Honda Giken Kogyo Kabushiki Kaisha

Takashi Ono

Shigehiro Kimura

Nobuyuki Narisawa

An ignition timing control method for an internal combustion engine in which an ignition advance angle value conforming to the operating condition of the engine is set, an ignition timing is obtained by applying an angle-time conversion to a crank angle extending from a reference crank angle position to a position corresponding to the ignition advance angle value, and ignition is effected upon lapse of the ignition timing from an instant at which the reference crank angle position is sensed. Engine rotational speed value is sensed at least at two particular crank angle positions, and each sensed rotational speed is stored in memory. A ratio between the at least two rotational speed values stored in an immediately preceding ignition cycle is calculated, and the ignition timing of a present ignition cycle is corrected by using the calculated ratio.

Ignition timing control method for internal combustion engines

A method of controlling ignition timing of an internal combustion engine when an abnormality develops in a system for sensing a reference crank angle position of a crankshaft of the engine, in which the timing at which an ignition coil starts and stops conducting is controlled on the basis of a first pulse signal generated once per at least two revolutions of the crankshaft at a predetermined crank angle position associated with a particular cylinder of the engine, a second pulse signal indicative of a predetermined reference crank angle position of the crankshaft for each cylinder, and a third pulse signal indicative of a predetermined angular position of the crankshaft. The method comprises the steps of sensing an abnormality in the reference crank angle position sensing system for sensing the predetermined reference crank angle position, generating a pseudo-signal pulse having a predetermined pulse width in place of the second pulse signal on the basis of the first and third pulse signals when the second pulse signal fails to be generated because of the abnormality in the reference crank angle position sensing system, starting conduction of the ignition coil at a leading edge of the pseudo-signal pulse, and stopping conduction of the ignition coil at a trailing edge of the pseudo-signal pulse.

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Wakoh, Japan

Takashi Ono