JPH0742912B2 - Ignition timing control device for internal combustion engine - Google Patents

Description

Description: TECHNICAL FIELD The present invention relates to an ignition timing control device for an internal combustion engine, and more particularly to a retard angle control during acceleration / deceleration for reducing NOx and HC in exhaust gas. [Prior Art] Originally, the ignition timing of the internal combustion engine is adjusted to generate the maximum torque according to the operating state. However, if you always aim for the highest torque, the emission will worsen,
In particular, when starting, when accelerating or decelerating at low speed, or when changing gears, the NOx and HC may increase significantly, and the capacity of the purification catalyst may decline in a short period of time. Therefore, conventionally, there is known a technique for reducing NOx and HC by uniformly controlling the retard angle during acceleration / deceleration.

[Problems to be Solved by the Invention] However, if the retard angle control is always performed uniformly during acceleration / deceleration as described above, the retard angle may be unnecessarily increased under low torque depending on the rotational speed and temperature of the internal combustion engine. As a result, the deterioration of drivability such as breathiness and rattling was recognized.

The following two inventions have been made for the purpose of solving the above problems.

[Means for Solving Problems] The means adopted by the present invention has the following structure.

That is, the first invention is, as shown in FIG. 1 (a), a load detecting means M3 for detecting the load of the internal combustion engine M2 for driving the vehicle M1, and a throttle valve for adjusting the intake air amount to the internal combustion engine M2. Throttle opening degree detection means M4 for detecting the opening degree of the engine and engine rotation speed detection means for detecting the rotation speed of the internal combustion engine M2
M5, a vehicle speed detecting means M6 for detecting the speed of the vehicle M1, and an opening degree determining means for determining whether the opening degree detected by the throttle opening degree detecting means M4 exceeds zero and is equal to or less than a predetermined value.
M7, rotation speed determination means M8 for determining whether the rotation speed detected by the engine rotation speed detection means M5 is less than or equal to a predetermined value, and the speed of the vehicle M1 detected by the vehicle speed detection means M6 is less than or equal to a predetermined value. Vehicle speed determination means M9 for determining whether or not, if each condition is satisfied in the opening determination means M7, the rotation speed determination means M8 and the vehicle speed determination means M9, depending on the load detected by the load detection means M3 And an ignition timing control means M11 for controlling the actual ignition timing in consideration of the retardation amount set by the retardation means M10. In the ignition timing control device, the retarding means M10 further includes the engine speed detecting means M.
An ignition timing control device for an internal combustion engine is characterized in that the retard amount is set to be reduced on the side where the rotational speed detected by 5 is low.

The second invention is, as shown in FIG. 1B, a load detecting means M23 for detecting a load of an internal combustion engine M22 for driving a vehicle M21, and a throttle valve for adjusting an intake air amount to the internal combustion engine M22. Throttle opening detection means M24 to detect the opening of
An engine rotational speed detecting means M25 for detecting the rotational speed of the internal combustion engine M22, a vehicle speed detecting means M26 for detecting the speed of the vehicle M21, and an opening degree detected by the throttle opening degree detecting means M24 exceeding zero. An opening degree determination means M27 for determining whether or not it is below a predetermined value, and a rotation speed determination means M28 for determining whether or not the rotation speed detected by the engine rotation speed detection means M25 is below a predetermined value.
A vehicle speed determination means M29 for determining whether or not the speed of the vehicle M21 detected by the vehicle speed detection means M26 is less than or equal to a predetermined value, and the opening degree determination means M27, the rotation speed determination means M28 and the vehicle speed determination means M29. When the condition is satisfied, the retarding means M30 for setting the retarding amount of the ignition timing according to the load detected by the load detecting means M23, and the retarding amount set by the retarding means M30 are taken into consideration. An ignition timing control device for an internal combustion engine, comprising: an ignition timing control means M31 for controlling the actual ignition timing; and an engine temperature detection means M32 for detecting the temperature of the internal combustion engine M22, as well as the retardation means M30. However, the gist of an ignition timing control device for an internal combustion engine is characterized in that the retard angle amount is reduced and set on the side where the temperature of the internal combustion engine M22 detected by the engine temperature detection means M32 is low.

The load detecting means M3, M23 is, for example, means for detecting the intake air amount Q and engine speed N and calculating a ratio Q / N thereof, intake pipe pressure Pim, throttle opening value, etc. Say means etc.

The throttle opening degree detecting means M4, M24 is for controlling the opening degree (opening area) of the throttle valve provided in the intake pipe for limiting the inflow amount of intake air. For example, a potentiometer or the like in which the opening of the valve is output as a voltage may be used.

The engine rotation speed detection means M5, M25 is for detecting the number of rotations per unit time of the internal combustion engine, for example, the rotation of a magnet provided on the crankshaft is turned on by a reed switch.
One that can be captured with an off signal.

The vehicle speed detecting means M6, M26 are for detecting the traveling speed of the vehicle, and include, for example, a means for detecting the rotation of a magnet provided on the output shaft of the transmission with an on / off signal by a reed switch.

The opening degree determination means M7, M27 means the throttle opening degree detection means M4, M
It is determined whether or not the throttle opening detected by 24 is within a predetermined range (above zero and below a predetermined value) set in advance, and examples thereof include an electronic circuit such as a microcomputer.

Rotational speed determination means M8, M28 means engine rotational speed detection means M5, M
It is for determining whether or not the rotation speed of the internal combustion engine M2 detected by 25 is equal to or lower than a predetermined value set in advance, and for example, an electronic circuit such as a microcomputer can be used.

The vehicle speed determination means M9, M29 is for determining whether or not the speed of the vehicles M1, M21 detected by the vehicle speed detection means M6, M26 is below a predetermined value, for example, an electronic circuit such as a microcomputer. Is mentioned.

The retarding means M10, M30 are for setting the retarding amount according to the load when all the determination conditions are satisfied, and in the first invention, this retarding amount is the side where the rotation speed of the internal combustion engine M2 is low. By decreasing and setting the retard angle amount, the retard angle amount set according to the load is reduced accordingly. In the second invention, the retard angle amount is decreased on the side where the temperature of the internal combustion engine M22 is low. By setting in this way, the retard amount set according to the load is reduced accordingly. The case where all the judgment conditions are satisfied means that the vehicle is starting, shifting, or accelerating / decelerating at low speed.

The ignition timing control means M11, M31 is a distributor,
Ignition by ignition system such as igniter and spark plug is advanced according to the operating state of the internal combustion engine, for example, engine speed or load, and other advanced or retarded control is performed according to air-fuel ratio or starting condition. To do.

[Operation] Throttle opening detection means M4, M24, engine rotation speed detection means
When the data detected by M5, M25 and vehicle speed detection means M6, M26 are all within the predetermined conditions by the opening degree determination means M7, M27, the rotation speed determination means M8, M28 and the vehicle speed determination means M9, M29, respectively, the engine In order to smooth the rotation of the engine and improve the drivability, in the first aspect of the invention, the retarding means M10 sets the retarding amount set according to the load detected by the load detecting means M3 on the low engine speed side. On the other hand, in the second aspect of the invention, the retarding means M30 sets the retarding angle set according to the load detected by the load detecting means M23 on the side where the engine temperature detected by the engine temperature detecting means M32 is low. Reduce the amount. In this way, smooth engine rotation and drivability are maintained even at low speeds and low temperatures.

Next, an embodiment of the present invention will be described with reference to the drawings. The present invention is not limited to this, and can be implemented in various modes without departing from the scope of the invention.

[Embodiment] FIG. 2 shows a block diagram of an embodiment of the first invention. Here, 1 is an internal combustion engine body, 2 is a piston, 3 is a spark plug, 4
Is an exhaust pipe, 5 is an oxygen sensor for detecting residual oxygen in the exhaust, 6 is a fuel injection valve for injecting fuel into intake air of the internal combustion engine body 1, 7 is an intake pipe, and 9 is internal combustion engine cooling water. A water temperature sensor that detects the water temperature, 10 is a throttle valve, 11 is the throttle valve 10, and the throttle opening detection means M that detects the opening of the throttle valve 10 and outputs a signal
4, M24 is a throttle opening sensor, and 14 is an intake air amount sensor for detecting the intake air amount of the internal combustion engine. The throttle opening sensor 11 also includes an idle switch for detecting the fully closed state of the throttle valve 10.

Further, 16 is a distributor that interlocks with a crankshaft (not shown) and distributes and supplies the high voltage generated by the igniter 17 to the ignition plugs 3 of each cylinder. A rotation angle sensor that also serves as engine rotation speed detection means M5 and M25, which outputs 24 pulse signals to two crankshaft revolutions,
Reference numeral 19 represents a cylinder discrimination sensor that outputs a pulse signal once per revolution of the distributor 16, and reference numeral 20 represents an electronic control circuit. Reference numeral 24 denotes a vehicle speed sensor as vehicle speed detecting means M6, M26 for detecting the rotation speed of the output shaft of the manual transmission 26 for five-speed transmission, and a rotary magnet 24a directly connected to the output shaft of the manual transmission 26 and its magnetic force. It is composed of a reed switch 24b that outputs an on / off signal in response to a change.

Next, in the electronic control circuit 20, 30 is a central processing unit (hereinafter simply referred to as CPU) that performs processing for inputting and calculating data output from each sensor according to a control program and controlling operation of various devices, Reference numeral 31 is a read-only memory (hereinafter simply referred to as ROM) in which a control program and initial data are stored, and 32 is a random access memory in which data input to the electronic control circuit 20 and data necessary for arithmetic control are temporarily read and written. (Hereinafter simply referred to as RAM) 33 is a backup random access memory (hereinafter simply referred to as backup RAM) as a non-volatile memory backed up by a battery so as to retain data necessary for subsequent operation of the internal combustion engine even when the key switch is turned off. , 36 receives the signals from various sensors and adjusts the waveform as necessary. Input port and the A / D conversion is performed, the output port 38 is a signal for driving and controlling the fuel injection valves 6 and the igniter 17 and the like are output, 39
Represents a bus line 39 for transmitting data and address information between each element of the electronic control circuit 20.

Next, a processing program executed by the electronic control circuit 20 will be described. FIG. 3 is a flowchart showing the processing contents. This process is repeatedly executed every fixed crank rotation. The electronic control circuit 20 also executes other processing such as fuel injection amount control.

First, when the process is started, in step 110, the intake air amount Q, the engine rotation speed N, the vehicle speed V, the throttle opening TA, and the output of the idle switch LL are read. Initially,
If the engine is idle, the next step 120 is "YE
It is judged as "S". Next, at step 130, the retard execution value SD
It is determined whether LYB is greater than zero. At this point, the initial setting remains zero, so that it is determined to be "NO", and in step 140, the contents of SDLYB are cleared.
Next, at step 150, the flag FSDLY indicating that the acceleration process is in progress is reset. Further, in step 160, a flag F which will be described later
1 is reset. In this way, the process is once ended. After that, the final execution advance value SA of the ignition timing is set by a known ignition timing calculation and execution routine, and the ignition is executed according to the value of SA.

During the ignition timing calculation routine, the retard execution value SDLYB
Is related to the final execution advance value SA of the ignition timing by the following equation.

SA ← SA-SDLYB SA is basically set by the basic advance value obtained from the base map of load or engine speed.
In addition to SDLYB, cold retard, high temperature retard, air-fuel ratio compensation retard,
It is corrected by the retard angle when starting.

Although the ignition timing is retarded by the value of SDLYB in the above-described processing, it is currently zero, so the ignition timing is not retarded by this processing.

Next, consider a case where the accelerator is depressed from the idle state and acceleration is started at the first speed.

First, after the reading process of step 110, step 120 is executed. Since the accelerator pedal was depressed and acceleration started, LL is turned off here, and it is determined to be "NO". Next, step 170 is executed to determine whether the flag FSDLY = 1. Since FSDLY = 0 comes in at first, it is determined to be “NO”, and then in step 180, Q / N is calculated as the load. Next, at step 190, the target retardation amount SDLY is searched from the Q / N based on the table corresponding to the graph shown in FIG.

Next, at step 200, based on the table corresponding to the graph shown in FIG.
Search for KN. This table shows KN = when N is less than 800 rpm
0, N exceeds 800 rpm, and below 1800 rpm, KN = 0.5, N
KN = 1.0 and N is 3200 rpm above 1800 rpm and below 3200 rpm
If it exceeds, KN = 0 is set. Next, at step 210, SDLY is corrected by the product of the target retardation amount SDLY and KN. Next, at step 220, it is judged if the vehicle speed V is not zero, and then at step 230 it is judged whether V is 48 km / hr or less,
In step 240, it is determined whether the throttle opening TA is 35 ° or less, and in step 250 it is determined whether the engine speed N is 3200 rpm or less. If "YES" is determined in all of the above steps 220 to 250, then the flag FSDLY is set in step 260, and step 270 is further executed. At step 270, the retard execution value SDLYB is the target value SDLY.
It is determined by the contents of the arrival flag F1 whether or not it has reached. If F1 = 0 here, it means that it has not reached and "N
O ”is determined, then step 280 is executed and SDLYB
Is increased by 2 ° C. Next, at step 290, it is judged if SDLYB is greater than or equal to the target retardation amount SDLY. Otherwise,
When it is determined to be "NO", the counter CSD is next determined in step 310.
LY is cleared and the process ends.

Next, when the process of this routine is started again, if the same operating state continues similarly, the process proceeds to steps 110, 120,
170 is executed, and FSDLY = 1 in step 170, so it is determined to be “YES”. Next steps 220,230,240,250,2
60, 270 and 280 are executed, the value of the retarded value SDLYB is further increased by 2 ° C., and then the processing of steps 290 and 310 is performed.

After this process is repeated, the execution value S
When DLYB becomes equal to or more than the target retardation amount SDLY, it is determined to be "YES" and step 300 is executed next. here,
The arrival flag F1 is set to indicate that the execution value SDLYB has reached the target retardation amount SDLY. Furthermore, after the execution of step 310, the process is once terminated.

Next, when the processing of this routine is performed, and when step 270 is reached, F1 = 1, so it is determined to be "YES" here. Then, the process proceeds to step 320, and it is determined whether or not the counter CSDLY, which is constantly incremented, has a count value corresponding to 400 ms. Immediately after F1 = 1, the value of CSDLY is low, so it is determined to be “NO”, and the process is temporarily terminated. In this way, until the counter CSDLY counts up to a value of 400 ms or more, step 11
The processing from 0,120,170,220 to 270,320 is repeated.

If the counter CSDLY is 400 ms or more, it is determined to be "YES" in step 320, and then step 330 is executed. Here, the retard execution value SDLYB decreases by 0.5 ° C. After this,
Steps 340 and 310 are executed, and the process ends. That is, 2
The target value SDLY is once reached by increasing the retard angle by ° C.
After the prescribed retard processing, this time, the retard is 0.5 ℃
It will decrease gradually.

In this way, the retard value SDLYB decreases, and when it becomes zero or less,
In step 340, it is judged as "NO", and in step 140 SD
LYB is cleared, flag FSDLY is reset in step 150, and flag F1 is reset in step 160. In this way, it will return to the initial state.

The movement of the ignition timing during this period is shown in FIG. Until just before the time point t1, the accelerator and the shift operation at the time of idling are performed, and the ignition timing has the advance value at the time of idling. When the accelerator pedal is depressed at the first speed at the time point t1, the advance value at the time of normal acceleration is once set on the basis of the value such as Q / N, so that it jumps up to θ1. However, after that, the ignition timing is retarded by 2 ° C. by 2 ° C. until θ2 which is retarded by the target retardation amount SDLY from θ1 by the routine shown in FIG. If the ignition timing reaches θ2 at the time point t2, the ignition timing is advanced at a rate of 0.5 ° C A / 400ms at the time point t3.
After recovering SDLY, the normal advance value will be restored. Although it returns to θ1 in this figure, if the component of the final execution advance value SA due to other processing changes between t1 and t3, at time t3, it returns to the SA that has changed accordingly. It will be.

When the rotation speed N of the internal combustion engine 1 is lower than that in the above case, for example, in the case of 3000 rpm in the above case and this time of 1000 rpm, KN is 0.5, which is half of 1.0, as shown in FIG. As shown by the dotted line in Fig. 6 (a), SDLY becomes smaller. Therefore, it is quicker to recover to the original state.

Next, between the time points t2 and t3 in FIG. 6 (a), the accelerator pedal is released, the idle switch is turned on, and other conditions for retarding processing are no longer satisfied. Shown in (b).

That is, when the idle switch is turned on or the other conditions are not satisfied at the time point t13 while recovering by 0.5 ° C each, the rapid recovery is performed by 1 ° A for each process. In the routine of FIG. 3, it is the case where “YES” is determined in step 120 or “NO” is determined in any of steps 220 to 250. In this case, in step 130, the retard execution value SDLYB
Is determined to be greater than zero. Since not all have been recovered yet, it is determined to be "YES", and SDLYB is decreased by 1 ° C in the next step 350. Thus SDLYB
As long as it is> 0, 1 ° C. is reduced for each process in step 350, and if it is less than or equal to zero, it is determined to be “NO” in step 130, and the processing ends once through steps 140, 150 and 160. That is,
At the time point t11, the normal advance value is reached and the retard angle starts, and at time point t12, it recovers at 0.5 ℃ A / 400ms, then at time point t13, it recovers rapidly at 1 ℃ A for each treatment, and at time point t14. At, the retard execution value SDLYB becomes zero and returns to the normal advance value. If the engine speed N is low, SDLY is also small, so the engine recovers early.

Since the present embodiment is configured as described above, during start-up acceleration, low-speed acceleration / deceleration, especially immediately after a shift change
NOx and HC are reduced by the ignition timing retard processing, and the acceleration feeling at high speed is maintained well because the ignition timing is not retarded. Further, when the retardation processing is performed, the retardation amount is reduced on the side where the engine rotation speed N is low, so rotation instability such as rattling or breathing of the engine is prevented even at low rotation speed, and good drivability is achieved. Can be maintained.

In addition, the retarding process ends at a temporary period, is particularly effective because NOx and HC are likely to occur, and is also executed immediately after a shift change, so that it is effective and the deterioration in acceleration feeling is minimized.

Further, since the recovery from the retard processing is performed relatively gradually in proportion to the retard amount, the shock can be reduced.

Next, an embodiment of the second invention will be described.

Since the mechanical structure of this embodiment is the same as that of FIG. 2, the description is omitted.

The processing performed by the electronic control circuit 20 is different from that of the first embodiment described above. A flowchart of the processing is shown in FIG. Here, the part different from the flowchart of FIG. 3 is that the detection data of the water temperature sensor 9 is further read in step 410, and the eighth step in step 500.
The point is that the retard angle correction coefficient KTHW is searched from the THW table shown in the figure and that the target retard angle amount SDLY is corrected by KTHW in step 510. The table in Fig. 8 has a THW of 50.
KTHW = 0 below ℃, KTHW when THW is above 50 ℃ and below 70 ℃
= 0.5, THW is set to KTHW = 1.0 when THW is 70 ° C or higher. Steps 500 and 510 simply use the KTHW table of FIG. 8 and the KTHW obtained from the table, and are the same as the steps 200 and 210 of the processing example of the first invention shown in FIG.
Further, the other steps are the same as the processing of the step number in FIG. 3 which is obtained by subtracting 300 from the step number, and therefore the explanation is omitted. Further, the flow of the whole processing is the same, so the explanation is omitted.

The movement of the ignition timing by the above-mentioned processing is also the same as in the above-mentioned FIG. 6 (a) and (b), and if the water temperature THW decreases
As shown by the dotted lines, the retard amount decreases.

Since the present embodiment is configured as described above, during start-up acceleration, low-speed acceleration / deceleration, especially immediately after a shift change
NOx and HC are reduced by the ignition timing retard processing, and the acceleration feeling at high speed is maintained well because the ignition timing is not retarded. Further, when the retard angle processing is performed, the retard angle amount is reduced on the side where the engine cooling water temperature THW is low, so even if the water temperature is low, rotational instability such as rattling and breathing of the engine is prevented, and good drivability is achieved. Can be maintained.

In addition, the retarding process ends at a temporary period, is particularly effective because NOx and HC are likely to occur, and is also executed immediately after a shift change, so that it is effective and the deterioration in acceleration feeling is minimized.

Further, since the recovery from the retard processing is performed relatively gradually in proportion to the retard amount, the shock can be reduced.

[Advantages of the Invention] In the first and second inventions, the throttle opening, the engine rotation speed, and the vehicle speed are determined, and the ignition timing is retarded at the time of start acceleration, shift change, and low speed acceleration / deceleration. While maintaining safe maneuverability without sacrificing the acceleration feeling, the ignition timing is retarded to reduce NOx and HC in conditions that affect the environment such as urban areas, that is, start acceleration and acceleration / deceleration at low speeds. In addition, in the first aspect of the invention, the retardation amount is reduced on the side of low engine speed and on the side of low engine temperature in the second aspect of the invention, so the engine is running at low speed or at low temperature. In the case of, without delaying more than necessary,
Good drivability can be maintained without causing rattling or breathing of the engine.

[Brief description of drawings]

FIG. 1 (a) is the basic configuration diagram of the first invention, and (b) is the second.
FIG. 2 is a basic configuration diagram of the invention, FIG. 2 is a mechanical configuration diagram of an embodiment of the first and second inventions, and FIG. 3 is a flow chart showing the contents of retardation processing performed as an embodiment of the first invention. Four
The figure is a graph corresponding to the table for obtaining the target retardation amount SDLY from the load Q / N. Fig. 5 is the graph corresponding to the table for obtaining the retardation correction coefficient KN from the engine rotation speed N. Fig. 6 (a)
And (b) are timing charts showing processing examples,
FIG. 7 is a flow chart showing the contents of the retard processing performed as an embodiment of the second invention, and FIG. 8 is a graph corresponding to the table for obtaining the retard correction coefficient KTHW from the cooling water temperature THW. 1 …… Internal combustion engine body 3 …… Ignition plug 9 …… Water temperature sensor 11 …… Throttle opening sensor 14 …… Air flow meter 17 …… Ignator, 18 …… Rotation angle sensor 20 …… Electronic control circuit, 24 …… Vehicle speed sensor 26 ... Manual transmission

Claims (6)

[Claims] 1. A load detecting means for detecting a load of an internal combustion engine for driving a vehicle; a throttle opening detecting means for detecting an opening of a throttle valve for adjusting an intake air amount to the internal combustion engine; An engine rotation speed detecting means for detecting the rotation speed, a vehicle speed detecting means for detecting the speed of the vehicle, and an opening for judging whether the opening detected by the throttle opening detecting means exceeds zero and is less than a predetermined value. Degree determining means, a rotation speed determining means for determining whether or not the rotation speed detected by the engine rotation speed detecting means is less than or equal to a predetermined value, and whether or not the vehicle speed detected by the vehicle speed detecting means is less than or equal to a predetermined value. If the conditions are satisfied in the vehicle speed determining means for determining whether or not the opening degree determining means, the rotation speed determining means, and the vehicle speed determining means, ignition is performed according to the load detected by the load detecting means. An ignition timing control device for an internal combustion engine, comprising: retarding means for setting a retarding amount of timing; and ignition timing controlling means for controlling an actual ignition timing in consideration of the retarding amount set by the retarding means. In the ignition timing control device of the internal combustion engine, the retarding means further reduces and sets the retardation amount on the side where the rotational speed detected by the engine rotational speed detecting means is low. 2. The retard angle means sets the retard angle amount for a predetermined time after each judgment condition is satisfied.
An ignition timing control device for an internal combustion engine according to the above item. 3. The ignition timing control device for an internal combustion engine according to claim 2, wherein the predetermined time for setting the retard amount is set according to the retard amount. 4. A load detecting means for detecting a load of an internal combustion engine for driving a vehicle, a throttle opening detecting means for detecting an opening of a throttle valve for adjusting an intake air amount to the internal combustion engine, and an internal combustion engine An engine rotation speed detecting means for detecting the rotation speed, a vehicle speed detecting means for detecting the speed of the vehicle, and an opening for judging whether the opening detected by the throttle opening detecting means exceeds zero and is less than a predetermined value. Degree determining means, a rotation speed determining means for determining whether or not the rotation speed detected by the engine rotation speed detecting means is less than or equal to a predetermined value, and whether or not the vehicle speed detected by the vehicle speed detecting means is less than or equal to a predetermined value. If the conditions are satisfied in the vehicle speed determining means for determining whether or not the opening degree determining means, the rotation speed determining means, and the vehicle speed determining means, ignition is performed according to the load detected by the load detecting means. An ignition timing control device for an internal combustion engine, comprising: retarding means for setting a retarding amount of timing; and ignition timing controlling means for controlling an actual ignition timing in consideration of the retarding amount set by the retarding means. In addition, while further comprising an engine temperature detecting means for detecting the temperature of the internal combustion engine, the retarding means further reduces the retard amount on the side where the temperature of the internal combustion engine detected by the engine temperature detecting means is low. An ignition timing control device for an internal combustion engine, characterized in that: 5. The invention according to claim 4, wherein the retarding means sets the retarding amount for a predetermined time after each judgment condition is satisfied.
An ignition timing control device for an internal combustion engine according to the above item. 6. The ignition timing control device for an internal combustion engine according to claim 5, wherein the predetermined time for setting the retard angle is set according to the retard amount.