Internal combustion engine control device

Abstract

This invention suppresses both the increase in ignition coil size and the misignition of an internal combustion engine. The internal combustion engine control device of this invention includes: a first igniter controlling the energization of the primary coil; a second igniter connected in parallel with the first igniter controlling the energization of the primary coil; and an ignition control unit. The ignition control unit controls the first and second igniters after they are switched on, setting a time difference between the energization and de-energization timings of the first and second igniters. The ignition control unit sets the energization and de-energization timings of the first and second igniters before the spark plug discharge ends.

Description

Technical Field

[0001] This invention relates to an internal combustion engine control device. Background Technology

[0002] In recent years, in order to reduce vehicle fuel consumption, the following control device for internal combustion engines has been developed. This control device introduces technologies such as using a mixture with a leaner combustion ratio than the stoichiometric air-fuel ratio to operate the internal combustion engine, and absorbing part of the exhaust gas after combustion for re-intake.

[0003] In the control system of this type of internal combustion engine, poor ignition of the fuel by the spark plug is prone to occur because the amount of fuel and / or air in the combustion chamber deviates from the theoretical value. Therefore, there is a method to increase the flow velocity between the spark plug electrodes by increasing the gas flow velocity in the combustion chamber, thereby forming a long discharge channel. This lengthens the contact portion between the discharge channel and the gas, suppressing poor ignition. However, increasing the flow velocity between the spark plug electrodes increases the frequency of discharge channel extinguishing and subsequent re-discharge, making it difficult to form a long discharge channel.

[0004] To create a long discharge channel, a sufficient current supply must continue after the channel is formed to maintain it for as long as possible. However, generally speaking, the internal energy of the ignition coil continuously decreases over time from the start of discharge, thus the current gradually decreases. On the other hand, as the discharge channel elongates over time, the current needs to gradually increase. Therefore, if the initial current is increased to create a long discharge channel, the current supply-demand gap increases, leading to greater power waste. Power waste increases heat generation and cost; therefore, the current at the beginning of the discharge must be controlled.

[0005] Patent document 1 discloses an internal combustion engine ignition device that uses two ignition switches, a capacitor and a diode to recover and consume residual current.

[0006] Existing technical documents

[0007] Patent documents

[0008] Patent Document 1: Japanese Patent Application Publication No. 2001-193622 Summary of the Invention

[0009] The technical problem that the invention aims to solve

[0010] However, in the technology disclosed in Patent Document 1, the current of the consumption circuit can be suppressed, but the consumption circuit cannot be stopped at any time after it starts operating. Therefore, the required current cannot be supplied. Moreover, since the generated current is consumed in the consumption circuit, the heat generation increases. As a result, cooling components are required, leading to an increase in the size and cost of the ignition coil.

[0011] The purpose of this invention is to address the aforementioned problems by suppressing the increase in the size of the ignition coil and simultaneously suppressing poor ignition of the internal combustion engine.

[0012] Technical solutions for solving technical problems

[0013] To solve the aforementioned technical problems and achieve the objectives of this invention, the present invention provides an internal combustion engine control device, wherein the internal combustion engine has a primary coil, a secondary coil that generates an electromotive force after the energization of the primary coil is cut off, and a spark plug connected to the secondary coil. The internal combustion engine control device includes a first energizing control circuit for controlling the energization of the primary coil, and a second energizing control circuit connected in parallel with the first energizing control circuit for controlling the energization of the primary coil. The internal combustion engine control device also includes an ignition control unit that controls the first and second energizing control circuits after they are switched on, thereby setting a time difference between the energizing and de-energizing timings of the first and second energizing control circuits. The ignition control unit sets the energizing and de-energizing timings of the first and second energizing control circuits before the spark plug discharge ends.

[0014] The effects of the invention

[0015] The internal combustion engine control device with the above structure can suppress the increase in the size of the ignition coil while suppressing the ignition failure of the internal combustion engine.

[0016] Furthermore, the technical issues, structures, and effects other than those described above will become clear through the following description of the implementation methods. Attached Figure Description

[0017] Figure 1 This is an overall structural diagram illustrating an example of the basic structure of an internal combustion engine according to the first embodiment of the present invention.

[0018] Figure 2 This is a partially enlarged view illustrating the spark plug according to the first embodiment of the present invention.

[0019] Figure 3 This is a functional block diagram illustrating the functional structure of the control device for an internal combustion engine according to the first embodiment of the present invention.

[0020] Figure 4 This is a graph illustrating the relationship between the operating state of the internal combustion engine of the first embodiment of the present invention and the gas flow rate around the spark plug.

[0021] Figure 5 Figures A and B are diagrams illustrating the relationship between the discharge channel and flow rate between the electrodes of the spark plug according to the first embodiment of the present invention.

[0022] Figure 6It is a diagram illustrating a circuit that includes an existing ignition coil.

[0023] Figure 7 This is an example of a timing diagram illustrating the relationship between the control signal input to the ignition coil and the output in existing discharge control.

[0024] Figure 8 This is a diagram illustrating the circuit of an ignition coil including the first embodiment of the present invention.

[0025] Figure 9 This is a first example of a timing diagram showing the relationship between the control signal input to the ignition coil and the output in the discharge control of the first embodiment of the present invention.

[0026] Figure 10 This is a second example of a timing diagram showing the relationship between the control signal input to the ignition coil and the output in the discharge control of the first embodiment of the present invention.

[0027] Figure 11 This is a third example of a timing diagram showing the relationship between the control signal input to the ignition coil and the output in the discharge control of the first embodiment of the present invention.

[0028] Figure 12 This is a fourth example of a timing diagram showing the relationship between the control signal input to the ignition coil and the output in the discharge control of the first embodiment of the present invention.

[0029] Figure 13 This is a fifth example of a timing diagram showing the relationship between the control signal input to the ignition coil and the output in the discharge control of the first embodiment of the present invention.

[0030] Figure 14 This is a diagram illustrating the circuit of an ignition coil including the second embodiment of the present invention. Detailed Implementation

[0031] 1. First Implementation Method

[0032] The internal combustion engine control device according to the first embodiment of the present invention will be described below. Common components in all figures are labeled with the same reference numerals.

[0033] (Internal combustion engine system)

[0034] First, the structure of the internal combustion engine system in this embodiment will be explained. Figure 1 This is an overall structural diagram illustrating an example of the basic structure of an internal combustion engine according to the first embodiment of the present invention.

[0035] Figure 1The internal combustion engine 100 shown can be either a single-cylinder or has multiple cylinders, but in this embodiment, an internal combustion engine 100 with four cylinders will be used as an example for explanation. Figure 1 As shown, in the internal combustion engine 100, air drawn from the outside flows through the air purifier 110, the intake pipe 111, and the intake manifold 112. After passing through the intake manifold 112, the air flows into each cylinder 150 when the intake valve 151 is opened. The amount of air flowing into each cylinder 150 is regulated by the throttle valve 113. The amount of air regulated by the throttle valve 113 is measured by the flow sensor 114.

[0036] A throttle valve opening sensor 113a is provided on the throttle valve 113 to detect the opening degree of the throttle valve. The opening degree information of the throttle valve 113 detected by the throttle valve opening sensor 113a is output to the control device (Electronic Control Unit) 1.

[0037] In this embodiment, an electronic throttle valve driven by an electric motor is used as the throttle valve 113. However, other types of throttle valves can also be used as the throttle valve of the present invention, as long as the air flow rate can be appropriately adjusted.

[0038] The temperature of the gas flowing into each cylinder 150 is detected by the intake air temperature sensor 115.

[0039] A crank angle sensor 121 is provided radially outside the ring gear 120 mounted on the crankshaft 123. The crank angle sensor 121 detects the rotation angle of the crankshaft 123. In this embodiment, the crank angle sensor 121 detects the rotation angle of the crankshaft 123 in each 10-degree interval and in each combustion cycle.

[0040] A water temperature sensor 122 is installed on the water jacket (not shown) of the cylinder head. The water temperature sensor 122 detects the temperature of the cooling water in the internal combustion engine 100.

[0041] Additionally, an accelerator position sensor (APS) 126 is installed on the vehicle to detect the displacement (application amount) of the accelerator pedal 125. The accelerator position sensor 126 detects the driver's required torque. The driver's required torque detected by the accelerator position sensor 126 is output to the control device 1 described later. The control device 1 controls the throttle valve 113 based on the required torque.

[0042] Fuel stored in fuel tank 130 is drawn and pressurized by fuel pump 131. The fuel drawn and pressurized by fuel pump 131 is regulated to a predetermined pressure by pressure regulator 132 provided on fuel line 133. Moreover, the fuel regulated to the predetermined pressure is injected into each cylinder 150 from fuel injection device (injector) 134. Excess fuel after pressure regulation by pressure regulator 132 is returned to fuel tank 130 via return line (not shown).

[0043] The control of the fuel injection device 134 is based on the fuel injection pulse (control signal) of the fuel injection control unit 82 of the control device 1, which will be described later.

[0044] A combustion pressure sensor (CPS, also known as a cylinder pressure sensor) 140 is provided on the cylinder head (not shown) of the internal combustion engine 100. The combustion pressure sensor 140 is disposed within each cylinder 150 to detect the pressure (combustion pressure) within the cylinder 150. The combustion pressure sensor 140 is, for example, a piezoelectric or gauge-type pressure sensor. Therefore, the combustion pressure (cylinder pressure) within the cylinder 150 can be detected over a wide temperature range.

[0045] Each cylinder 150 is equipped with an exhaust valve 152 and an exhaust manifold 160. If the exhaust valve 152 is open, exhaust gases are discharged from the cylinder 150 into the exhaust manifold 160. The exhaust manifold 160 discharges the combusted gases (exhaust gases) to the outside of the cylinder 150. A three-way catalytic converter 161 is located on the exhaust side of the exhaust manifold 160. The three-way catalytic converter 161 purifies the exhaust gases. The exhaust gases purified by the three-way catalytic converter 161 are then discharged into the atmosphere.

[0046] An upstream air-fuel ratio sensor 162 is provided on the upstream side of the three-way catalytic converter 161. The upstream air-fuel ratio sensor 162 continuously detects the air-fuel ratio of the gas discharged from each cylinder 150.

[0047] Additionally, a downstream air-fuel ratio sensor 163 is provided downstream of the three-way catalytic converter 161. The downstream air-fuel ratio sensor 163 outputs a switching detection signal near the stoichiometric air-fuel ratio. In this embodiment, the downstream air-fuel ratio sensor 163 is an O2 sensor.

[0048] Spark plugs 200 are respectively installed on the upper part of each cylinder 150. The spark plugs 200 generate a spark through discharge (ignition), which ignites the air-fuel mixture inside the cylinder 150. This causes an explosion within the cylinder 150, pushing down the piston 170. The pushing down of the piston 170 rotates the crankshaft 123. An ignition coil 300 is connected to the spark plug 200 to generate the electrical energy (voltage) supplied to it.

[0049] Output signals from various sensors, including the throttle opening sensor 113a, flow sensor 114, crank angle sensor 121, accelerator position sensor 126, water temperature sensor 122, and combustion pressure sensor 140, are output to the control device 1. The control device 1 detects the operating status of the internal combustion engine 100 based on the output signals from these sensors. The control device 1 controls the amount of air delivered to the cylinder 150, the amount of fuel injected from the fuel injection device 134, and the ignition timing of the spark plug 200.

[0050] (spark plug)

[0051] Next, refer to Figure 2 Explanation of spark plug 200.

[0052] Figure 2 This is a magnified view of a section illustrating spark plug 200.

[0053] like Figure 2 As shown, the spark plug 200 has a center electrode 210 and an outer electrode 220. The center electrode 210 is supported by a socket (not shown) via an insulator 230. Thus, the center electrode 210 is insulated. The outer electrode 220 is grounded.

[0054] If the ignition coil is 300 (refer to...) Figure 1 If a voltage is generated in the center electrode 210, a predetermined voltage (e.g., 20000V to 40000V in this embodiment) is applied to the center electrode 210. If the predetermined voltage is applied to the center electrode 210, a discharge (ignition) is generated between the center electrode 210 and the outer electrode 220. Furthermore, the spark generated by the discharge ignites the air-fuel mixture in the cylinder 150.

[0055] Furthermore, the voltage that causes the insulation breakdown of the gas components within the cylinder 150, resulting in a discharge (ignition), varies depending on the state of the gas (GAS) present between the center electrode 210 and the outer electrode 220, or the cylinder pressure within the cylinder 150. The voltage that causes the discharge is called the insulation breakdown voltage.

[0056] The discharge control (ignition control) of the spark plug 200 is performed by the ignition control unit 83 of the control device 1, which will be described later.

[0057] (Hardware structure of the control device)

[0058] Next, the overall structure of the hardware of control device 1 will be explained.

[0059] like Figure 1As shown, the control device 1 includes: an analog input unit 10, a digital input unit 20, an A / D (Analog / Digital) converter 30, a RAM (Random Access Memory) 40, an MPU (Micro-Processing Unit) 50, a ROM (Read Only Memory) 60, an I / O (Input / Output) port 70, and an output circuit 80.

[0060] Analog output signals from various sensors, such as throttle valve opening sensor 113a, flow sensor 114, accelerator position sensor 126, upstream air-fuel ratio sensor 162, downstream air-fuel ratio sensor 163, cylinder pressure sensor 140, and water temperature sensor 122, are input into the analog input unit 10.

[0061] The A / D converter 30 is connected to the analog input unit 10. Analog output signals from various sensors input to the analog input unit 10 are converted into digital signals by the A / D converter 30 after signal processing such as noise reduction. The digital signals converted by the A / D converter 30 are then stored in the RAM 40.

[0062] The digital output signal from the crank angle sensor 121 is input to the digital input section 20.

[0063] I / O port 70 is connected to digital input unit 20. Digital output signals input to digital input unit 20 are stored in RAM 40 via I / O port 70.

[0064] Each output signal stored in RAM40 is processed by MPU50.

[0065] MPU50 executes the control program (not shown) stored in ROM60, thereby processing the output signals stored in RAM40 according to the control program. MPU50 calculates the control values ​​of the actuation of each actuator (e.g., throttle valve 113, pressure regulator 132, spark plug 200, etc.) that drive the internal combustion engine 100 according to the control program, and temporarily stores the control values ​​in RAM40.

[0066] The control value of the actuator's motion quantity, which is specified and stored in RAM40, is output to the output circuit 80 via I / O port 70.

[0067] The output circuit 80 includes functions such as: an overall control unit 81 (see reference 81) that performs overall control of the internal combustion engine based on output signals from various sensors (e.g., cylinder pressure sensor 140). Figure 3); Fuel injection control unit 82 (see reference) that controls the drive of the plunger rod (not shown) of the fuel injection device 134. Figure 3 ); and an ignition control unit 83 (refer to) that controls the voltage applied to the spark plug 200. Figure 3 ).

[0068] (Functional blocks of the control device)

[0069] Next, refer to Figure 3 Explain the functional structure of control device 1.

[0070] Figure 3 This is a functional block diagram illustrating the functional structure of control device 1.

[0071] The functions of the control device 1 are realized by the MPU 50 executing the control program stored in the ROM 60, thereby serving as various functions in the output circuit 80. Examples of the functions in the output circuit 80 include the control of the fuel injection device 134 by the fuel injection control unit 82 and the discharge control of the spark plug 200 by the ignition control unit 83.

[0072] like Figure 3 As shown, the output circuit 80 of the control device 1 includes: an overall control unit 81, a fuel injection control unit 82, and an ignition control unit 83.

[0073] (Overall Control Department)

[0074] The overall control unit 81 is connected to the accelerator position sensor 126 and the cylinder pressure sensor 140 (CPS), and receives the required torque (acceleration signal S1) from the accelerator position sensor 126 and the output signal S2 from the cylinder pressure sensor 140. The overall control unit 81 performs calibration according to a specified calibration period based on the output signal S2 from the cylinder pressure sensor 140.

[0075] The overall control unit 81 performs overall control of the material injection control unit 82 and the ignition control unit 83 based on the required torque (acceleration signal S1) from the accelerator position sensor 126 and the output signal S2 from the cylinder pressure sensor 140.

[0076] (Fuel Injection Control Unit)

[0077] The fuel injection control unit 82 is connected to the cylinder discrimination unit 84 for discerning each cylinder 150 of the internal combustion engine 100, the angle information generation unit 85 for measuring the crankshaft angle of the crankshaft 123, and the speed information generation unit 86 for measuring the engine speed. The fuel injection control unit 82 receives cylinder discrimination information S3 from the cylinder discrimination unit 84, crankshaft angle information S4 from the angle information generation unit 85, and engine speed information S5 from the speed information generation unit 86.

[0078] In addition, the fuel injection control unit 82 is connected to an intake air volume measuring unit 87 that measures the intake air volume into the cylinder 150, a load information generation unit 88 that measures the engine load, and a coolant temperature measuring unit 89 that measures the engine coolant temperature. The fuel injection control unit 82 receives intake air volume information S6 from the intake air volume measuring unit 87, engine load information S7 from the load information generation unit 88, and coolant temperature information S8 from the coolant temperature measuring unit 89.

[0079] The fuel injection control unit 82 calculates the injection quantity and injection time of the fuel injected from the fuel injection device 134 based on the received information. Then, the fuel injection control unit 82 sends a fuel injection pulse S9 generated based on the calculated fuel injection quantity and injection time to the fuel injection device 134.

[0080] (Ignition Control Unit)

[0081] In addition to the overall control unit 81, the ignition control unit 83 is also connected to the cylinder discrimination unit 84, the angle information generation unit 85, the speed information generation unit 86, the load information generation unit 88, and the water temperature measuring unit 89, and receives information from them.

[0082] Based on the received information, the ignition control unit 83 calculates the primary coil 310 of the ignition coil 300 (refer to...). Figure 8 The amount of current supplied (current angle), the start time of energization, and the time to cut off the current supply to the primary coil 310 (ignition time).

[0083] The ignition control unit 83 outputs an energizing signal SA to the primary coil 310 of the ignition coil 300 based on the calculated energizing power, energizing start time, and ignition time, thereby controlling the discharge of the spark plug 200 (ignition control).

[0084] (The relationship between the operating state of an internal combustion engine and the gas flow rate around the spark plug)

[0085] Next, refer to Figure 4 This explains the relationship between the operating state of the internal combustion engine 100 and the gas flow rate around the spark plug 200.

[0086] Figure 4 It is a diagram illustrating the relationship between the operating state of the internal combustion engine 100 and the gas flow velocity around the spark plug 200.

[0087] like Figure 4 As shown, generally speaking, the higher the engine speed and load, the greater the gas flow velocity within cylinder 150, and the greater the gas flow velocity around spark plug 200. Therefore, under high engine speed and / or load conditions, gas flows at high speed between the center electrode 210 and the outer electrode 220 of spark plug 200.

[0088] Furthermore, in the internal combustion engine 100 that performs exhaust gas recirculation (EGR), based on the relationship between engine speed and load, for example... Figure 4 The EGR rate is set as shown. Furthermore, the wider the high EGR range is expanded, the lower the fuel consumption and emissions can be achieved. However, in the high EGR range, the probability of flame nucleus growth decreases, making poor ignition more likely to occur in spark plug 200.

[0089] (The relationship between the discharge channel and flow rate between the electrodes of a spark plug)

[0090] Next, refer to Figure 5 A and B illustrate the relationship between the discharge channel and flow rate between the electrodes of the spark plug.

[0091] Figure 5 Figures A and B illustrate the relationship between the discharge channel and flow rate between the electrodes of the spark plug.

[0092] like Figure 5 As shown in Figures A and B, if insulation breakdown occurs between the center electrode 210 and the outer electrode 220 of the spark plug 200, a discharge channel 211 is formed between the electrodes 210 and 220 during the period when the current flowing through the electrodes 210 and 220 is below a certain value. If combustible gas comes into contact with this discharge channel 211, a flame nucleus grows until combustion. The discharge channel 211 moves due to the influence of the gas flow between the electrodes 210 and 220; therefore, if... Figure 5 As shown in Figure A, a higher gas flow rate results in a longer discharge channel 211 in a shorter time. On the other hand, as... Figure 5 As shown in B, the lower the gas flow rate, the shorter the discharge channel 211.

[0093] When the internal combustion engine 100 operates at a high EGR rate, the probability of flame nucleus growth decreases even if the combustible gas comes into contact with the discharge channel 211. Therefore, it is necessary to increase the opportunity for the combustible gas to come into contact with the discharge channel 211. As described above, the discharge channel 211 is generated by breaking down the insulation of the gas. Therefore, if the current required to maintain the discharge channel 211 is fixed, power must be supplied according to the length of the discharge channel 211 in order to maintain the discharge channel 211.

[0094] Under high gas flow conditions, the ignition coil 300 is energized to output a large amount of power from the ignition coil 300 to the spark plug 200 in a short time. This enables the formation of... Figure 5 The long discharge channel 211 shown in Figure A. As a result, the discharge channel 211 is able to gain contact with a large space.

[0095] On the other hand, when the gas flow rate is low, the energizing control of the ignition coil 300 is performed to continuously output a small amount of power from the ignition coil 300 to the spark plug 200 for a long time. This allows for the maintenance of... Figure 5 The short discharge channel 211 shown in B is formed. As a result, the discharge channel 211 is able to obtain contact with the gas near the electrode of the spark plug 200 for a longer period of time.

[0096] (Existing ignition coil circuit)

[0097] Next, refer to Figure 6 The existing ignition coil is described.

[0098] Figure 6 It is a diagram illustrating a circuit that includes an existing ignition coil.

[0099] Figure 6 The circuit 400 shown has an ignition coil 300. The ignition coil 300 includes a primary coil 310 wound with a predetermined number of turns and a secondary coil 320 wound with a number of more turns than the primary coil 310.

[0100] One end of the primary coil 310 is connected to a DC power supply 330. This applies a specified voltage (e.g., 12V) to the primary coil 310. The other end of the primary coil 310 is connected to the collector (C) terminal of an igniter (power-on control circuit) 340 and is grounded via the igniter 340. The igniter 340 uses a transistor, field-effect transistor (FET), or similar device.

[0101] The base (B) terminal of the igniter 340 is connected to the ignition control unit 83. An energizing signal SA output from the ignition control unit 83 is input to the base (B) terminal of the igniter 340. When the energizing signal SA is input to the base (B) terminal of the igniter 340, the collector (C) terminal and emitter (E) terminal of the igniter 340 become energized, and current flows between the collector (C) terminal and the emitter (E) terminal. Thus, the energizing signal SA is output from the ignition control unit 83 to the primary coil 310 of the ignition coil 300 via the igniter 340. As a result, current flows through the primary coil 310 and stores electrical energy.

[0102] If the output of the energizing signal SA from the ignition control unit 83 stops, the current flowing through the primary coil 310 is cut off. As a result, a high voltage corresponding to the turns ratio of the coil to the primary coil 310 is generated in the secondary coil 320.

[0103] The high voltage generated in the secondary coil 320 is applied to the center electrode 210 of the spark plug 200 (see reference). Figure 5On A and B). This creates a potential difference between the center electrode 210 and the outer electrode 220 of the spark plug 200. If the insulation breakdown voltage Vm of the gas (gas mixture in the cylinder 150) generated between the center electrode 210 and the outer electrode 220 exceeds this potential difference, the gas components are broken down, resulting in a discharge between the center electrode 210 and the outer electrode 220. As a result, ignition of the fuel (gas mixture) occurs. Currently, based on the operation of the circuit 400 described above, the energizing signal SA is used to control the energizing of the ignition coil 300.

[0104] (Existing spark plug discharge control)

[0105] Next, refer to Figure 7 The discharge control of existing spark plugs is explained.

[0106] Figure 7 This is an example of a timing diagram illustrating the relationship between the control signal input to the ignition coil and the output in existing discharge control.

[0107] Figure 7 The timing diagram shown is an example of using ignition coil 300 to discharge spark plug 200 under high gas flow conditions. Figure 7 The diagram illustrates the relationship between the energizing signal SA output from the ignition control unit 83, the primary current I1 flowing to the primary coil 310 corresponding to the energizing signal SA, the electrical energy E stored in the ignition coil 300, the secondary current I2 flowing to the secondary coil 320, and the secondary voltage V2 generated in the secondary coil 320. Furthermore, the measurement points for the secondary current I2 and the secondary voltage V2 are located at... Figure 6 The spark plug 200 and ignition coil 300 are shown. Additionally, the primary current I1 is measured between the DC power supply 330 and the ignition coil 300.

[0108] like Figure 7 As shown, if the energizing signal SA changes to HIGH, the igniter 340 energizes the primary coil 310, and the primary current I1 increases. During the energization of the primary coil 310, the electrical energy E within the ignition coil 300 increases over time. Furthermore, during the energization of the primary coil 310, the secondary current I2 does not flow through the secondary coil 320, and no discharge occurs in the spark plug 200. Therefore, during the energization of the primary coil 310, the spark plug 200 is in a non-discharge state a.

[0109] Subsequently, if the energizing signal SA changes to LOW, the igniter 340 cuts off the energizing of the primary coil 310. This generates an electromotive force in the secondary coil 320, initiating the supply of electrical energy E from the ignition coil 300 to the spark plug 200. If the insulation between the electrodes 210 and 220 of the spark plug 200 breaks down, the spark plug 200 begins to discharge (initial discharge). This discharge of the spark plug 200 with such insulation breakdown is called capacitive discharge. That is, if the insulation between the electrodes 210 and 220 of the spark plug 200 breaks down, capacitive discharge b begins.

[0110] After the spark plug 200 begins to discharge, the electrical energy E in the ignition coil 300 decreases over time, sustaining the discharge of the spark plug 200. The discharge of the spark plug 200 without this insulation breakdown is called induced discharge.

[0111] During capacitor discharge, the secondary current I2 increases significantly. This secondary current I2 generated by the capacitor discharge ends within a short time. If the spark plug 200 begins to discharge and forms a discharge channel between the electrodes, the secondary current I2 decreases sharply and further decreases over time during subsequent induced discharge. That is, the secondary current I2 gradually decreases from the initial stage c of induced discharge to the later stage d of induced discharge.

[0112] As the discharge channel 211 elongates with the flow of gas, the resistance between electrodes 210 and 220 increases. As a result, the secondary voltage V2 increases over time, and the magnitude of the secondary current I2 required to maintain the discharge channel 211 changes according to the flow rate of the gas present between electrodes 210 and 220 of the spark plug 200.

[0113] If the secondary current I2 falls within the range from the minimum value required to maintain discharge channel 211 to the maximum value (excluding the maximum value) where discharge cannot occur in spark plug 200, then spark plug 200 repeatedly extinguishes and re-discharges discharge channel 211 (capacitor discharge b). Furthermore, extinguishing discharge channel 211 refers to spark plug 200 being in a no-discharge state a. Figure 7 In the example shown, the initial discharge is counted as one, the subsequent discharge is counted as three, and the total number of capacitor discharges is four.

[0114] If the electrical energy E within the ignition coil 300 decreases, the secondary current I2 will decrease accordingly. The secondary current I2 will then fall below its maximum value, which prevents discharge.

[0115] (Circuit of the ignition coil in the first embodiment)

[0116] Next, refer to Figure 8 The circuit 401 including the ignition coil 300 of the first embodiment will be described.

[0117] Figure 8This is a diagram illustrating the circuit 401 including the ignition coil 300 of the first embodiment.

[0118] like Figure 8 As shown, circuit 401 has an ignition coil 300. Ignition coil 300 includes a primary coil 310 wound with a predetermined number of turns and a secondary coil 320 wound with a number of turns greater than that of the primary coil 310.

[0119] One end of the primary coil 310 is connected to a DC power supply 330, thereby applying a specified voltage (e.g., 12V) to the primary coil 310. The other end of the primary coil 310 is connected to the collector (C) terminal of the first igniter (first power-on control circuit) 340 and the second igniter (second power-on control circuit) 341.

[0120] The emitter (E) terminal of the first igniter 340 is grounded via an internal resistor Ra. The emitter (E) terminal of the second igniter 341 is grounded via an internal resistor Rb and an additional resistor Rc. The base (B) terminals of the first igniter 340 and the second igniter 341 are respectively connected to the ignition control unit 83. The energizing signals SA and SB output from the ignition control unit 83 are input to the base (B) terminals of the first igniter 340 and the second igniter 341.

[0121] If an energizing signal SA is input to the base (B) terminal of the first igniter 340, the collector (C) terminal and emitter (E) terminal of the first igniter 340 become energized. As a result, current flows between the collector (C) terminal and the emitter (E) terminal. Thus, an energizing signal SA is output to the primary coil 310 of the ignition coil 300, and current flows through the primary coil 310, storing electrical energy.

[0122] Furthermore, if an energizing signal SB is input to the base (B) terminal of the second igniter 341, the collector (C) terminal and emitter (E) terminal of the second igniter 341 become energized. As a result, current flows between the collector (C) terminal and the emitter (E) terminal. Consequently, an energizing signal SB is output to the primary coil 310 of the ignition coil 300, and current flows through the primary coil 310, accumulating electrical energy.

[0123] If the output of the energizing signal SA or energizing signal SB from the ignition control unit 83 stops and the current flowing through the primary coil 310 is cut off, a high voltage corresponding to the turns ratio of the coil relative to the primary coil 310 is generated in the secondary coil 320.

[0124] The high voltage generated in the secondary coil 320 is applied to the center electrode 210 of the spark plug 200 (see reference). Figure 5(A, B). This creates a potential difference between the center electrode 210 and the outer electrode 220 of the spark plug 200. If this potential difference between the center electrode 210 and the outer electrode 220 exceeds the insulation breakdown voltage Vm of the gas (the gas mixture in the cylinder 150), the gas components are broken down, resulting in a discharge between the center electrode 210 and the outer electrode 220. As a result, the fuel (gas mixture) is ignited. Here, the resistance between the other end of the primary coil 310 and ground is used as the primary resistance. The resistance value R1 of the primary resistance varies depending on the energizing state of the first igniter 340 and the second igniter 341.

[0125] (Control signals input to and output to the ignition coil)

[0126] Next, the relationship between the control signal input to the ignition coil of the first embodiment and the output will be explained.

[0127] Figure 9 This is the first example of a timing diagram illustrating the relationship between the control signal input to the ignition coil 300 of circuit 401 and the output.

[0128] exist Figure 9 In the timing diagram shown, Figure 8 The resistors Ra, Rb, and Rc shown satisfy the relationship in equation (1).

[0129] Ra=Rb=Rc=1…Equation (1)

[0130] In this case, when the power-on signal SA is OFF and the power-on signal SB is ON, the resistance value R1 of the primary resistor is "2" (R1 = 2). On the other hand, when the power-on signal SA is ON and the power-on signal SB is OFF, the resistance value R1 of the primary resistor is "1" (R1 = 1).

[0131] If the energizing signal SA or energizing signal SB changes from ON to OFF, the resistance value R1 of the primary resistor becomes infinite. Moreover, the change in resistance value R1 becomes a change in the primary current, generating voltage and current in the secondary coil 320 corresponding to the turns ratio of the coil relative to the primary coil 310.

[0132] The primary energy stored in the primary coil 310 is determined by the primary current I1. With a constant primary voltage, the primary current I1 is inversely proportional to the primary resistance. Therefore, if the resistance R1 of the primary resistor is small, the primary energy increases; if the resistance R1 of the primary resistor is large, the primary energy decreases. This primary energy is converted into voltage and transferred to the secondary winding. Therefore, if the primary energy is large, the secondary energy increases; if the primary energy is small, the secondary energy decreases.

[0133] Assuming the distance between electrodes 210 and 220 of spark plug 200 is constant and the length of discharge channel 211 is constant, then the secondary voltage (V2) and the resistance value of the secondary resistor are constant. The secondary energy at this time is the integral of the secondary current I2. Therefore, the resistance value R1 of the primary resistor is proportional to the secondary energy.

[0134] Figure 10 This is the second example of a timing diagram illustrating the relationship between the control signal input to the ignition coil 300 of circuit 401 and the output.

[0135] exist Figure 10 In the timing diagram on the left, Figure 8 The resistors Ra, Rb, and Rc shown satisfy the relationship in equation (1) above. In this case, if the energizing signal SA is ON and the energizing signal SB is ON, then the resistance value R1 of the primary resistor is "0.66" (R1 = 0.66). Figure 10 As shown in the timing diagram on the left, the secondary current I2 and the secondary energy increase as the resistance value R1 of the primary resistor decreases.

[0136] exist Figure 10 In the timing diagram on the right, Figure 8 The resistors Ra, Rb, and Rc shown satisfy the relationship between equations (2) and (3).

[0137] Ra=Rb=1…Equation (2)

[0138] Rc=0…Equation (3)

[0139] In this case, if both the energizing signal SA and the energizing signal SB are ON, then the resistance value R1 of the primary resistor is "0.5" (R1 = 0.5). Figure 10 As shown in the timing diagram on the right, the secondary current I2 and secondary energy increase as the resistance value R1 of the primary resistor decreases.

[0140] Figure 11 This is the third example of a timing diagram illustrating the relationship between the control signal input to the ignition coil 300 of circuit 401 and the output.

[0141] exist Figure 11 In the timing diagram on the left, Figure 8 The resistors Ra, Rb, and Rc shown satisfy the relationships in equations (2) and (3) above. In this case, if the energizing signal SA is ON and the energizing signal SB is ON, the resistance value R1 of the primary resistor is "0.5" (R1 = 0.5). Alternatively, if the energizing signal SA is OFF and the energizing signal SB is ON, the resistance value R1 of the primary resistor is "1" (R1 = 1).

[0142] exist Figure 11In the discharge control of the spark plug 200 shown, after the energizing signal SA is turned off and an appropriate time has elapsed, the energizing signal SB is also turned off. This changes the resistance value R1 of the primary resistor. Additionally, in Figure 11 In the timing diagrams on the left and right, the timing of cutting off the energizing signal SB is different. As a result, the change time of the resistance value R1 is different. In addition, the timing of cutting off the energizing signal SB is before the start of re-discharge in both cases.

[0143] exist Figure 11 In the discharge control of the spark plug 200 shown, the energization of the ignition coil 300 is controlled by changing the resistance value R1 of the primary resistor, so that secondary energy is released in overlap with the primary energy. This reduces the secondary current I2 (secondary energy) from the start of the spark plug 200's discharge until the primary current I1 becomes 0. As a result, the current supply-demand imbalance is reduced, and unwanted power accumulation is prevented, thus suppressing heat generation. Therefore, since cooling components can be reduced, the increase in the volume and cost of the ignition coil 300 can be suppressed. Furthermore, by utilizing the secondary current I2 from the start of the spark plug 200's discharge until the primary current I1 becomes 0, the current level in the discharge channel 211 can be maintained, thus suppressing poor ignition.

[0144] Figure 12 This is the fourth example of a timing diagram illustrating the relationship between the control signal input to the ignition coil 300 of circuit 401 and the output.

[0145] exist Figure 12 In the timing diagram on the left, Figure 8 The resistors Ra, Rb, and Rc shown satisfy the relationship of equation (1) above. In this case, if the energizing signal SA is ON and the energizing signal SB is ON, the resistance value R1 of the primary resistor is "0.66" (R1 = 0.66). In addition, if the energizing signal SA is OFF and the energizing signal SB is ON, the resistance value R1 of the primary resistor is "2" (R1 = 2).

[0146] exist Figure 12 In the discharge control of the spark plug 200 shown, after the energizing signal SA is cut off and an appropriate time has elapsed, the energizing signal SB is cut off. This changes the resistance value R1 of the primary resistor. Additionally, in... Figure 12 In the timing diagrams on the left and right, the timing of cutting off the energizing signal SB is different. As a result, the change time of the resistance value R1 is different. In addition, the timing of cutting off the energizing signal SB is before the start of re-discharge in both cases.

[0147] exist Figure 12In the discharge control of the spark plug 200 shown, the energization of the ignition coil 300 is controlled by changing the resistance value R1 of the primary resistor, so that secondary energy is released in overlap with the primary energy. This reduces the secondary current I2 (secondary energy) from the start of the spark plug 200's discharge until the primary current I1 becomes 0. As a result, the current supply-demand imbalance is reduced, and unwanted power accumulation is prevented, thus suppressing heat generation. Therefore, since cooling components can be reduced, the increase in the volume and cost of the ignition coil 300 can be suppressed. Furthermore, by utilizing the secondary current I2 from the start of the spark plug 200's discharge until the primary current I1 becomes 0, the current level in the discharge channel 211 can be maintained, thus suppressing poor ignition.

[0148] Figure 13 This is the fifth example of a timing diagram illustrating the relationship between the control signal input to the ignition coil 300 of circuit 401 and the output.

[0149] exist Figure 13 In the timing diagram on the left, Figure 8 The resistors Ra, Rb, and Rc shown satisfy the relationship of equation (1) above. In this case, if the energizing signal SA is ON and the energizing signal SB is ON, the resistance value R1 of the primary resistor is "0.66" (R1 = 0.66). In addition, if the energizing signal SA is ON and the energizing signal SB is OFF, the resistance value R1 of the primary resistor is "1" (R1 = 1).

[0150] exist Figure 13 In the discharge control of the spark plug 200 shown, after the energizing signal SB is cut off and an appropriate time has elapsed, the energizing signal SA is cut off. This changes the resistance value R1 of the primary resistor. Additionally, in... Figure 13 In the timing diagrams on the left and right, the timing of cutting off the energizing signal SA is different. As a result, the change time of the resistance value R1 is different. In addition, the timing of cutting off the energizing signal SA is before the start of re-discharge in both cases.

[0151] exist Figure 13In the discharge control of the spark plug 200 shown, the energization of the ignition coil 300 is controlled by changing the resistance value R1 of the primary resistor, so that secondary energy is released in overlap with the primary energy. This reduces the secondary current I2 (secondary energy) from the start of the spark plug 200's discharge until the primary current I1 becomes 0. As a result, the current supply-demand imbalance is reduced, and unwanted power accumulation is prevented, thus suppressing heat generation. Therefore, since cooling components can be reduced, the increase in the volume and cost of the ignition coil 300 can be suppressed. Furthermore, by utilizing the secondary current I2 from the start of the spark plug 200's discharge until the primary current I1 becomes 0, the current level in the discharge channel 211 can be maintained, thus suppressing poor ignition.

[0152] For reference Figure 4 As explained, depending on the operating conditions of the internal combustion engine 100 (engine operating conditions), the state of the fuel gas between the electrodes 210 and 220 of the spark plug 200 differs. The required energy or the time distribution of energy changes accordingly. Major factors influencing the state of the fuel gas include, for example, flow rate and EGR rate.

[0153] If the EGR rate increases, the amount of inert gas in the fuel gas increases. Therefore, an increase in ignition energy is required. For example, under low EGR conditions, with igniters 340 and 341 energized at only one setting and the EGR rate high, the number of igniters 340 and 341 energized can be set to two. This reduces the risk of excessive or insufficient ignition energy supply. Furthermore, the ignition energy can be adjusted in two levels according to the engine's operating conditions. As a result, both reduced power consumption and improved ignition performance can be achieved simultaneously.

[0154] To reduce the greater excess or deficiency in the supply and demand of ignition energy, the ignition energy supply needs to be adjusted more precisely. For example... Figure 7 As shown in the non-discharge state a, the charging energy E can be adjusted according to the duration of setting the energizing signal SA to HIGH. Therefore, by adjusting the start time of the energizing signal SA (charging start time), the charging energy E can be adjusted without increments, resulting in more precise adjustment of the ignition energy supply.

[0155] like Figure 7 As shown in the later stage d of the induced discharge, the change in voltage or electrical force is required to vary with different flow rates. Therefore, it can be based on... Figure 4 The flow rate shown changes the energizing sequence and duration of igniters 340 and 341. This allows for the adjustment of the time distribution of ignition energy and, on a time-by-time basis, the regulation of excess or insufficient ignition energy supply.

[0156] 2. Second Implementation Method

[0157] The following is for reference Figure 14 The internal combustion engine control device of the second embodiment of the present invention will be described.

[0158] Figure 14 This is a diagram illustrating the circuit including the ignition coil of the second embodiment.

[0159] The internal combustion engine control device of the second embodiment has the same structure as the internal combustion engine control device (control device 1) of the first embodiment, the difference being that it includes a circuit with an ignition coil. Therefore, the circuit 402 of the second embodiment will be described here, and descriptions of structures that are repeated in the first embodiment will be omitted. Figure 14 In the figures, the same reference numerals are used for structures common to the first embodiment.

[0160] like Figure 14 As shown, the circuit 402 of the second embodiment includes a timer circuit 342. The timer circuit 342 is connected to the ignition control unit 83. In addition, the base (B) terminals of the first igniter 340 and the second igniter 341 are respectively connected to the timer circuit 342.

[0161] The timer circuit 342 receives an energizing signal SC from the ignition control unit 83. After a predetermined first time has elapsed since receiving the energizing signal SC from the ignition control unit 83, the timer circuit 342 outputs an energizing signal SA to the first igniter 340. Furthermore, after a predetermined second time has elapsed since receiving the energizing signal SC from the ignition control unit 83, the timer circuit 342 outputs an energizing signal SB to the second igniter 341. The first and second times are different.

[0162] In the second embodiment, since a timer circuit 342 is included, a single signal line can be used to connect to the ignition control unit 83. Furthermore, similar to the first embodiment, the secondary current I2 (secondary energy) from the start of discharge from the spark plug 200 until the primary current I1 becomes zero can be reduced. As a result, the current supply-demand gap can be reduced, and increased power waste can be prevented. Additionally, the cooling components can be reduced, thus suppressing the increase in the volume and cost of the ignition coil 300. Moreover, by utilizing the secondary current I2 from the start of discharge from the spark plug 200 until the primary current I1 becomes zero, the current level in the discharge channel 211 can be maintained, thus suppressing poor ignition.

[0163] 3. Summary

[0164] As explained above, the control device (control device 1) for the internal combustion engine (internal combustion engine 100) according to the above embodiment controls the internal combustion engine and includes: a primary coil (primary coil 310); a secondary coil (secondary coil 320) that generates an electromotive force after the energization of the primary coil is cut off; and a spark plug (spark plug 200) connected to the secondary coil. The internal combustion engine control device includes: a first energizing control circuit (first igniter 340) that controls the energization of the primary coil; a second energizing control circuit (second igniter 341) connected in parallel with the first energizing control circuit and controlling the energization of the primary coil; and an ignition control unit (ignition control unit 83). The ignition control unit performs control after the first and second energizing control circuits are turned on, setting a time difference between the energizing and de-energizing times of the first and second energizing control circuits. The ignition control unit sets the energizing and de-energizing times of the first and second energizing control circuits before the spark plug discharge ends.

[0165] This reduces the secondary current I2 flowing through the secondary coil before the primary current I1 flowing through the primary coil becomes zero. Consequently, the current supply-demand gap is reduced, and increased power waste is prevented, thus suppressing heat generation. Therefore, cooling components can be reduced, thereby minimizing the increase in size and cost of the primary and secondary coils (ignition coils). Furthermore, since the current required to maintain the spark plug's discharge path is ensured, poor ignition is suppressed.

[0166] Furthermore, in the control device (control device 1) of the internal combustion engine (internal combustion engine 100) according to the above embodiment, the ignition control unit (ignition control unit 83) turns off the power to the second ignition control circuit (second igniter 341) after turning off the first ignition control circuit (first igniter 340) and before the secondary current I2 flowing in the secondary coil (secondary coil 320) becomes 0. This allows for the supply of a suitable secondary current I2 and extends the discharge path of the spark plug. As a result, ignition performance is improved.

[0167] Furthermore, in the control device (control device 1) of the internal combustion engine (internal combustion engine 100) according to the above embodiment, the ignition control unit (ignition control unit 83) performs a power-off (OFF) operation on the second power-on control circuit before the re-discharge of the spark plug (spark plug 200) begins. This allows for the supply of the required secondary current I2 and extends the discharge path of the spark plug. As a result, ignition performance is improved.

[0168] Furthermore, in the control device (control device 1) of the internal combustion engine (internal combustion engine 100) according to the above embodiment, the energizing resistances of the first energizing control circuit (first igniter 340) and the second energizing control circuit (second igniter 341) are different. Therefore, it is easy to vary the secondary current I2 according to demand, and the current supply-demand difference can be reduced. As a result, unnecessary power increase can be prevented, thereby suppressing heat generation.

[0169] Furthermore, in the control device (control device 1) of the internal combustion engine (internal combustion engine 100) according to the above embodiment, the ignition control unit (ignition control unit 83) changes the number of energized control circuits according to the operating conditions. This allows for the implementation of a discharge corresponding to the required ignition energy, and reduces the excess or deficiency of ignition energy supply and demand. Moreover, since the ignition energy can be adjusted in two levels according to the engine's operating conditions, both reduced power consumption and improved ignition performance can be achieved simultaneously.

[0170] Furthermore, in the control device (control device 1) of the internal combustion engine (internal combustion engine 100) according to the above embodiment, the ignition control unit (ignition control unit 83) changes the energizing duration of the first energizing control circuit (first igniter 340) and the second energizing control circuit (second igniter 341) according to the operating conditions. This allows for adjustment of charging energy without different increments.

[0171] Furthermore, in the control device (control device 1) of the internal combustion engine (internal combustion engine 100) according to the above embodiment, the ignition control unit (ignition control unit 83) changes the energizing sequence of the first energizing control circuit (first igniter 340) and the second energizing control circuit (second igniter 341) according to the operating conditions. Therefore, the timing distribution of ignition energy can be adjusted according to the different required voltages due to the varying flow rates between the electrodes of the spark plug (spark plug 200). As a result, the supply and demand of ignition energy can be adjusted in time units to address over- or under-supplied conditions.

[0172] Furthermore, in the control device (control device 1) of the internal combustion engine (internal combustion engine 100) according to the above embodiment, the ignition control unit (ignition control unit 83) changes the energizing timing of the first energizing control circuit (first igniter 340) and the second energizing control circuit (second igniter 341) according to the operating conditions. Thus, the timing distribution of ignition energy is adjusted according to the different required voltages due to the varying flow rates between the electrodes of the spark plug (spark plug 200). As a result, the supply and demand of ignition energy can be adjusted to be excessive or insufficient on a time-based basis.

[0173] Furthermore, the control device (control device 1) for the internal combustion engine (internal combustion engine 100) according to the above embodiment includes a timer circuit that implements phase difference control of the first energization control circuit (first igniter 340) and the second energization control circuit (second igniter 341). Therefore, only one signal line can be used to connect to the ignition control unit (ignition control unit 83).

[0174] The embodiments and effects of the internal combustion engine control device of the present invention have been described above. However, the internal combustion engine control device of the present invention is not limited to the above embodiments, and various modifications can be made without departing from the key points of the invention described in the technical solution.

[0175] Furthermore, the above embodiments are described in detail for ease of understanding and illustration of the present invention, and are not intended to limit the scope to having all the described structures. Additionally, a portion of the structure of one embodiment may be replaced with a structure of another embodiment, and structures of other embodiments may be added to the structure of one embodiment. Furthermore, for a portion of the structure of each embodiment, other structures may be added, deleted, or replaced.

[0176] For example, in the above embodiment, two igniters (power-on control circuits) are used: a first igniter 340 and a second igniter 341. However, as the internal combustion engine control device of the present invention, three or more igniters (power-on control circuits) connected in parallel can also be used. This allows for more precise control of the variation of the secondary current I2 according to demand, and reduces the current supply-demand difference.

[0177] Explanation of reference numerals in the attached figures

[0178] 1…Control device, 10…Analog input unit, 20…Digital input unit, 30…A / D converter, 40…RAM, 50…MPU, 60…ROM, 70…I / O port, 80…Output circuit, 81…Overall control unit, 82…Fuel injection control unit, 83…Ignition control unit, 84…Cylinder detection unit, 85…Angle information generation unit, 86…Speed ​​information generation unit, 87…Intake air volume measurement unit, 88…Load information generation unit, 89…Water temperature measurement unit, 100…Internal combustion engine, 110Air purifier, 111…Intake manifold, 112…Intake manifold, 113…Throttle valve, 115…Intake air temperature sensor, 120…Ring gear, 123Crankshaft, 125…Addition Speed ​​pedal, 130… fuel tank, 131… fuel pump, 132… pressure regulator, 133… fuel piping, 134… fuel injection device, 150… cylinder, 151… intake valve, 152… exhaust valve, 160… exhaust manifold, 161… three-way catalytic converter, 170… piston, 200… spark plug, 210… center electrode, 211… discharge channel, 220… outer electrode, 230… insulator, 300… ignition coil, 310… primary coil, 320… secondary coil, 330… DC power supply, 340… first igniter (first power-on control circuit), 341… second igniter (second power-on control circuit), 342… timer circuit, 400, 401… circuit.

Claims

1. An internal combustion engine control device for controlling an internal combustion engine, wherein the internal combustion engine has a primary coil, a secondary coil that generates an electromotive force when the energization of the primary coil is cut off, and a spark plug connected to the secondary coil, the internal combustion engine control device being characterized in that it comprises: A first energizing control circuit that controls the energizing of the primary coil; A second energizing control circuit connected in parallel with the first energizing control circuit to control the energizing of the primary coil; and The ignition control unit controls the first and second power-on control circuits after they are switched on, and sets a time difference between the power-on and power-off timings of the first and second power-on control circuits. The ignition control unit sets the power-on and power-off timing of the first power-on control circuit and the second power-on control circuit before the spark plug discharge ends, and changes the power-on sequence of the first power-on control circuit and the second power-on control circuit according to the working conditions.

2. The internal combustion engine control device as described in claim 1, characterized in that, The ignition control unit shuts off the power to the second power control circuit after shutting off the power to the first power control circuit and before the secondary current flowing in the secondary coil becomes zero.

3. The internal combustion engine control device as described in claim 1 or 2, characterized in that, The ignition control unit performs the power-off of the second power-on control circuit before the re-discharge of the spark plug begins.

4. The internal combustion engine control device as described in claim 1, characterized in that, The first power-on control circuit and the second power-on control circuit have different power-on resistances.

5. The internal combustion engine control device as described in claim 1, characterized in that, The ignition control unit changes the number of energized control circuits according to the operating conditions.

6. The internal combustion engine control device as described in claim 1, characterized in that, The ignition control unit changes the energizing duration of the first energizing control circuit and the second energizing control circuit according to the operating conditions.

7. The internal combustion engine control device as described in claim 1, characterized in that, The ignition control unit changes the energizing timing of the first energizing control circuit and the second energizing control circuit according to the operating conditions.

8. The internal combustion engine control device as described in claim 1, characterized in that, A timer circuit that implements phase difference control of the first power-on control circuit and the second power-on control circuit.

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