fuel injection timing correction amount DTinj, and an EGR correction amount DEGR The predetermined amount G2 may be stored in advance as a map value using the engine speed and load as parameters, corresponding to the fuel injection timing or ignition timing map of the internal combustion engine.
[0093]
Each correction control amount can be learned and stored as a map value. The combustion state determination may be performed only in a specific operation region. Further, when the operating condition changes transiently in the combustion state determination, the counter j may be reset to “0” and the determination may be made after the data is stabilized. In the combustion state determination, for example, the counter j may be reset to “0” every time the control condition is changed by switching between stratified combustion operation and homogeneous combustion operation. In such a spark ignition device, the discharge control means sets a determination value for each operating condition of the internal combustion engine, and implements at least one of selecting a correction procedure for each operating condition of the internal combustion engine. I can say that.
[0094]
Here, in the time chart of FIG. 10 described above, the spark ignition is performed four times as the number of multiple ignitions. However, as shown in FIG. You may make it detect an output and the combustion ion output after completion | finish of multiple ignition. At this time, the final combustion ion output reading (D) timing is set to, for example, ATDC (After Top Dead Center) 60 [° CA]. In the case of carrying out the present invention, the present invention is not necessarily limited to the combination with the multiple ignition control. The spark ignition in one combustion cycle is performed once, and the combustion during each energization in a plurality of combustion cycles is performed. The same determination may be performed based on the detection result of the ion output to perform correction control.
[0095]
In addition, under conditions where the correction control range of the fuel injection timing cannot be widened due to the engine speed and load of the internal combustion engine, instead of the fuel injection timing correction, A / F, in-cylinder airflow velocity, and intake air amount (intake amount) may be corrected and controlled by a swirl control valve or the like.
[0096]
Furthermore, depending on the engine speed of the internal combustion engine and the operating condition of the load, in addition to EGR correction control for stabilizing the combustion, A / F, intake air amount, in-cylinder airflow speed by a swirl control valve, etc., multiple ignition patterns The ignition timing may be corrected and controlled.
[0097]
In order to determine the stability of the combustion, in addition to the determination based on the dispersion value SW of the center-of-gravity deviation amount of the combustion ion output, the dispersion value of the count number W0i with no combustion ion output calculated for each combustion cycle is used. Even if the stability is determined or the stability is determined by both the dispersion value SW of the deviation amount of the center of gravity of the combustion ion output and the dispersion value of the count number W0i without the combustion ion output, the variation state of the combustion can be similarly determined. There is no need to specifically limit the dispersion value SW of the gravity center deviation amount of the combustion ion output.
[0098]
<Example 4>
FIG. 15 is based on the block diagram of FIG. 14 showing the processing procedure of the injection timing and ignition timing control in the microcomputer 25 in the ECU 20 used in the spark ignition device according to the fourth example of the embodiment of the invention. The description will be given with reference. Here, FIG. 15 is a characteristic diagram showing the engine performance when the fuel injection timing is changed in the direct injection engine to which the spark ignition device of this embodiment is applied. In addition, since the structure of the spark ignition device concerning a present Example is the same as the schematic diagram of FIG. 6 in the above-mentioned 3rd Example, the detailed description is abbreviate | omitted. Further, the injection timing correction by the injection timing and ignition timing control of this embodiment, the learning of the deviation amount, and the like are executed for each cylinder of the direct injection engine.
[0099]
In FIG. 14, first, based on various operating parameters according to the operating conditions of the direct injection engine, the basic injection timing T T in the basic injection timing calculation process S1, the target deviation value T 0 (map search), and the permissible values in the target deviation value calculation process S2. In the deviation value calculation process S3, an allowable deviation value K2 (map search) is calculated, in the ignition timing correction process S4, the ignition timing correction amount DTiG is calculated, and in the basic ignition timing calculation process S5, the basic ignition timing TS is calculated. Further, the measurement deviation value TDi for each cycle is detected in the output timing detection process S7 based on the ion current IION detected in the ion current detection process S6. As shown in FIG. 15, a target timing is set in advance in order to select fuel consumption priority or NOx (nitrogen oxide) reduction priority for each operating condition of the in-cylinder direct injection engine based on the set value of fuel injection timing. Yes.
[0100]
Next, in the timing deviation correction process S8 for achieving the first correction means, the target deviation value TO calculated in the target deviation value calculation process S2 and the measured deviation value TDi for each cycle detected in the output timing detection process S7 are used. A learning correction value DTG is calculated based on the average deviation value TDL of 32 cycles. Note that the learning correction value DTG calculated in the timing deviation correction process S8 is limited by the comparison result between an ignition timing correction amount DTiG and a predetermined value K3 in an ignition timing correction amount detection process S11 described later. Further, in the timing variation detection process S9, timing variations due to the 8-cycle variation value TDM based on the measurement deviation value TDi for each cycle calculated in the output timing detection process S7 are detected.
[0101]
In an allowable deviation correction process S10 that achieves the second correction means, an average deviation value TD of eight cycles based on the measured deviation value TDi for each cycle detected in the output timing detection process S7 and an allowable deviation value calculation process S3. The deviation excess correction value DTS is calculated based on the comparison result with the calculated allowable deviation value K2. The excessive deviation correction value DTS is limited in correction by the timing variation detection process S9 that achieves the first correction limiting means. Further, in the ignition timing correction amount detection process S11 that achieves the second correction limiting means, the 8-cycle variation value detected in the timing variation detection process S9 with respect to the ignition timing correction amount DTiG calculated in the ignition timing correction process S4. Taking into account timing variations due to TDM, the ignition timing correction amount DTiG is detected. Further, in the ignition timing interlock correction processing S12 for achieving the interlock correction means, the ignition timing correction amount correction TiG is corrected and limited by the timing variation detection processing S9 and the ignition timing correction amount detection processing S11 for achieving the third correction limiting means. .
[0102]
In the injection timing calculation process S13, the basic injection timing TT by the basic injection timing calculation process S1, the learning correction value DTG by the timing deviation correction process S8, the deviation excess correction value DTS by the allowable deviation correction process S10, and the ignition timing interlocking correction process. The effective injection timing TINJ is calculated by the ignition timing correction correction TiG obtained by multiplying the ignition timing correction amount DTiG by S12 by the limiting coefficient K1. In the ignition timing calculation process S14, the ignition timing correction amount DTiG multiplied by the basic ignition timing TS by the basic ignition timing calculation process S5 and the limiting coefficient K4 by the ignition timing correction amount detection process S11 for achieving the fourth correction limiting means. Thus, the effective ignition timing TTIG is calculated.
[0103]
Next, based on the flowchart of FIG. 16 showing the processing procedure of the injection timing and ignition timing control in the microcomputer 25 in the ECU 20 used in the spark ignition device according to the fourth example of the embodiment of the present invention, FIG. 14 and FIG. Here, FIG. 17 is a table for calculating the measurement deviation value TDi for each cycle corresponding to the combustion ion output detection timing in the processing of FIG. The injection timing and ignition timing control routine is repeatedly executed by the microcomputer 25 in the ECU 20 at predetermined intervals.
[0104]
In FIG. 16, first, in step S401, the ignition timing correction amount DTiG and the measured deviation value TDi (i = 1 to 8) for each cycle are read based on various operating parameters according to the operating conditions of the direct injection engine. Here, the measurement deviation value TDi for each cycle is calculated by the table shown in FIG. It should be noted that, at the combustion ion output detection timing of FIG. 17, the “round white” symbol indicates ignition start, the “maru black” symbol indicates combustion ion output, the “elliptical white” symbol indicates the fuel distribution in the spark plug 10 part, “arrow” The symbol “white” indicates the direction of movement of the fuel distribution. Further, the combustion ion outputs LH1, LH2, and LH3 obtained at the combustion ion output detection timing of FIG. 17 are the same as those in FIG.
[0105]
Next, the process proceeds to step S402, where the variation value TDM of 8 cycles of the measurement deviation value TDi for each cycle is subtracted from the measurement deviation maximum value Max (TDi) for each cycle from the measurement deviation minimum value Min (TDi) for each cycle. And calculated. Next, the process proceeds to step S403, where it is determined whether or not the variation value TDM of TDi for 8 cycles is less than “3”. When the determination condition of step S403 is satisfied, that is, when the variation value TDM of eight cycles of TDi is smaller than “3”, the process proceeds to step S404, and an allowable deviation correction process S10 for achieving the second correction means (see FIG. 14). The prohibition of correction by is released. In step S405, the limiting coefficient K1 is set to "1", and the limiting coefficient K4 is set to "1".
[0106]
On the other hand, if the determination condition in step S403 is not satisfied, that is, if the variation value TDM of eight cycles of TDi is as large as “3” or more, the process proceeds to step S406, and the allowable deviation correction process S10 (achieving the second correction means) Correction according to FIG. 14) is prohibited. In step S407, the limiting coefficient K1 is set to "0.1", and the limiting coefficient K4 is set to "0.5". After the process in step S405 or step S407, the process proceeds to step S408, and it is determined whether the absolute value of the ignition timing correction amount DTiG is less than a predetermined value K3. When the determination condition of step S408 is satisfied, that is, when the absolute value of the ignition timing correction amount DTiG is smaller than the predetermined value K3, the process proceeds to step S409, and timing deviation correction processing S8 for achieving the first correction means (see FIG. 14). The prohibition of correction by is released. In step S410, the limiting coefficient K1 is set to "1".
[0107]
On the other hand, when the determination condition of step S408 is not satisfied, that is, when the absolute value of the ignition timing correction amount DTiG is larger than the predetermined value K3, the process proceeds to step S411, and timing deviation correction processing S8 (achieving the first correction means) ( Correction according to FIG. 14) is prohibited. In step S412, the limiting coefficient K1 is set to "0". After the processing in step S410 or step S412, the process proceeds to step S413, where the ignition timing correction correction TiG is calculated by multiplying the limiting coefficient K1 by the ignition timing correction amount DTiG. Next, in step S414, the effective injection timing TINJ is calculated by adding the learning correction value DTG, the deviation excess correction value DTS, and the ignition timing correction correction TiG to the basic injection timing TT. Next, the routine proceeds to step S415, where the effective ignition timing TTIG is calculated by adding the basic ignition timing TS to the value obtained by multiplying the limiting coefficient K4 by the ignition timing correction amount DTiG, and this routine ends.
[0108]
Next, based on the flowchart of FIG. 18 showing a processing procedure of learning correction and deviation excess correction in the microcomputer 25 in the ECU 20 used in the spark ignition device according to the third example of the embodiment of the present invention, This will be described with reference to FIGS. 17, 19, and 20. FIG. 19 is a map for calculating the target deviation value TO in FIG. FIG. 20 is a map for calculating the allowable deviation value K2 in FIG. The learning correction and excessive deviation correction routine is repeatedly executed by the microcomputer 25 in the ECU 20 every predetermined time.
[0109]
In FIG. 18, first, in step S501, based on various operating parameters according to the operating conditions of the direct injection engine, the measured deviation value TDi for each cycle by the table of FIG. 17, the basic injection timing TT, and the target deviation by map search of FIG. The value TO and the allowable deviation value K2 by the map search of FIG. 20 are read. Next, the process proceeds to step S502, where it is determined whether it is a correction start timing. When the determination condition in step S502 is satisfied, the process proceeds to step S503, and the cycle counter i is set to “1”. On the other hand, when the determination condition of step S502 is not satisfied, step S503 is skipped.
[0110]
Next, the process proceeds to step S504, and it is determined whether or not the cycle counter i exceeds “7”. If the determination condition of step S504 is satisfied, that is, if the cycle counter i exceeds “7”, that is, if it is the eighth cycle, the process proceeds to step S505, and the average deviation value TD for eight cycles becomes the measured deviation value TDi for each cycle. The sum Σ (TDi) is calculated by dividing by 8. In step S506, the deviation value deviation Δ is calculated by subtracting the 8-cycle average deviation value TD calculated in step S505 from the target deviation value TO.
[0111]
Next, the process proceeds to step S507, and it is determined whether the correction is permitted. When the determination condition in step S507 is satisfied, the process proceeds to step S508, and it is determined whether the deviation value deviation Δ calculated in step S506 exceeds the allowable deviation value K2. When the determination condition in step S508 is satisfied, that is, when the deviation value deviation Δ exceeds the allowable deviation value K2, the process proceeds to step S509, the deviation excess correction value DTS is set to a predetermined value K3, and the cycle counter i is set to “1”. Set. On the other hand, when the determination condition of step S508 is not satisfied, that is, when the deviation value deviation Δ is as small as the allowable deviation value K2 or less, step S509 is skipped.
[0112]
Next, the routine proceeds to step S510, where it is determined whether the deviation value deviation Δ is less than the allowable deviation value K2. When the determination condition of step S510 is satisfied, that is, when the deviation value deviation Δ is smaller than the allowable deviation value K2, the process proceeds to step S511, the deviation excess correction value DTS is set to a predetermined value −K3, and the cycle counter i is “1”. Set to On the other hand, when the determination condition of step S507 is not satisfied, that is, when the correction is not permitted, or when the determination condition of step S510 is not satisfied, that is, when the deviation value deviation Δ is equal to the allowable deviation value K2, the process proceeds to step S512. The excessive deviation correction value DTS is set to “0”.
[0113]
After the processing in step S511 or step S512, the process proceeds to step S513, and it is determined whether the learning is permitted. When the determination condition of step S513 is satisfied, the process proceeds to step S514, and it is determined whether the cycle counter i exceeds “31”. If the determination condition of step S514 is satisfied, that is, if the cycle counter i exceeds “31”, that is, if it is the 32nd cycle, the process proceeds to step S515, and the average deviation value TDL of 32 cycles becomes the measured deviation value TDi of each cycle. Calculated by dividing the sum Σ (TDi) by 32. Next, the process proceeds to step S516, where the learning correction value deviation DDTG is calculated by subtracting the 32-cycle average deviation value TDL calculated in step S515 from the target deviation value TO. Further, the cycle counter i is set to “1”.
[0114]
Next, the process proceeds to step S517. After the learning correction value deviation DDTG is added to the learning correction value DTG to update the learning correction value DTG, the process proceeds to step S518. Here, when the determination condition of step S504 is not satisfied, that is, when the cycle counter i is as small as “7” or less, or when the determination condition of step S513 is not satisfied, that is, when the learning is not permitted, or in step S514. Even when the determination condition is not satisfied, that is, when the cycle counter i is smaller than “31”, the process proceeds to step S518. In step S518, the cycle counter i is incremented by “+1”, and this routine ends.
[0115]
Next, the processing results of the injection timing and ignition timing control in the spark ignition device of the present embodiment will be described with reference to FIGS. Here, FIG. 21 is a time chart showing a transition state of the average deviation value with respect to the target deviation value based on the timing deviation correction process S8 of FIG. 14, and FIG. 22 shows the target deviation value based on the allowable deviation correction process S10 of FIG. It is a time chart which shows the transition state of an average deviation value.
[0116]
In FIG. 21, the average deviation value TD of 8 cycles and the average deviation value TDL of 32 cycles based on the measured deviation value TDi for each cycle deviate from the target deviation value TO. At this time, when there is no correction, even if the learning value update is executed after learning is permitted, the correction is not performed, so that the average deviation values TD and TDL are further away from the target deviation value TO. On the other hand, when there is correction, the average deviation values TD and TDL are appropriately corrected in the direction of the target deviation value TO based on the learning correction value deviation DDTG at the execution timing of learning value update after learning is permitted. It becomes.
[0117]
In FIG. 22, the average deviation value TD for eight cycles based on the measured deviation value TDi for each cycle deviates from the target deviation value TO. At this time, when there is no correction, no correction is made even if the average deviation value TD exceeds the allowable deviation value ± K2. On the other hand, when there is correction, the average deviation values TD and TDL are appropriately corrected in the direction of the target deviation value TO based on the deviation excess correction value DTS at the timing of crossing the allowable deviation value ± K2.
[0118]
Thus, the spark ignition device of the present embodiment is connected to the ignition plug 10 disposed on the cylinder head forming the combustion chamber of the direct injection engine (not shown) and the secondary winding 11b side of the ignition coil 11. An ion detection means comprising an ignition plug 10, an ignition coil 11, a capacitor 17, an ion current detection resistor 31, an amplifier 32, and the like for detecting combustion ions when a flame is generated by the generation of a discharge spark between the spark gaps of the spark plug 10; The amount of deviation between the generation timing of the combustion ions detected by the ion detecting means and the target timing set in advance for each operating condition of the direct injection engine is calculated, and the fuel injection timing is set so that the amount of deviation is minimized. First correction means achieved by the microcomputer 25 in the ECU 20 to be corrected, and generation of combustion ions detected by the ion detection means. A second correction means that is achieved by a microcomputer 25 in the ECU 20 for correcting the fuel injection timing so that the timing is within an allowable range set in advance for each operating condition of the direct injection engine; and the ion detection means The ECU 20 prohibits correction by at least one of the first correction means and the second correction means when the variation value of the generation timing of the combustion ions detected in the step exceeds a predetermined value set in advance. When the correction amount for correcting the first correction limiting means achieved by the microcomputer 25 and the ignition timing set according to the operating state of the direct injection engine is greater than a predetermined value set in advance , A microcomputer in the ECU 20 that prohibits correction by at least one of the first correction means and the second correction means. It is intended to and a second correction limit means which is achieved by Yuta 25.
[0119]
That is, the fuel injection timing is corrected so that the amount of deviation between the combustion ion generation timing detected by the ignition plug 10 of the direct injection engine and the target timing set in advance for each operating condition is minimized. The fuel injection timing is corrected so as to be within an allowable range set in advance for each operating condition. As a result, even when a deviation occurs due to changes over time, product tolerances, etc., relative to the timing at which the injected fuel reaches the combustible range by the spark plug 10, this deviation amount is detected at the timing of combustion ion generation, and fuel injection By appropriately correcting the timing, it is possible to suppress changes in engine performance and always keep the engine performance optimal. Further, when the deviation of the arrival timing of the injected fuel to the spark plug portion is too large due to a product failure or the like, correction of the fuel injection timing is prohibited as a correction limit. Further, when the correction amount for correcting the ignition timing according to the operating state of the direct injection engine is too large, correction of the fuel injection timing is prohibited as correction control. As a result, problems due to overcorrection are prevented, and timing variations are prevented from being overcorrected under operating conditions where the fuel injection amount is small, so that stable correction control can be obtained.
[0120]
Further, the spark ignition device of the present embodiment further sets the fuel injection timing and the ignition timing for each operating condition of the in-cylinder direct injection engine, and corrects the ignition timing according to other operating condition changes. When the correction amount of the ignition timing is larger than a predetermined value set in advance by the microcomputer 25 in the ECU 20 that corrects the fuel injection timing according to the correction amount of the fuel, the fuel by the interlock correction means And a third correction limiting means that is achieved by the microcomputer 25 in the ECU 20 that prohibits or limits the correction amount of the injection timing. That is, when the ignition timing is changed, the fuel injection timing is corrected in accordance with the ignition timing, and the injected fuel reaches the spark plug 10 at an appropriate timing so that the fuel injection timing is not excessively corrected. As a result, it is possible to prevent the occurrence of poor combustion of the injected fuel caused by the arrival of fuel at the spark plug 10 part and the ignition timing deviation.
[0121]
The spark ignition device of the present embodiment further detects a variation value of the generation timing of combustion ions, and when this value exceeds a predetermined value set in advance, the correction of the ignition timing is prohibited or the correction amount is set. The fourth correction limiting means achieved by the microcomputer 25 in the ECU 20 to be limited is provided. That is, the ignition timing correction amount and the variation value of the arrival of the injected fuel are matched, so that the ignition timing is prevented from being excessively corrected, and the operating state of the direct injection engine can be stably controlled.
[Brief description of the drawings]
FIG. 1 is a schematic configuration diagram showing a spark ignition device according to a first example and a second example of an embodiment of the present invention.
FIG. 2 is a flowchart showing a processing procedure of spark ignition control in an ECU used in the spark ignition device according to the first example of the embodiment of the present invention;
FIG. 3 is a time chart showing transition states of various signals and the like corresponding to the processing of FIG. 2;
FIG. 4 is a flowchart showing a modification of the processing procedure of spark ignition control in the ECU used in the spark ignition device according to the first example of the embodiment of the present invention;
FIG. 5 is a time chart showing transition states of various signals and the like corresponding to an in-cylinder direct injection engine to which a spark ignition device according to a second example of the embodiment of the present invention is applied;
FIG. 6 is a schematic configuration diagram showing a spark ignition device according to a third example of the embodiment of the present invention.
FIG. 7 is an explanatory diagram showing combustion ion output detection timing in the spark ignition device according to the third example of the embodiment of the present invention.
FIG. 8 is a table showing presence / absence of combustion ion output corresponding to FIG.
FIG. 9 is a flowchart showing a processing procedure of combustion limit determination and control mode setting in a microcomputer in the ECU used in the spark ignition device according to the third example of the embodiment of the present invention.
FIG. 10 is a time chart showing transition states of various signals and the like due to multiple ignition in the spark ignition device according to the third example of the embodiment of the present invention;
FIG. 11 is a table showing the center-of-gravity shift amount of combustion ion output and the count number without combustion ion output with respect to the detection pattern calculated by the processing procedure of FIG. 9;
FIG. 12 is a table collectively showing control modes set in the processing procedure of FIG. 9;
FIG. 13 is a time chart showing transition states of various signals and the like when the number of multiple ignitions is decreased in the spark ignition device according to the third example of the embodiment of the present invention.
FIG. 14 is a block diagram showing a processing procedure of injection timing and ignition timing control in a microcomputer in the ECU used in the spark ignition device according to the fourth example of the embodiment of the present invention;
FIG. 15 is a characteristic diagram showing engine performance at the time of fuel injection timing change in a direct injection engine to which a spark ignition device according to a fourth example of the embodiment of the present invention is applied;
FIG. 16 is a flowchart showing a processing procedure of injection timing and ignition timing control in a microcomputer in the ECU used in the spark ignition device according to the fourth example of the embodiment of the present invention;
FIG. 17 is a table for calculating a measurement deviation value for each cycle corresponding to the combustion ion output detection timing in the processing of FIG.
FIG. 18 is a flowchart showing a processing procedure of learning correction and excessive deviation correction in a microcomputer in the ECU used in the spark ignition device according to the fourth example of the embodiment of the present invention;
FIG. 19 is a map for calculating a target deviation value in FIG.
FIG. 20 is a map for calculating an allowable deviation value in FIG.
FIG. 21 is a time chart showing a transition state of an average deviation value with respect to a target deviation value based on the timing deviation correction process of FIG.
FIG. 22 is a time chart showing a transition state of an average deviation value with respect to a target deviation value based on the allowable deviation correction process of FIG.
[Explanation of symbols]
10 Spark plug
11 Ignition coil
11a Primary winding
11b Secondary winding
12 battery
13 Power transistor (switching element)
20 ECU (electronic control unit)
21 Oscillator
22 AND gate
31 Ion current detection resistor
32 amplifier
33 Low-pass filter
34 Comparator

Claims (9)

A spark plug disposed in a cylinder head forming a combustion chamber of an internal combustion engine;
High voltage generating means capable of ON / OFF control a switching element connected in series to the primary winding side of the ignition coil at a predetermined duty ratio and repeatedly generating a high voltage on the secondary winding side of the ignition coil When,
Ion detection means for detecting combustion ions at the time of flame generation due to discharge spark generation between the spark gaps of the spark plug connected to the secondary winding side of the ignition coil;
Discharge control means for setting a period during which the switching element is turned on / off by the high voltage generation means based on the detection state of the combustion ions by the ion detection means in the expansion stroke of the internal combustion engine,
The discharge control means is responsive to a deviation amount of the combustion ion generation timing or an end timing deviation based on the detection timing of the combustion ion generation timing and completion timing or the combustion ion generation period by the ion detection means. The deviation amount of the arrival timing of the injected fuel to the ignition plug with respect to the in-cylinder direct injection engine is obtained, and the fuel injection timing, the fuel injection amount, the in-cylinder airflow velocity by the swirl opening, the intake air according to the deviation amount A spark ignition device characterized in that at least one of the quantities is corrected and controlled . A spark plug disposed in a cylinder head forming a combustion chamber of an internal combustion engine;
High voltage generating means capable of ON / OFF control a switching element connected in series to the primary winding side of the ignition coil at a predetermined duty ratio and repeatedly generating a high voltage on the secondary winding side of the ignition coil When,
Ion detection means for detecting combustion ions at the time of flame generation due to discharge spark generation between the spark gaps of the spark plug connected to the secondary winding side of the ignition coil;
Discharge control means for setting a period during which the switching element is turned on / off by the high voltage generation means based on the detection state of the combustion ions by the ion detection means in the expansion stroke of the internal combustion engine,
The discharge control means detects the ion when the high voltage generation means generates a high voltage to the secondary winding side of the ignition coil at least once after the spark ignition by the on / off control of the switching element. EGR (Exhaust Gas Recirculation: exhaust gas according to the combustion stability determined based on the detection state of the combustion ions in a plurality of detection intervals in the crank angle range or a period during which the combustion ions are predicted to flow normally It is characterized by correcting and controlling at least one of a recirculation amount, an A / F (Air-Fuel Ratio), an in-cylinder airflow speed by a swirl opening, a multiple ignition pattern, and an ignition timing. Spark ignition device. The discharge control means is responsive to variations in the deviation amount of the combustion ion generation timing and the end timing deviation amount based on whether or not the combustion ions are generated in each detection section for each combustion cycle by the ion detection means. The spark ignition device according to claim 2 , wherein the combustion stability is determined. The discharge control means is configured such that the number of sections in which no combustion ions are generated or the minimum number of combustion ions in each detection section based on whether or not the combustion ions are generated in each detection section for each combustion cycle by the ion detection means. The spark ignition device according to claim 2 , wherein the combustion stability is determined according to a variation in current value. The discharge control means performs a correction control of a deviation amount of the arrival timing of the injected fuel to the ignition plug with respect to the internal combustion engine or a correction control for stabilizing the combustion. The spark ignition device according to claim 1 or 2 , wherein the spark ignition device is selected and implemented based on the combustion stability. Said discharge control means, the set determination value for each operating condition of the internal combustion engine, according to claim 1 which comprises carrying out the at least any one of the selected correction procedure for each operating condition of the internal combustion engine or The spark ignition device according to claim 2 . A spark plug disposed in a cylinder head forming a combustion chamber of an internal combustion engine;
High voltage generating means for controlling on / off of a switching element connected in series to the primary winding side of the ignition coil and generating a high voltage on the secondary winding side of the ignition coil;
Ion detection means for detecting combustion ions at the time of flame generation due to discharge spark generation between the spark gaps of the ignition plug connected to the secondary winding side of the ignition coil;
Discharge control means for setting a period during which the switching element is on / off controlled by the high voltage generation means based on the detection state of the combustion ions by the ion detection means in the expansion stroke of the internal combustion engine,
The discharge control means is responsive to the generation timing and the end timing of the combustion ions by the ion detection means or the deviation amount of the combustion ion generation timing or the end timing based on the detection status of the combustion ion generation period. The amount of deviation in the arrival timing of the injected fuel to the ignition plug with respect to the direct injection engine is calculated, and the fuel injection timing, the fuel injection amount, the in-cylinder airflow speed due to the swirl opening, and the intake air amount are determined according to the amount of deviation. A spark ignition device characterized in that at least one of them is corrected and controlled. The discharge control means performs a correction control of a deviation amount of the arrival timing of the injected fuel to the ignition plug with respect to the internal combustion engine or a correction control for stabilizing the combustion. The spark ignition device according to claim 7 , wherein the spark ignition device is selected and implemented based on the combustion stability. 8. The discharge control means according to claim 7 , wherein a determination value is set for each operating condition of the internal combustion engine, and at least one of the correction procedures is selected for each operating condition of the internal combustion engine. The spark ignition device described.

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