CN101498250A - Operation control apparatus of internal combustion engine - Google Patents
Operation control apparatus of internal combustion engine Download PDFInfo
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- CN101498250A CN101498250A CN 200910009913 CN200910009913A CN101498250A CN 101498250 A CN101498250 A CN 101498250A CN 200910009913 CN200910009913 CN 200910009913 CN 200910009913 A CN200910009913 A CN 200910009913A CN 101498250 A CN101498250 A CN 101498250A
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Abstract
The invention is capable of properly calculating engine load (for instance air inflow) to control operation (for instance ignition timing control) more properly in condition of unstable rotate speed of the engine without an air-fuel delivery ratio sensor. An average rotate speed of the engine and an angular velocity of crankshaft equal to a portion of width of a variable magnetic resistance rotor are calculated. According to the calculation results, a stroke P1 before a compressed stroke PO of predetermined ignition in the operation control device of an internal combustion engine at ignition time is determined. During calculation of average engine rotate speed Ne, calculation of angular velocity of crankshaft omega is processed.
Description
Technical field
The present invention relates to the operation controller of internal-combustion engine, particularly, relate to the technology that is used to improve specific fuel consumption and improves emission performance.
Background technique
About internal-combustion engine, comprise the internal-combustion engine of lift-launch on vehicle, under to the higher situation of the requirement that improves specific fuel consumption and raising emission performance, in order to popularize the internal-combustion engine that satisfies this requirement, it is very important reducing cost.
For example, the operation controller of known a kind of internal-combustion engine, the operation controller of described internal-combustion engine comprises: engine load sensor is used to detect the door aperture of solar term; Time detecting portion is used to detect the required time of crankangle that crankshaft rotating is stipulated; The air fuel ratio control device is used to set from playing a part the Fuelinjection nozzle supplied fuel amount as the mixed gas formation portion that forms mixed gas; This air fuel ratio control device, operation range according to internal-combustion engine, carry out based on the aperture of closure set the control of fuel quantity with based on the switching (for example, with reference to patent documentation 1) between the control of the suction air quantity setting fuel quantity that goes out by the Time Calculation of utilizing time detecting portion to detect.
According to this operation controller, because in order to set fuel duty, calculate the suction air quantity by the time of utilizing time detecting portion to detect, so, need not Air flow meter or air inlet pressure sensor, reduced the cost of operation controller.
In addition, known a kind of operation controller, this device is in order to improve specific fuel consumption and to improve emission performance, setting is from the internal-combustion engine state-detection portion of the state that detects internal-combustion engine and go out the air-fuel ratio sensor (for example oxygen concentration sensor) of air fuel ratio from the composition detection of discharging gas, based on the setting state of the internal-combustion engine that detects fundamental quantity from mixed gas formation portion supplied fuel supply, simultaneously, based on this fundamental quantity of the air-fuel ratio correction fuel duty that detects, set fuel quantity.
[patent documentation 1] spy opens the 2004-108289 communique
Summary of the invention
But, in four-stroke internal-combustion engine, in combustion stroke, produce big burning energy (positive energy).On the other hand, in exhaust stroke, absorb energy, in aspirating stroke, absorb energy, in compression stroke, absorb energy by resistance to compression pression by intake resistance by exhaust resistance.That is, in exhaust stroke, aspirating stroke and compression stroke, produce negative energy.And then the energy as negative exists by the absorption of mechanical friction resistance to energy.
In addition, the amount of the negative energy in compression stroke is bigger than the amount of the negative energy in the exhaust stroke.This energy poor becomes compression energy needed that reflection sucks air, is the value of resistance to compression pression.
On the other hand, in low-load region, that is, and when the low output running, because exhaust loss is very little, so the amount of the negative energy in exhaust resistance is considered to be caused by surface friction drag.
As a result, the angular velocity of bent axle changes in each stroke of circuit combustion stroke, exhaust stroke, aspirating stroke and compression stroke that constitutes internal-combustion engine.
But under the identical situation of the rotating speed of motor, the suction air quantity is many more, and perhaps, the commentaries on classics that internal-combustion engine produces is apart from big more, and then the angular velocity varies of bent axle is big more.
In addition, under the certain situation of the rotating speed of motor, at the variable quantity of angular velocity and suck and exist linear strong correlation between the air quantity.
Thereby,, then can utilize the variable quantity of angular velocity to infer the suction air quantity if determined the rotating speed of motor.
But, considering not rely under the situation that air-fuel ratio sensor controls, rotating speed at motor after the detection of engine speed takes place under the situation of big variation, has the possibility of the air imbibed quantity skew that calculates, and wishes further to improve the precision of inferring of air imbibed quantity.
Specifically, under the big situation of the engine speed of the reality for the engine speed numerical value that uses in the computing, when detecting the angular velocity of bent axle, the situation that exists the air imbibed quantity that calculates to lack than the air imbibed quantity that reality requires.As a result, can be with than the Zao timing setting ignition timing of ignition timing that in fact requires.
On the other hand, for the engine speed numerical value that uses in the computing, under the little situation of the engine speed of the reality when detecting the angular velocity of bent axle, the situation that exists the air imbibed quantity that calculates to Duo than the air imbibed quantity that reality requires.As a result, can be with the late timing setting ignition timing of ignition timing that requires than reality.
In addition, in the prior art, under the situation of the angular velocity that utilizes reluctor and adapter detection bent axle, because the electrical angle of the reluctor of the pulse width that conduct is equivalent to detect, utilize predetermined fixed value to calculate angular velocity etc., so, because the error (size error of reluctor or adapter, detection error etc. is produced tolerance etc. in batches), when the electrical angle of the reluctor that reluctor on vehicle or adapter detect utilize is carried in control actually, be not limited to the electrical angle of the reluctor that equals to be scheduled to, improve the leeway of testing precision of the load condition of internal-combustion engine in addition.
Therefore, the operation controller that the purpose of this invention is to provide a kind of internal-combustion engine, the operation controller of described internal-combustion engine, do not rely on air-fuel ratio sensor, even under the big situation of engine speed change, also can calculate the load condition (for example, sucking air quantity) of motor, the control of can more suitably turning round (for example, ignition timing control) rightly.In addition, provide a kind of operation controller of internal-combustion engine, the operation controller of described internal-combustion engine, the influence of the tolerance equal error when reducing the batch process of reluctor or adapter improves the testing precision of the load condition of internal-combustion engine.Carry out more appropriate running control.
In order to solve above-mentioned problem, first kind of operation controller that form is a kind of internal-combustion engine of the present invention, the operation controller of described internal-combustion engine comprises: flywheel, described flywheel is connected on the bent axle; Reluctor, described reluctor is connected on the aforementioned flywheel, is used for the rotating speed of the aforementioned bent axle of instrumentation etc.; Rotation feeler mechanism is used to detect passing through of aforementioned reluctor; Control device, described control device is by utilizing the aforementioned result that feeler mechanism detects that rotates, calculate the mean speed in specified time limit and be equivalent to the angular velocity of crankshaft of part of width of the reluctor of aforementioned bent axle, based on these result of calculation, the decision ignition timing; It is characterized in that, aforementioned control device, in the stroke before the compression stroke of predetermined ignition, calculate aforementioned mean speed during in, calculate aforementioned angular velocity of crankshaft simultaneously.
According to said structure, because in the stroke of control device before the compression stroke of predetermined ignition, in during the detection mean speed, the calculating of March axis angular rate simultaneously, so, can think when calculating the mean engine rotating speed and the state of the motor when calculating angular velocity of crankshaft the same basically, even under the big situation of engine speed change, also be difficult to be subjected to the influence of this variation, can calculate air imbibed quantity rightly.
In addition, second kind of form of the present invention in first kind of form, is characterized in that, in the compression stroke of aforementioned control device before being about to carry out the stroke of aforementioned predetermined ignition, calculates the mean speed and the aforementioned angular velocity of crankshaft of aforementioned motor.
According to said structure, because in decision during ignition timing, based on the mean speed and the angular velocity of crankshaft of the motor that calculates in the compression stroke before being about to carry out the stroke of predetermined ignition, so, can further determine ignition timing more rightly.
In addition, the third form of implementation of the present invention is a kind of operation controller of internal-combustion engine, and the operation controller of described internal-combustion engine comprises: flywheel, and described flywheel is connected on the bent axle; Reluctor, described reluctor is connected on the aforementioned flywheel, is used for the rotating speed of the aforementioned bent axle of instrumentation etc.; Rotation feeler mechanism is used to detect passing through of aforementioned reluctor; Control device, described control device is by utilizing the aforementioned result that feeler mechanism detects that rotates, calculate the angular velocity of crankshaft of the part that is equivalent to the reluctor width of mean speed in specified time limit and aforementioned bent axle,, obtain the load of internal-combustion engine based on these result of calculation; It is characterized in that, aforementioned control device based on aforementioned reluctor pass through to detect the time angular velocity omega x and aforementioned reluctor pass through non-detecting the time angular velocity omega y, calculate electrical angle T3 corresponding to the reluctor of aforementioned reluctor width, divided by by detection time Tx, calculate the angular velocity omega of aforementioned reluctor by the electrical angle T3 of aforementioned reluctor.
According to said structure, control device based on reluctor pass through to detect the time angular velocity omega x and reluctor pass through non-detecting the time angular velocity omega y, calculate reluctor electrical angle T3 corresponding to the reluctor width, divided by by detection time Tx, calculate aforementioned reluctor angular velocity omega by the electrical angle T3 of reluctor.
Thereby, can (for example, the batch process tolerance under the state of) influence, calculate the electrical angle of reluctor in the error in having eliminated reluctor or rotation feeler mechanism, and then, can calculate the angular velocity of the reluctor of having eliminated error effect.
In addition, the 4th kind of form of the present invention, in the third form, it is characterized in that, aforementioned control device based on aforementioned reluctor pass through to detect the time angular velocity omega x and aforementioned by detection time Tx, obtain reluctor angle Dx, simultaneously, based on aforementioned reluctor pass through non-detecting the time angular velocity omega y and by non-detection time Ty, obtain the angle Dy outside the reluctor angle Dx, utilize formula (1) to calculate reluctor electrical angle T3
T3={Dx/ (Dx+Dy) } * 360 (degree) ... (1)
According to said structure, can easily calculate reluctor electrical angle T3, and then, can easily calculate the reluctor angular velocity of having eliminated error effect.
The 5th kind of form of the present invention, in the 4th kind of form, it is characterized in that, second reluctor is being set the position of several angle in advance from aforementioned reluctor, aforementioned control device, by the aforementioned rotation detected result of feeler mechanism, calculate from previous aforementioned second reluctor pass through detect the zero hour to after the aforementioned reluctor that carries out pass through detect the zero hour during angular velocity omega A, and from this aforementioned second reluctor pass through detect the zero hour to after the aforementioned reluctor that carries out pass through detect the zero hour during angular velocity omega B, based on aforementioned angular velocity omega A and aforementioned angular velocity omega B, calculate the angular velocity omega 1 that passes through to detect the zero hour of previous aforementioned reluctor, the passing through to detect of the previous aforementioned reluctor angular velocity omega c constantly that finishes, aforementioned this angular velocity omega 0 that passes through to detect the zero hour of aforementioned reluctor, according to the aforementioned detection time Tx and aforementioned that passes through by non-detection time Ty, utilize formula (2)～(5) to calculate aforementioned reluctor angle Dx and aforementioned angle Dy respectively
ωx＝(ω1+ωc)/2 ...(2)
ωy＝(ωc+ω0)/2 ...(3)
Dx＝Tx×ωx ...(4)
Dy＝Ty×ωy ...(5)。
According to said structure, on the position of answering several angle than reluctor in advance, second reluctor is set, by detect from previous second reluctor pass through detect the zero hour to after the reluctor that carries out pass through detect the zero hour during angular velocity omega A, and from this second reluctor pass through detect the zero hour to after the reluctor that carries out pass through detect the zero hour during angular velocity omega B, obtain angular velocity omega A as the benchmark that is used to calculate reluctor electrical angle T3, ω B, by according to these angular velocity omega A as benchmark, ω B carries out computing, can easily calculate reluctor electrical angle T3, and then, can easily calculate the reluctor angular velocity of having eliminated error effect.
According to the present invention, even under the big state of the rotation speed change of motor, also can easily collect the high data such as angular velocity of reliability with appropriate timing, can easily realize sucking the running control of the calculating etc. of air quantity.
Description of drawings
Fig. 1 is the diagram of structure of operation controller of the internal-combustion engine of expression form of implementation.
Fig. 2 is the brief description figure of relation of the angular velocity of each stroke of expression explanation internal-combustion engine and reluctor, pulse and bent axle.
Fig. 3 is the further explanatory drawings of relation of the angular velocity of each stroke of the internal-combustion engine in first kind of form of implementation of expression and reluctor, pulse and bent axle.
Fig. 4 be rotating speed with motor as parameter, the absolute value of the variable quantity of expression angular velocity and the diagram of the relation that sucks air.
Fig. 5 is the O after the state before expression finishes from engine warming up begins to running
2The plotted curve of the variation of sensor signal.
Fig. 6 is the action flow chart of form of implementation.
Fig. 7 is the further explanatory drawings of relation of the angular velocity of each stroke of the internal-combustion engine in second kind of form of implementation of expression and reluctor, pulse and bent axle.
Fig. 8 is the explanatory drawing of object lesson of the mounting point of the reluctor and second reluctor.
Fig. 9 is the principle explanatory drawing of the third form of implementation.
[symbol description]
7 bent axles, 8 flywheels, 21 ignition mechanisms, 24 ECU (control device), 25 crankshaft angle sensors, 25a reluctor, 2,5a2 second reluctor, 25b adapter (rotation feeler mechanism), 27 O
2Sensor, 31 rotating speed detection units, 32 variable quantity detection units, 40 air fuel ratio control devices, 41 IGNITION CONTROL portions, E internal-combustion engine (motor), Ne mean engine rotating speed, P0, P1 compression stroke, T3 reluctor electrical angle, ω angular velocity, Δ ω variable quantity
Embodiment
With reference to the accompanying drawings the preferred embodiment of the present invention is described.
[1] first kind of form of implementation
Fig. 1 is the summary structural drawing of operation controller of the internal-combustion engine of form of implementation.
The internal-combustion engine E that is equipped with operation controller is the single-cylinder four-stroke internal-combustion engine, carries on vehicle, for example two-wheeled motor vehicle or saddle-ride type vehicle as machinery.
Internal-combustion engine E comprises: engine main body, but described engine main body has the chimeric cylinder block 1 in piston 3 to-and-fro motion ground and is attached to cylinder head 2 on the cylinder block 1; Air inlet system 5, described air inlet system 5 will suck air and be directed to the firing chamber 4 that is formed between piston 3 and the cylinder head 2 in engine main body, form inlet air pathway 5a; Operation controller, described operation controller are equipped with conduct to sucking the Fuelinjection nozzle 20 of air supply fuel with the mixed gas formation portion of formation mixed gas; And venting gas appliance 6, described venting gas appliance 6 is formed with exhaust passageway 6a, described exhaust passageway 6a will be in firing chamber 4 mixed gas fight burning by ignition plug 21a point and the combustion gas that produce are directed to the outside of internal-combustion engine E as discharging gas.
The pressure-actuated piston 3 of the combustion gas that produced by the burning of the mixed gas by firing chamber 4 in, the rotation driving be can be rotated to support on the bent axle 7 on the engine main body.The power that internal-combustion engine E produces passes to driving wheel via comprising the speed changer that is connected on the bent axle 7 at interior actuating unit.
Be arranged on the suction port 2i on the cylinder head 2, when the intake valve 13 that is driven by valve device 23 is opened, the state that becomes out, the suction air that flows in suction tude 12 flows into firing chamber 4 via suction port 2i.
The operation controller of the operating condition of controlling combustion engine E the Fuelinjection nozzle 20 on being installed in suction tude 12, also is equipped with: ignition mechanism 21, and described ignition mechanism 21 is furnished with ignition plug 21a; Discharge gas reflux apparatus 22, described discharge gas reflux apparatus 22 makes a part of discharging gas be back to inlet air pathway 5a; Valve device 23, described valve device 23 is furnished with the camshaft that is driven in rotation, opens and closes intake valve 13 and exhaust valve 14 with bent axle 7 synchronously; Internal-combustion engine state-detection portion is used to detect the state of internal-combustion engine E; Electronic control unit (ECU) 24, described electronic control unit 24 is furnished with the internal-combustion engine state that detects according to by internal-combustion engine state-detection portion, controls the control device 40～43 of Fuelinjection nozzle 20, ignition mechanism 21, discharge gas reflux apparatus 22 and valve device 23 respectively.
ECU24 is made of computer, be equipped with: input/output interface, central authorities' arithmetic processing apparatus (CPU), and storage device 24a, described storage device 24a has the RAM of the ROM of storage various control programs and various reflection Mb, Mo, Ms, Mi, Me, Mv etc. and temporary transient store various kinds of data etc.
Internal-combustion engine state-detection portion is equipped with: as the crankshaft angle sensor 25 of the rotation angle sensor of the rotational position that detects bent axle 7 (below be referred to as " crank position "); According to the output of crankshaft angle sensor 25, detect rotating speed detection unit 31 as the mean engine rotational speed N e of the mean engine rotating speed of internal-combustion engine E; According to the output of crankshaft angle sensor 25, detect the variable quantity detection unit 32 of variation delta ω of the angular velocity omega (with reference to Fig. 2) of bent axle 7; Detect the engine load sensor 26 of the aperture a of closure 11; As the O that detects the air-fuel ratio sensor of air fuel ratio by oxygen as oxygen concentration sensor as the discharge gas componant
2Sensor 27; Detect the preheat mode detection unit 33 of the preheat mode of internal-combustion engine E; Detect engine load sensor 26 and O
2The unusual abnormity detection portion 34 of sensor 27; Detect the cooling water of internal-combustion engine E, the temperature of lubricant oil etc. engine temperature the engine temperature sensor or when detecting the startup of internal-combustion engine E respectively, when acceleration and the detection unit when slowing down etc.
Fig. 2 is the brief description figure of relation of angular velocity of each stroke, reluctor, pulse and the bent axle of expression internal-combustion engine.In addition, Fig. 3 is the further explanatory drawings of relation of angular velocity of each stroke, reluctor, pulse and the bent axle of expression internal-combustion engine.
Simultaneously with reference to Fig. 2 and Fig. 3, crankshaft angle sensor 25 is arranged on the reluctor 25a as the detected portion on the flywheel 8 of rotor, the second reluctor 25a2 that is located on the bent axle 7 by conduct with being integral, and as the adapter 25b formation that is arranged on the detection unit on the body of the internal-combustion engine, its testing signal is transfused to ECU24.Reluctor 25a is arranged on in the scope as the crankshaft angles θ of the regulation of benchmark (=be equivalent to reluctor electrical angle T3) of the position of the crank position of the budc that is equivalent to piston 3.The second reluctor 25a2 is arranged on the position that shifts to an earlier date several angle (for example 22.5 degree) from reluctor 25a.Adapter 25b, when front end that on the sense of rotation R of bent axle 7, detects reluctor 25a respectively and rear end, output rising pulse PS12 and falling pulse P22, when front end that detects the second reluctor 25a2 respectively and rear end, output rising pulse PS11 and falling pulse P21.
Thereby, calculate with following formula by ECU24 as the angular velocity omega of the mean angular velocity of the bent axle 7 between aforementioned two pulse PS12, PS22.
ω＝θ/t
Here, t is two times between pulse PS12, the PS22.
With reference to Fig. 1, mean engine rotational speed N e can be used as the mean angular velocity of bent axle 7 when rotating a circle and is grasped, and utilizes ECU24 to calculate according to the testing signal of crankshaft angle sensor 25.
In addition, the angular velocity omega of bent axle 7 is calculated according to the testing signal of crankshaft angle sensor 25 by ECU24.
As a result, the variation delta ω of necessary angular velocity also can be calculated according to the mean engine rotational speed N e that calculates and the angular velocity omega of bent axle 7 by ECU24 when inferring air imbibed quantity.Specifically, variation delta ω as angular velocity omega and mean engine rotational speed N e poor of the bent axle 7 that is detected by crankshaft angle sensor 25 on specific crank position, is calculated by following formula.
Δω＝Ne-ω
Here, describe for deduction (calculating) based on the air imbibed quantity of variation delta ω.
Referring again to Fig. 2, the angular velocity omega of bent axle 7 changes in each stroke of the circuit aspirating stroke, compression stroke, burning expansion stroke and four strokes of exhaust stroke that constitute internal-combustion engine E.Specifically, in aspirating stroke, because pump merits such as generation suction resistances, angular velocity omega reduces.In compression stroke, because produce the resistance to compression pression that is risen and caused by the pressure in the firing chamber 4, the angular velocity omega of bent axle 7 reduces greatly.In burning collision stroke, because by the burning produce power, the pressure in the firing chamber 4 rises, so angular velocity omega increases greatly.In exhaust stroke, burning finishes, and angular velocity omega reaches after the peak value, owing to produce the discharge resistance that surface friction drag reaches the discharge gas that is caused by exhaust, angular velocity omega reduces.
In addition, because under the identical situation of mean engine rotational speed N e (double dot dash line among Fig. 2 is represented), angular velocity omega when low suction air quantity or low torque changes according to the mode shown in the solid line among Fig. 2, angular velocity omega when high suction air quantity or high torque (HT) changes according to mode shown in dotted lines in Figure 2, so, it is big more to suck air quantity torque many more or that internal-combustion engine E produces, and then angular velocity omega changes more greatly.
Fig. 4 represents with the mean engine rotating speed as parameter.The diagram of the relation of the absolute value of the variable quantity of angular velocity and suction air.
And, as shown in Figure 4, under the certain situation of mean engine rotational speed N e, between the variation delta ω and suction air quantity of angular velocity omega, exist linear strong correlation, so, for each mean engine rotational speed N e, can infer the suction air quantity according to variation delta ω.
As mentioned above, owing to can utilize the crankshaft angle sensor 25 that in the calculating of mean engine rotational speed N e etc., uses to detect this variation delta ω, so, do not use Air flow meter or air inlet pressure sensor, just can suck the deduction (calculating) of air quantity.
In this case, the variation delta ω on the specific crank position of bent axle 7 that detects by variable quantity detection unit 32, depend on the position of the reluctor 25a of crankshaft angle sensor 25, in this form of implementation, be crank position, and be used as at variation delta ω as the angular velocity omega in the compression stroke of the given stroke among aspirating stroke, compression stroke, burning expansion stroke and 4 strokes of exhaust stroke in the budc of piston 3.
Like this, owing to detect variation delta ω before compression top center, detect the variation delta ω that compares with other crank position on the big crank position of variation delta ω by variable quantity detection unit 32, so, can detect more accurate variation delta ω.In addition, by make the angular velocity omega that calculates according to crankshaft angle sensor 25 at the compression top center place little than exhaust top dead center place, the angular velocity omega of specified compression budc.
Secondly, for the calculating of mean engine rotational speed N e regularly and the calculating of the angular velocity omega of bent axle 7 regularly discuss.
Under the little situation of the variation of engine speed, owing to can think that actual engine speed is substantially the same with the mean engine rotating speed that detects, so, the calculating that there is no need so strictly to consider the mean engine rotating speed regularly and the calculating of the angular velocity omega of bent axle 7 timing, each can be calculated regularly and in different strokes, carry out, can reduce the computational load that is accompanied by parallel processing.
But, such as anxious the acceleration time or during anxious the deceleration like that, take place under the situation of big variation in engine condition, the variation of mean engine rotational speed N e also becomes big, from obtaining the viewpoint of correct variation delta ω, the calculating of the calculating timing of mean engine rotational speed N e and the angular velocity omega of bent axle 7 regularly diverse ways is unfavorable.
This be because, in different strokes, carry out under the calculating and situation that average engine speed Ne calculates of angular velocity omega of bent axle 7, produce the angular velocity omega of bent axle 7 and not matching of mean engine rotational speed N e, and then air imbibed quantity also can be different with the air imbibed quantity that in fact needs.
Specifically, under the situation about increasing greatly for the mean engine rotational speed N e of the engine speed of the reality when the detection of the angular velocity omega that carries out bent axle 7 when detecting, on apparent, with the situation equivalence that detects engine speed hour.
As a result, shown in following formula, the value of Δ ω becomes the employing negative value.
Δω＝Ne-ω<0
Thereby, infer that the air imbibed quantity of (calculating) can lack than the air imbibed quantity that reality requires.Therefore, become and set ignition timing for the timing more Zao than suitable ignition timing.
On the other hand, for the mean engine rotational speed N e when detecting, under the situation that the engine speed of the reality the during detection of the angular velocity omega of bent axle 7 reduces greatly, on apparent, the big situation equivalence with detecting engine speed.
As a result, the value of Δ ω (=Ne-ω) infers that greater than correct value the air imbibed quantity of (calculating) can be more than the air imbibed quantity that reality requires.Thereby, become and set ignition timing for the timing slower than suitable ignition timing.
As a result, in either case, all different with the air imbibed quantity of reality requirement, ignition timing also departs from suitable timing.
Thereby, in the stroke before the compression stroke of predetermined ignition, calculate mean engine rotational speed N e during in, the calculating of carrying out the angular velocity omega of bent axle 7 simultaneously is preferred.
Calculate by carrying out these simultaneously, can the engine condition when carrying out various calculating regard the same as, can calculate better air imbibed quantity.
More preferably, if in the compression stroke before being about to carry out the predetermined ignition stroke, calculate the angular velocity omega of bent axle 7 in during calculating mean engine rotational speed N e simultaneously, then can under the engine condition that more approaches actual ignition timing, calculate.
Therefore, in this form of implementation, in the compression stroke before being about to carry out the predetermined ignition stroke, calculate mean engine rotational speed N e during in, carry out the calculating of the angular velocity omega of bent axle 7 simultaneously.Thereby, according to this form of implementation, different with the situation of the calculating of the angular velocity omega of calculating that in other stroke, averages engine speed Ne and bent axle 7, the state of the motor when averaging the calculating of engine speed Ne during with the calculating of angular velocity of crankshaft ω is regarded identical state as, even under the big situation of the variation of engine speed, also can reduce its influence, can more correctly calculate variation delta ω, thereby calculate air imbibed quantity rightly, can set appropriate ignition timing.
Like this, as the rotating speed detection unit 31 and the variable quantity detection unit 32 of the part of engine condition detection unit, and then preheat mode detection unit of describing in detail later 33 and abnormity detection portion 34 realize the function as ECU24 respectively.
In addition, with reference to Fig. 1, Fig. 4, O
2Sensor 27 has the Detecting element 27a that is made of the solid electrolyte body material based on zirconium oxide, by detecting the oxygen concentration of discharging in the gas, with the chemically correct fuel is the boundary, respectively in the mode of break-make, air fuel ratio less than the situation of chemically correct fuel under output dense signal, under the situation of air fuel ratio, export rare signal, with these testing signals So input ECU24 greater than chemically correct fuel.
About O
2Sensor 27, Detecting element 27a is in inert condition under low-temperature condition, do not produce the testing signal So of correct reflection oxygen concentration, can not regular event.Therefore, according to the testing signal So that exports under the activated state that is at Detecting element 27a more than the set point of temperature, the fuel quantity Q that control is sprayed from Fuelinjection nozzle 20.At this O
2In the sensor 27, heating Detecting element 27a is not set, shortens the heater that time of reaching activated state uses, correspondingly reduce cost.
In addition, O
2Sensor 27 (oxygen concentration sensor) also can be the LAF sensor that detects the oxygen concentration (and air fuel ratio) of discharging in the gas linearly.In this case, by setting target air-fuel ratio for lean air fuel ratio, can improve specific fuel consumption.
Fig. 5 is that the state of expression before preheating finishes plays the O that turns round after beginning
2The plotted curve of the variation of the testing signal of sensor.
As shown in Figure 5, be in cold machine state at internal-combustion engine E, when being the running before preheating finishes etc. under the situation, at O
2When sensor 27 was in inert condition, the amplitude of dense signal and rare signal was little, can not detect correct air fuel ratio.And, the carrying out of the preheating by internal-combustion engine E, temperature rising along with Detecting element 27a, it is big that amplitude between dense signal and the rare signal becomes, in the moment that the preheating of internal-combustion engine E finishes, Detecting element 27a approaches the temperature of regulation, produces the dense signal of correct reflection air fuel ratio and the output that rare signal becomes roughly certain value respectively.Therefore, ECU24 plays a part preheat mode detection unit 33, utilizes O
2The testing signal So of sensor 27 output can detect the preheat mode of internal-combustion engine E.
With reference to Fig. 1, ECU24 plays a part abnormity detection portion 34, according to the testing signal St and the O of engine load sensor 26
2The testing signal So of sensor 27 detects engine load sensor 26 or O
2Sensor 27 breaks down or unusually.
Air fuel ratio control device 40 is according to utilizing engine load sensor 26, rotating speed detection unit 31, O
2Preheat mode, variation delta ω and engine load sensor 26 and the O of testing signal So, the internal-combustion engine E of the aperture a that sensor 27, variable quantity detection unit 32, preheat mode detection unit 33 and abnormity detection portion 34 detect respectively, mean engine rotational speed N e, expression air fuel ratio
2Separately normal unusually of sensor 27 set to be ejected into from Fuelinjection nozzle 20 and sucked airborne fuel quantity Q (for example, fuel injection time).
And the control reflection that is used for the setting of fuel quantity Q is stored in storage device 24a.This control reflection comprises: decide the fundamental quantity reflection Mb of the fundamental quantity Qb of fuel quantity Q as variable with aperture a and mean engine rotational speed N e, with O
2The testing signal So of sensor 27 decides the correction factor that is used to revise fundamental quantity Qb or reduction value as variable correction is with reflection Mo, decide the special time fuel reflection Ms of special time fuel quantity Qs, any igniting reflection Mi, exhaust gas recirculation reflection Me that describes later and valve reflection Mv with variation delta ω and mean engine rotational speed N e as variable.
Fig. 6 is the action flow chart of form of implementation.
Below, describe for the control that utilizes air fuel ratio control device 40 at the fuel quantity Q of each stipulated time implementation with reference to Fig. 6.
At first, ECU24 judges engine load sensor 26 or O according to the testing signal Sa (with reference to Fig. 1) of abnormity detection portion 34
2Unusually whether sensor 27 (step S1).
Judgement according to step S1 and step S2 does not detect engine load sensor 26 and O in abnormity detection portion 34
2 Sensor 27 unusual and O
2When sensor 27 was in activated state, internal-combustion engine E turned round under common engine condition.When this common running, the processing of execution in step S3, S4, air fuel ratio control device 40 carries out the control of feedback control as usually the time, and described feedback control is used for according to as the O that comes from activated state
2The dense signal of the testing signal So of sensor 27 and rare SC sigmal control air fuel ratio are so that formation is as the mixed gas of the chemically correct fuel of target air-fuel ratio.
On the other hand, in the judgement of step S1, detect engine load sensor 26 or O at testing signal Sa according to abnormity detection portion 34
2Under the unusual situation of sensor 27 (step S1:Yes), perhaps, in the judgement of step S2, according to the testing signal Sw of preheat mode detection unit 33, O
2Thereby sensor 27 is not under the situation that activated state internal-combustion engine E is in the state of preheating before finishing (step S2:No), and internal-combustion engine E turns round under specific internal-combustion engine state.
And when this specific running, ECU24 is being about to carry out predetermined ignition stroke (compression stroke P0; With reference to Fig. 3) before compression stroke (compression stroke P1; With reference to Fig. 3) in, according to angular velocity omega that utilizes variable quantity detection unit 32 to calculate and the mean engine rotational speed N e that utilizes rotating speed detection unit 31 to calculate simultaneously, calculate variation delta ω, retrieval special time fuel reflection Ms, setting is corresponding to the special time fuel quantity Qs (step S6) of variation delta ω and mean engine rotational speed N e, with this special time fuel quantity Qs amount of acting as a fuel Q, the drive signal that will be used for amount of fuel injected Q outputs to Fuelinjection nozzle 20 (step S5), carries out the special time control (open loop control) that Fuelinjection nozzle 20 is ejected into the fuel of fuel quantity Q the suction air.In addition, in the control of this special time, as correction for special time fuel quantity Q speed, also can carry out according to engine temperature correction, when starting, when quickening or the correction when slowing down.
With reference to Fig. 1, IGNITION CONTROL portion 41 is a benchmark with the crank position that is detected by crankshaft angle sensor 25, is variable with variation delta ω and mean engine rotational speed N e, according to the igniting reflection Mi control ignition period of decision ignition timing.Discharge gas backstreaming control device 42 with variation delta ω and mean engine rotational speed N e as variable, according to the discharge gas backstreaming reflection Me control recycle control valve 22a of the aperture of decision recycle control valve 22a, the gas backstreaming amount is discharged in control.In addition, valve control device 43 is controlled this actuator according to the valve reflection Mv of the operating position of the actuator that decides valve characteristic changeable mechanism 23a with variation delta ω and mean engine rotational speed N e as variable, corresponding to valve lift amount or opening/closing timing.
Whereby, internal-combustion engine E is not equipped with pneumatic sensor and air inlet pressure sensor, carry out the running control of basis corresponding to the internal-combustion engine E of the ignition timing that sucks air quantity, discharge gas backstreaming amount and valve events characteristic, can carry out corresponding to the high-precision air fuel ratio control that sucks air quantity, the improvement that helps to improve engine performance and specific fuel consumption.
In the superincumbent explanation, be the situation that air-fuel ratio sensor is set, still, even can not be suitable for too under the situation of air-fuel ratio sensor having.
[second kind of form of implementation]
This second kind of form of implementation is the form of implementation of setting in the computing interval of relevant mean engine rotational speed N e.In this second kind of form of implementation, for apparatus structure, with reference to Fig. 1.
Fig. 7 is the further explanatory drawings of the relation of each stroke of the internal-combustion engine in second kind of form of implementation of expression and reluctor, pulse and angular velocity of crankshaft.
But, actually, when anxious the acceleration or during anxious the deceleration, the variable quantity of mean engine rotational speed N e is non-constant.For example, in the compression stroke when anxious the acceleration, when being set in ignition timing before being about to reach compression top center when lighting a fire, produce the energy that is caused by burning, the pressure in the firing chamber 4 rise, and big variation takes place engine speed.This big variation of engine speed, as shown in Figure 7, appear at just light a fire after, then, change (in Fig. 7, increasing) slowly.
Therefore, in this second kind of form of implementation, calculate variation delta ω for the rapid increase with this engine speed is also contained in interiorly, with computing interval of comprising angular velocity omega at least and from ignition timing play till the compression top center during during interior as the calculating object of mean engine rotational speed N e.
And, calculate this mean engine rotational speed N e during in, carry out the calculating of angular velocity omega simultaneously, with bent axle, be reluctor 25a rotate a circle during under the situation as computing interval of mean engine rotational speed N e, as comprise from since the rising of the rising pulse PS12 that passes through to cause of reluctor 25a regularly play till the compression top center during one week of crankshaft rotating during, can think has during following three.
(1) rising of the rising pulse PS11 from compression stroke regularly play till the rising regularly of the rising pulse PS11 in discharge stroke during.
(2) decline of the falling pulse PS21 from compression stroke regularly play till the rising regularly of the falling pulse PS21 in the exhaust stroke during.
(3) from compression stroke the rising of rising pulse PS12 be timed to till the rising regularly of the rising pulse PS12 in the exhaust stroke during.
Wherein, as being more suitable for during controlling, be can obtain rotational speed at bent axle 7 change, be the up-to-date mean engine rotational speed N e after the variation of mean engine rotational speed N e (3) during.But, in fact, also can (1) or (2) during.
In addition, even during than one week of crankshaft rotating under the short also no problem situation, can with corresponding to the rising of the pulse PSA1 of the second reluctor 25a2 regularly or descend regularly with corresponding to the rising of the pulse PSA2 of reluctor 25a regularly or the appropriate combination that descends regularly get up during as during the calculating of mean engine rotational speed N e.In this case, preferably,, more approaches during the mode of the state of the rotating speed of the motor of the ignition timing of calculating object is selected to calculate the mean engine rotational speed N e that calculates so that being in.
[the third form of implementation]
This third form of implementation be consider the error of the length of the circumferential direction of reluctor (reluctor width) (for example producing tolerance in batches), by detecting angular velocity, with higher accuracy detection go out angular velocity and the situation of the control of turning round under form of implementation.In this third form of implementation, for apparatus structure, with reference to Fig. 1, for the relation of the angular velocity of each stroke of internal-combustion engine and reluctor, pulse and bent axle, with reference to Fig. 7.
In the prior art, under the situation of the angular velocity that utilizes reluctor and adapter detection bent axle,, utilize predetermined fixed value to calculate angular velocity etc. as the reluctor electrical angle of the pulse width that is equivalent to detect.
But, utilizing same adapter to detect under the situation of the front end of same change magnetoresistive devices and rear end, if ignore through the time change, reluctor electrical angle as the angle of swing of the flywheel between rising pulse that detects and the falling pulse is always certain, but, because the error (size error of reluctor or adapter, detection error etc. is produced tolerance etc. in batches), utilize to carry reluctor electrical angle that reluctor on vehicle and adapter detect actually when controlling, have the situation that is not limited to the reluctor electrical angle that equals to be scheduled to.Improve the leeway of testing precision of the load condition of internal-combustion engine like this, in addition.
Therefore, the purpose of this third form of implementation is the influence of the tolerance equal error when reducing the batch process of reluctor or adapter, improves the testing precision of the load condition of internal-combustion engine, the control of turning round.
At first, before carrying out specific description, be specifically described for the mounting point of reluctor.
Fig. 8 is the explanatory drawing of object lesson of the mounting point of the reluctor and second reluctor.
For the reluctor 25a and the second reluctor 25a2, as shown in Figure 8, the front end of the second reluctor 25a2 is installed in 82.5[degree before the position of top dead center position of the piston 3 that is equivalent on the flywheel 8] the position on, the rear end of reluctor 25a is installed in 15[degree before the position of the top dead center position that is equivalent to piston 3] the position on.In addition, be equivalent to the crankshaft angles θ=45[degree of the regulation of reluctor width], the front end of reluctor 25a becomes 60[degree before the position of the top dead center position that is equivalent to piston 3] the position.
As a result, the front-end configuration of the second reluctor 25a2 shifts to an earlier date several angle=22.5[degree at the front end with respect to reluctor 25a] the position of leaving on.
Secondly, the principle for the third form of implementation describes
Fig. 9 is the principle explanatory drawing of the third form of implementation.
The angular velocity of bent axle is being regarded as under the condition of linear function (linear change), for example, in continuous exhaust stroke and aspirating stroke (=be equivalent to crankshaft rotating angle 360[degree]), angular velocity can handled as linear change (increase or reduce).
Thereby, if can angular velocity is regarded as linear change during in angular velocity varies be approximately straight line as linear function, calculate as the reluctor of the time integral of the angular velocity between the detection period of reluctor when detecting (during) the angle of swing of bent axle, and as reluctor during by non-detecting (during) non-the detecting of reluctor of time integral of angular velocity during the words of angle of swing of bent axle, then can calculate the angle of swing of the bent axle between the detection period of reluctor, that is, can calculate actual reluctor electrical angle T3.
Promptly, as shown in Figure 8, angular velocity omega x when detecting and the angular velocity omega y that reluctor is non-when detecting according to reluctor, by the geometry computing, calculate the reluctor electrical angle T3 corresponding to the reluctor width of reluctor, divided by by detection time Tx, can calculate more accurate angular velocity omega by this reluctor electrical angle T3.
In this third form of implementation, according to the angular velocity omega x of reluctor when detecting with by detection time Tx, obtain reluctor angle Dx, simultaneously, angular velocity omega y according to reluctor during and by non-detection time Ty by non-detecting, obtain reluctor angle Dx angle Dy in addition, the formula below utilizing calculates reluctor electrical angle T3.
T3={D */(Dx+Dy) } * 360 (degree).
Secondly, the calculation procedure for the electrical angle of actual reluctor is elaborated.In the following description, the reluctor 25a and the second reluctor 25a2 are arranged on the flywheel 8, make corresponding to the rising of the pulse PSA1 of the second reluctor 25a2 and with regard to the crankshaft rotating angle, to be positioned at 22.5[degree in advance regularly with respect to for the rising regularly of the pulse PSA2 of reluctor 25a] the position.That is, set the D1+D2=22.5[degree for].In addition, in addition, about this angle, if suitably set, know in advance its value then be not limited to the 22.5[degree].
In more detail, as shown in Figure 8, in exhaust stroke and aspirating stroke, under the situation of angular velocity as a straight line minimizing, in with exhaust stroke, regularly and corresponding to the angular velocimeter of the bent axle between the rising regularly of the pulse PSA2 of reluctor 25a be shown angular velocity omega A (in this form of implementation corresponding to the rising of the pulse PSA1 of the second reluctor 25a2, become the mean angular velocity in this internal-combustion engine), follow the aspirating stroke of this exhaust stroke in process, regularly and corresponding to the angular velocimeter of the bent axle between the rising regularly of the pulse PSA2 of reluctor 25a being shown under the situation of angular velocity omega B corresponding to the rising of the pulse PSA1 of the second reluctor 25a2 in next compression stroke calculates these angular velocity omegas A and angular velocity omega B.
Promptly, by detect be equivalent to from corresponding to the rising of the pulse PSA1 of the previous second reluctor 25a2 regularly, to corresponding to after till the rising regularly of pulse PSA2 of the reluctor 25a that carries out during time T A, the mean angular velocity ω A during the formula below utilizing calculates during this period.
Similarly, by detect be equivalent to from corresponding to this second reluctor 25a2 pulse PSA1 rising regularly, to corresponding to the time T B during till the rising regularly of the pulse PSA2 of reluctor 25a, the mean angular velocity ω B during the formula below utilizing calculates during this period.
In addition, in exhaust stroke corresponding to the pulse PSA2 of reluctor 25a be in " H " level during, that is, as representing with the formula that calculates below the trapezoidal area at the reluctor angle Dx of reluctor by the angle of swing of the bent axle in during detecting.
[mathematical formulae 1]
Here, by detection time Tx be corresponding to the pulse PSA2 of reluctor 25a from rising to the time of decline,
(ω1+ωc)/2＝ωx。
On the other hand, in exhaust stroke corresponding to the pulse PSA2 of reluctor 25a descend, rise in the compression stroke of next time again to during, that is, represent with the formula that calculates below the trapezoidal area at the angle of swing Dy of the bent axle that reluctor is non-during detecting.
[mathematical formulae 2]
Here, by non-detection time Ty be from corresponding to the decline of the pulse PSA2 of second reluctor, to the next compression stroke corresponding to the time till the rising of the pulse PSA2 of second reluctor,
(ωc+ω0)/2＝ωy。
In addition, above-mentioned by detection time Tx be equivalent to the crankshaft rotating time in one week by non-detection time Ty sum.
Secondly, by computing, calculate in exhaust stroke the angular velocity omega of regularly locating corresponding to the rising of the pulse PSA2 of second reluctor 1, the angular velocity omega c that in exhaust stroke, regularly locates corresponding to the decline of the pulse PSA2 of second reluctor, the angular velocity omega 0 that the decline corresponding to the pulse PSA2 of second reluctor in compression stroke is next time regularly located.
[mathematical formulae 3]
Here, D1 is the crankshaft rotating angle that is equivalent to during " H " level of pulse PSA1, and D2 is the crankshaft rotating angle (following identical) that is equivalent to during " L " level of pulse PSA1.
[mathematical formulae 4]
[mathematical formulae 5]
As a result, in the angle of swing of reluctor by the bent axle during detecting, be that reluctor electrical angle T3 represents with following formula.
[mathematical formulae 6]
The reluctor electrical angle
Thereby, the reluctor electrical angle T3 that calculates by utilization, during absorbing reluctor and detecting by produce the error that tolerance etc. causes in batches, can correctly grasp the reluctor that carries out to the reluctor on each vehicle by as installed detect during.
Secondly, in actual vehicle, calculating and utilizing the summary step of situation of the angle of swing of the bent axle during detecting corresponding to reluctor to describe.
When utilizing starter (starting motor or recoil (kick pedal starting pedal? )) when carrying out the start-up function of motor, ECU24 detects corresponding to the decline of the pulse PSA2 of reluctor 25a regularly with suitable timing, according to this timing setting ignition timing, pilot engine.
After the engine start, ECU24 calculates above-mentioned angular velocity omega A and angular velocity omega B according to the pulse signal of adapter 25b output.
Parallel therewith, ECU24 detects time T a, passes through detection time Tx, by non-detection time Ty and time Tb.
Then, according to above-mentioned various, calculate reluctor electrical angle T3, the reluctor electrical angle T3 that calculates is stored in the volatile memory such as RAM, afterwards, detects the load condition of motor according to this reluctor electrical angle T3, carry out running control corresponding to load condition
As explained above, according to this third form of implementation, owing to when engine start, calculate reluctor electrical angle T3, after calculating, according to this reluctor electrical angle T3 that calculates control of turning round, so, the influence of the tolerance equal error in the time of can reducing the batch process of reluctor or adapter etc., can correctly grasp the load condition of internal-combustion engine, the control of turning round.
In the superincumbent explanation, when engine start, T3 just starts without the reluctor electrical angle, but, also can utilize the fixed value of predefined reluctor electrical angle to start, after calculating reluctor electrical angle T3, utilize the value of calculating to control.
According to the operation controller of internal-combustion engine of the present invention, be not limited to above-mentioned form of implementation, self-evident, can adopt do not breaking away from the various structures of purport of the present invention.
In addition, the variation delta ω of the angular velocity omega of bent axle 7, in aforementioned form of implementation, be according to drawing via the flywheel 8 direct checkout values that detect the angular velocity omega of bent axle 7 that are connected on the bent axle 7, but, also can be by detecting and bent axle 7 angular velocity omega of the running shafts (for example live axle of the subsidiary engine of the camshaft of valve device 23 or internal-combustion engine E) of rotation synchronously, obtain according to the checkout value of the angular velocity omega of the bent axle 7 that detects indirectly.
In addition, variation delta ω also can be a variable quantity in the stroke outside the circuit compression stroke.
In addition, internal-combustion engine E also can carry outside vehicle mechanically.
Claims (5)
1. the operation controller of an internal-combustion engine, the operation controller of described internal-combustion engine comprises: flywheel, described flywheel is connected on the bent axle; Reluctor, described reluctor is connected on the aforementioned flywheel, is used for the rotating speed of the aforementioned bent axle of instrumentation etc.; Rotation feeler mechanism is used to detect passing through of aforementioned reluctor; Control device, described control device is calculated the angular velocity of crankshaft of the part that is equivalent to the reluctor width of mean speed in specified time limit and aforementioned bent axle by the result who utilizes aforementioned rotation feeler mechanism to detect, based on these result of calculation, the decision ignition timing;
It is characterized in that, aforementioned control device, in the stroke before the compression stroke of predetermined ignition, calculate aforementioned mean speed during in, carry out the calculating of aforementioned angular velocity of crankshaft simultaneously.
2. the operation controller of internal-combustion engine as claimed in claim 1 is characterized in that, in the compression stroke of aforementioned control device before being about to carry out the compression stroke of aforementioned predetermined ignition, calculates aforementioned mean speed and aforementioned angular velocity of crankshaft.
3. the operation controller of an internal-combustion engine, the operation controller of described internal-combustion engine comprises: flywheel, described flywheel is connected on the bent axle; Reluctor, described reluctor is connected on the aforementioned flywheel, is used for the rotating speed of the aforementioned bent axle of instrumentation etc.; Rotation feeler mechanism is used to detect passing through of aforementioned reluctor; Control device, described control device is calculated the angular velocity of crankshaft of the part that is equivalent to the reluctor width of mean speed in specified time limit and aforementioned bent axle by the result who utilizes aforementioned rotation feeler mechanism to detect, based on these result of calculation, obtain the load of internal-combustion engine;
It is characterized in that,
Aforementioned control device based on aforementioned reluctor pass through to detect the time angular velocity omega x and aforementioned reluctor pass through non-detecting the time angular velocity omega y, calculate reluctor electrical angle T3 corresponding to aforementioned reluctor width, by by aforementioned reluctor electrical angle T3 divided by by detection time Tx, calculate aforementioned angular velocity of crankshaft ω.
4. the operation controller of internal-combustion engine as claimed in claim 3, it is characterized in that, aforementioned control device is based on aforementioned angular velocity omega x when detecting and aforementioned by detection time Tx, obtain reluctor angle Dx, simultaneously, based on aforementioned during by non-detecting angular velocity omega y and by non-detection time Ty, obtain the angle Dy outside the reluctor angle Dx, utilize formula (1) to calculate reluctor electrical angle T3
T3={Dx/ (Dx+Dy) } * 360 (degree) ... (1).
5. the operation controller of internal-combustion engine as claimed in claim 4 is characterized in that,
Second reluctor is being set the position of several angle in advance from aforementioned reluctor,
Aforementioned control device, by the aforementioned rotation detected result of feeler mechanism calculate from previous aforementioned second reluctor pass through detect beginning regularly to after the aforementioned reluctor that carries out pass through detect beginning regularly during angular velocity omega A and from this aforementioned second reluctor detect beginning regularly to after the aforementioned reluctor that carries out pass through to detect begin timing during angular velocity omega B
Based on aforementioned angular velocity omega A and aforementioned angular velocity omega B, calculate previous aforementioned reluctor pass through to detect regularly angular velocity omega 1 of beginning, previous aforementioned reluctor pass through to detect the angular velocity omega c regularly that finishes, aforementioned this aforementioned reluctor pass through to detect beginning angular velocity omega 0 regularly
Utilize formula (2)～(5) according to aforementioned by detection time Tx and aforementioned by non-detection time Ty, calculate aforementioned reluctor angle Dx and aforementioned angle Dy respectively,
ωx＝(ω1+ωc)/2 ...(2)
ωy＝(ωc+ω0)/2 ...(3)
Dx＝Tx×ωx ...(4)
Dy＝Ty×ωy ...(5)。
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| JP2008297947A JP5086228B2 (en) | 2008-01-31 | 2008-11-21 | Operation control device for internal combustion engine |
| JP2008-297947 | 2008-11-21 | ||
| JP2008297947 | 2008-11-21 |
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| CN104033265A (en) * | 2013-03-07 | 2014-09-10 | 株式会社三国 | Engine rotation speed control device of internal combustion engine |
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| JP5337065B2 (en) * | 2010-01-22 | 2013-11-06 | 本田技研工業株式会社 | EGR rate estimation detection device |
| CN102346100B (en) * | 2010-08-02 | 2013-09-11 | 北汽福田汽车股份有限公司 | Method and device for judging preheating state of vehicle |
| JP5385236B2 (en) * | 2010-09-28 | 2014-01-08 | 本田技研工業株式会社 | Engine control device |
| JP5328757B2 (en) * | 2010-12-17 | 2013-10-30 | 本田技研工業株式会社 | Engine control device |
| JP5835684B2 (en) | 2011-03-22 | 2015-12-24 | 本田技研工業株式会社 | Evaporative fuel treatment equipment for motorcycles |
| JP2015108323A (en) * | 2013-12-04 | 2015-06-11 | ヤマハ発動機株式会社 | Engine system and saddle-riding type vehicle |
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| JP3441812B2 (en) * | 1994-09-08 | 2003-09-02 | 本田技研工業株式会社 | Device for detecting combustion state of internal combustion engine |
| JPH09264183A (en) * | 1996-03-29 | 1997-10-07 | Mazda Motor Corp | Method of judging combusting state of engine, method of controlling engine, and device therefor |
| JP3743073B2 (en) * | 1996-10-17 | 2006-02-08 | 株式会社デンソー | Misfire detection device for internal combustion engine |
| JP4270534B2 (en) * | 2000-10-12 | 2009-06-03 | ヤマハモーターエレクトロニクス株式会社 | Internal combustion engine load detection method, control method, ignition timing control method, and ignition timing control device |
| JP3863460B2 (en) * | 2002-05-30 | 2006-12-27 | 株式会社モリック | Ignition control device |
| JP4136613B2 (en) * | 2002-11-11 | 2008-08-20 | 本田技研工業株式会社 | Engine fuel injection control device |
| JP4297278B2 (en) * | 2004-11-29 | 2009-07-15 | 本田技研工業株式会社 | Rotating body position correction control device |
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| Publication number | Priority date | Publication date | Assignee | Title |
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| CN104033265A (en) * | 2013-03-07 | 2014-09-10 | 株式会社三国 | Engine rotation speed control device of internal combustion engine |
| CN104033265B (en) * | 2013-03-07 | 2018-07-10 | 株式会社三国 | The engine rotational speed control apparatus of internal combustion engine |
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| TWI388719B (en) | 2013-03-11 |
| JP5086228B2 (en) | 2012-11-28 |
| CN101498250B (en) | 2013-02-13 |
| JP2009203976A (en) | 2009-09-10 |
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