Abstract: An ignition timing control apparatus for an internal combustion engine, when determining that recalculations are possible from the time when final ignition timing is calculated normally to final ignition timing, recalculates the correction amount of the ignition timing by feedback control and the final ignition timing. Accordingly, engine speed at a time closer to actual ignition timing is reflected on the final ignition timing. This configuration prevents overshoot from occurring even when a feedback gain is made greater and thus allows highly-responsive feedback control of the ignition timing thereby suppressing the change in rotation of the engine effectively. When the recalculations are not performed, the final ignition timing based on the correction amount, as normally calculated, is used. Thus, the final ignition timing is maintained at certain accuracy and abnormal ignition such as accidental fire is prevented.

Abstract: An ignition timing control apparatus for an internal combustion engine, when determining that recalculations are possible from the time when final ignition timing is calculated normally to final ignition timing, recalculates the correction amount of the ignition timing by feedback control and the final ignition timing. Acccordingly, engine speed at a time closer to actual ignition timing is reflected on the final ignition timing. This configuration prevents overshoot from occurring even when a feedback gain is made greater and thus allows highly-responsive feedback control of the ignition timing thereby suppressing the change in rotation of the engine effectively. When the recalculations are not performed, the final ignition timing based on the correction amount, as normally calculated, is used. Thus, the final ignition timing is maintained at certain accuracy and abnormal ignition such as accidental fire is prevented.

Abstract: When an engine is in an idle state and a drive range is selected in transmission (i.e. during idle control), an idle controlling portion of an engine ECU calculates a target power for controlling a power of the engine to keep it constant, and outputs the calculated target power to an engine controlling portion. The engine controlling portion controls the power of the engine based on the target power calculated by the idle controlling portion during idle control.

Abstract: When an engine is in an idle state and a drive range is selected in transmission (i.e. during idle control), an idle controlling portion of an engine ECU calculates a target power for controlling a power of the engine to keep it constant, and outputs the calculated target power to an engine controlling portion. The engine controlling portion controls the power of the engine based on the target power calculated by the idle controlling portion during idle control.

Abstract: An ignition timing control apparatus for an engine, which corrects the ignition timing in accordance with the presence/absence of exhaust gas to be recirculated into a combustion chamber by an exhaust gas recirculation (EGR) apparatus is described. An electronic control unit (ECU) controls the EGR apparatus in accordance with the running condition of the engine to control the EGR amount. The ECU computes a base ignition timing in accordance with the running condition of the engine and corrects the computed value toward advancement by a predetermined value in accordance with the EGR amount. Further, the ECU corrects the compensated value of the ignition timing by a predetermined value toward retard to the timing close to the limit beyond which knocking starts. Furthermore, the ECU limits the retard angle value within the range of the maximum value which is computed in accordance with the engine's running condition, and changes the retard angle value or the maximum value in accordance with the EGR amount.