CN101762391B - Engine load detection apparatus and engine load detection method - Google Patents
Engine load detection apparatus and engine load detection method Download PDFInfo
- Publication number
- CN101762391B CN101762391B CN 200910225184 CN200910225184A CN101762391B CN 101762391 B CN101762391 B CN 101762391B CN 200910225184 CN200910225184 CN 200910225184 CN 200910225184 A CN200910225184 A CN 200910225184A CN 101762391 B CN101762391 B CN 101762391B
- Authority
- CN
- China
- Prior art keywords
- interval
- rotational speed
- reluctance rotor
- engine
- rotor
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Active
Links
Images
Classifications
-
- Y02T10/46—
Landscapes
- Combined Controls Of Internal Combustion Engines (AREA)
Abstract
Provided is an engine load detection apparatus which has considered the rotary variation of the engine and has reduced the affection of dimensional tolerance of the pulse rotor, and can detect more correctly engine load state. The detection interval for detecting average engine rotary speed NeA is setup as a length of crankshaft rotating two loops starting from the begin point G3 of the second magnetic drag rotor 12. the detection interval is divided into four intervals, the four intervals are composed of a first magnetic drag rotor and a second magnetic drag rotor interval corresponding to the position that the second magnetic drag rotor 12 passing through the pick-up device 20, and a first interval and a second interval corresponding to the position that the second magnetic drag rotor 12 not passing through. The first mean value H1 of averaging the first rotary speed omega4(n-1) and the second rotary speed omega4n is calculated, and the second mean value H2 of averaging the first magnetic drag rotor rotary speed omega tdc1 and the second magnetic drag rotor rotary speed omega tdc2 is calculated. And then the NeA is obtained by dividing the first mean value H1 from the value of the first rotary speed omega4(n-1) and then multiplying the second mean value H2.
Description
Technical field
The present invention relates to engine load detection device and engine load detecting method, especially come the engine load detection device and the engine load detecting method of the load condition of detection of engine based on output signal with the synchronous impulse rotor (パ Le サ ロ one タ) that rotates of bent axle.
Background technique
Present known following engine load detection device; Have the pick-up winding that passes through state that is arranged on the reluctance rotor (リ ラ Network タ) on this impulse rotor with synchronous impulse rotor that rotates of the bent axle of motor and detection, come the load condition of detection of engine based on the pulse signal of this pick-up winding output.
Patent documentation 1: TOHKEMY 2002-115598 communique
Summary of the invention
But patent documentation 1 described technology is to be the technology of the time of passing through of the detection reluctance rotor of benchmark the time with crankshaft rotating one circle, not have to consider that with longer interval be benchmark, the more definite load condition of detection with the time of crankshaft rotating two circles for example.And, even in not studying during crankshaft rotating one circle, corresponding to four strokes (air inlet, compression, burning/expansion, exhaust) of four-circulation motor, engine rotary speed also can change.
And; Patent documentation 1 described technology is owing to be time with crankshaft rotating one circle to be the technology of the time of passing through of the detection reluctance rotor of benchmark; Therefore; In case the circumferential lengths of reluctance rotor etc. are owing to size deviation takes place tolerance of size, then tolerance of size also influences the ratio of being calculated, the correctly load condition of detection of engine at this point.And well-known, the rotational speed of bent axle (angular velocity) is vulnerable to the influence of the moment of torsion delivery system from the bent axle to the trailing wheel, therefore, needs also can come under the circumstances the structure of calculated load.
The objective of the invention is to solve above-mentioned prior art problems; The rotation change of considering according to four strokes generations of four-circulation motor is provided; And reduce the influence of the tolerance of size of impulse rotor, can detect the load detection device and the load testing method of more accurate engine load state.
To achieve these goals; Characteristic one of the present invention is a kind of engine load detection device; Have: with the impulse rotor of the bent axle of motor rotation synchronously, be arranged on this impulse rotor and be positioned near the reluctance rotor of the crankshaft angles corresponding upper dead center with above-mentioned motor and detect the pick-up that this reluctance rotor passes through; Load condition based on the output input motor of this pick-up; This engine load detection device has: the regulation interval that will detect the mean engine rotational speed is divided into a plurality of, calculates each the mechanism of interval engine rotary speed in divided a plurality of intervals respectively based on the output signal of above-mentioned pick-up; Above-mentioned a plurality of interval engine rotary speeds are carried out the weighting mechanism of different weighted; And the load condition calculation mechanism, according to the above-mentioned mean engine rotational speed of the mean value calculation of a plurality of interval engine rotary speeds after the weighted, utilize this mean engine rotational speed to carry out the load condition computing of motor.
Characteristic two is that above-mentioned weighted is to be divided in a plurality of intervals above-mentioned, will comprise that the weighting ratio in the interval of burning/expansion stroke is set at greater than other intervals.
Characteristic three is, and is interval based on the output input afore mentioned rules of above-mentioned impulse rotor.
Characteristic four is that the afore mentioned rules interval is set to, and the length two of above-mentioned crankshaft rotating two circles is divided into first interval and second interval, and above-mentioned first interval comprises aspirating stroke, and above-mentioned second interval comprises burning/expansion stroke.
Characteristic five is that the load condition of above-mentioned motor is a Rate of load condensate, is to be come out divided by above-mentioned mean engine revolution speed calculating by the rotational speed of above-mentioned reluctance rotor during through above-mentioned pick-up.
Characteristic six is that above-mentioned reluctance rotor is arranged near the position before the upper dead center of motor, utilizes above-mentioned reluctance rotor before the upper dead center near compressed side, to calculate above-mentioned Rate of load condensate through the rotational speed during the above-mentioned pick-up.
Characteristic seven is, the Rate of load condensate that goes out corresponding to aforementioned calculation is carried out feedback control to the ignition timing of above-mentioned at least motor.
Characteristic eight is engine load detecting methods of a kind of device; This device has: with the impulse rotor of the bent axle of motor rotation synchronously, be arranged on this impulse rotor and be positioned near the reluctance rotor of the crankshaft angles corresponding upper dead center with above-mentioned motor and detect the pick-up that this reluctance rotor passes through; Load condition based on the output input motor of this pick-up; This method has following steps: during the mean engine rotational speed when calculate detecting the load condition of above-mentioned motor, used, be divided into the regulation interval of detecting above-mentioned mean engine rotational speed a plurality of; Calculate each the interval engine rotary speed in above-mentioned divided a plurality of intervals; Above-mentioned a plurality of interval engine rotary speeds are carried out different weighted; Through obtaining the mean value of a plurality of interval engine rotary speeds after the above-mentioned weighted, calculate above-mentioned mean engine rotational speed.
Characteristic nine is a kind of engine load detection devices; Have: with the impulse rotor of the bent axle of motor rotation synchronously, be arranged on this impulse rotor and be positioned near the reluctance rotor of the crankshaft angles corresponding upper dead center with above-mentioned motor and detect the pick-up that this reluctance rotor passes through; Load condition based on the output input motor of this pick-up; Wherein, To be used to detect between the detection zone of mean engine rotational speed and be set at the length of passing through begin light rotation two circles of above-mentioned bent axle from above-mentioned reluctance rotor; With being made as four intervals between above-mentioned detection zone; Four intervals by respectively with above-mentioned crankshaft rotating two circles in whenever revolve turn around, above-mentioned reluctance rotor is interval and second reluctance rotor is interval and do not constitute through first corresponding interval and second interval of the position of above-mentioned pick-up with above-mentioned reluctance rotor respectively through the first corresponding reluctance rotor of the position of above-mentioned pick-up, above-mentioned engine load detection device has: obtain as in above-mentioned first interval first rotational speed that detects with in the mechanism of the first average mean value of second rotational speed of the above-mentioned second interval detection; Obtain as in the interval first reluctance rotor rotational speed that detects of above-mentioned first reluctance rotor with in the mechanism of the second average mean value of the interval second reluctance rotor rotational speed that detects of above-mentioned second reluctance rotor; With above-mentioned first mean value on duty divided by above-mentioned first rotational speed, calculate the mechanism of above-mentioned mean engine rotational speed thus with above-mentioned second mean value; And utilize above-mentioned mean engine rotational speed to calculate the load condition calculation mechanism of above-mentioned engine load state.
Characteristic ten is; It is that ω 4 (n-1), above-mentioned second rotational speed are that ω 4 (n), the above-mentioned first reluctance rotor rotational speed are Weighting factor that ω tdc1, the above-mentioned second reluctance rotor rotational speed are ω tdc2, above-mentioned weighted when being α that the mechanism that calculates above-mentioned mean engine rotational speed establishes above-mentioned first rotational speed, utilizes following formula to calculate above-mentioned mean engine rotational speed NeA.
[formula 1]
Characteristic 11 is; Above-mentioned first interval is set at comprises aspirating stroke; And above-mentioned second interval is set at comprises burning/expansion stroke; When obtaining above-mentioned first mean value, the above-mentioned Weighting factor α that between above-mentioned first rotational speed and above-mentioned second rotational speed, carries out different weighted is set to greater than 0.5.
Characteristic 12 is that above-mentioned reluctance rotor is arranged near the position before the upper dead center of motor, and the load condition of above-mentioned motor is a Rate of load condensate, comes out divided by above-mentioned mean engine revolution speed calculating through the above-mentioned second reluctance rotor rotational speed.
Characteristic 13 is, corresponding to above-mentioned Rate of load condensate, the ignition timing of above-mentioned at least motor carried out feedback control.
Characteristic 14 is engine load detecting methods of a kind of engine load detection device; This engine load detection device has: with the impulse rotor of the bent axle of motor rotation synchronously, be arranged on this impulse rotor and be positioned near the reluctance rotor of the crankshaft angles corresponding upper dead center with above-mentioned motor and detect the pick-up that this reluctance rotor passes through; Based on the load condition of the output input motor of this pick-up, this method comprises the steps: being set at the length of passing through begin light rotation two circles of above-mentioned bent axle from above-mentioned reluctance rotor between the detection zone that is used to detect the mean engine rotational speed; With being made as four intervals between above-mentioned detection zone, four intervals by respectively with above-mentioned crankshaft rotating two circles in whenever revolve turn around, above-mentioned reluctance rotor is interval and second reluctance rotor is interval and do not constitute through the position of above-mentioned pick-up corresponding first interval and second interval with above-mentioned reluctance rotor respectively through the first corresponding reluctance rotor of the position of above-mentioned pick-up; Obtain as in above-mentioned first interval first rotational speed that detects with at the first average mean value of above-mentioned second interval second rotational speed that detects; Obtain as in the interval first reluctance rotor rotational speed that detects of above-mentioned first reluctance rotor with at the second average mean value of the interval second reluctance rotor rotational speed that detects of above-mentioned second reluctance rotor; With above-mentioned first mean value on duty divided by above-mentioned first rotational speed, calculate above-mentioned mean engine rotational speed thus with above-mentioned second mean value.
Characteristic 15 is a kind of engine load detection devices; Have: with the impulse rotor of the bent axle of motor rotation synchronously, be arranged on this impulse rotor and be positioned near the reluctance rotor of the crankshaft angles corresponding upper dead center with above-mentioned motor and detect the pick-up that this reluctance rotor passes through; Load condition based on the output input motor of this pick-up; Wherein, This engine load detection device has the gear ratio feeler mechanism of the gear ratio that detects speed changer; The load condition of above-mentioned motor is a Rate of load condensate, is to be come out divided by above-mentioned mean engine revolution speed calculating by the rotational speed of above-mentioned reluctance rotor during through above-mentioned pick-up, based on the rotational speed of the above-mentioned reluctance rotor of above-mentioned gear ratio correction during through above-mentioned pick-up.
Characteristic 16 is, above-mentioned gear ratio feeler mechanism is the gear position sensor that detects the gear of step change transmission.
Characteristic 17 is, the correction of the rotational speed of above-mentioned reluctance rotor during through above-mentioned pick-up multiply by correction factor through this rotational speed and carried out, and low more then this correction factor of gear shelves number that above-mentioned correction factor is set at above-mentioned step change transmission is big more.
Characteristic 18 is, above-mentioned gear ratio feeler mechanism obtains gear ratio based on the speed of a motor vehicle and engine speed.
According to characteristic one; When calculating is used for the mean engine rotational speed of engine load state computing, the regulation Region Segmentation of detection of engine rotational speed is become a plurality of, calculate each the interval engine rotary speed that this cuts apart a plurality of intervals respectively; These a plurality of interval engine rotary speeds are carried out different weighted; And, through obtaining the mean value calculation mean engine rotational speed of a plurality of interval engine rotary speeds after this weighted, therefore; In the regulation interval; Even when taking place, under the situation of different significantly rotation change,, can calculate correct mean engine rotational speed through considering the weighting of this rotation change with steady-state operation.Like this, though owing to quickening or going on concavo-convex road surface wait the engine rotary speed that causes in the regulation interval to take place also can obtain engine load state corresponding under the situation of significantly variation through computing with it.
According to characteristic two; Since weighted be between a plurality of cut sections in; The weighting ratio that will comprise the interval of burning/expansion stroke is set at greater than other intervals; Therefore, though cause going owing to quickening or on concavo-convex road surface etc. especially burning/expansion stroke under the very big situation of the rising degree of engine rotary speed, also can obtain engine load corresponding through computing with it.
According to characteristic three, owing to stipulate the interval, therefore, utilize the impulse rotor that detects the time that drives engine ignitor or fuel injection system based on the output input of impulse rotor, just can be provided for detecting the regulation interval of mean engine rotational speed.Like this, need not to be provided with new sensor etc. and just can obtain the engine load state through computing.
According to characteristic four, because the regulation interval is set to, the length two that crankshaft rotating two is enclosed is divided into first interval and second interval; And first interval comprises aspirating stroke; Second interval comprises burning/expansion stroke, and therefore, available simple method is cut apart the regulation interval.And, get greatly through the second interval weight setting that will comprise burning/expansion stroke, can obtain the load condition of considering that engine rotary speed changes in burning/expansion stroke through computing.And, through cutting apart the regulation interval with the minimum quantity of cutting apart, the not only increase of may command computational burden but also can obtain the effect of weighted.
According to characteristic five, because the load condition of motor is a Rate of load condensate, be to come out divided by the mean engine revolution speed calculating by the rotational speed of reluctance rotor during through pick-up, therefore, utilize simple calculations just can obtain the load condition of motor.
According to characteristic six; Because reluctance rotor is arranged near the position before the upper dead center of motor; Utilize reluctance rotor before upper dead center, to calculate Rate of load condensate through the rotational speed during the pick-up near compressed side; Therefore, the motor till can detecting from the end of compression stroke to burning/expansion stroke rightly is rotation change significantly, obtains the engine load rate of considering this rotation change.
According to characteristic seven, owing to according to the Rate of load condensate of being calculated, the ignition timing of motor is at least carried out feedback control, therefore, new sensor etc. need not be set, and only utilize the output signal of impulse rotor can carry out the Correction and Control of ignition timing at least.
According to characteristic eight, have following steps: the regulation interval that will detect the mean engine rotational speed is divided into a plurality of; Calculate each the interval engine rotary speed in divided a plurality of intervals; A plurality of interval engine rotary speeds are carried out different weighted; Through obtaining the mean value of a plurality of interval engine rotary speeds after the weighted, calculate the mean engine rotational speed; And utilize the mean engine rotational speed to carry out the computing of the load condition of motor.Therefore; Even when the engine rotary speed in regulation is interval takes place with steady-state operation under the situation of different significantly variations; Through considering the weighting of this rotation change, can calculate correct mean engine rotational speed, can carry out the computing of engine load state based on this.
According to characteristic nine; To be used to detect between the detection zone of mean engine rotational speed and be set at the length of passing through begin light rotation two circles of bent axle from reluctance rotor; With being made as four intervals between detection zone; Four intervals by respectively with crankshaft rotating two circles in whenever revolve turn around, reluctance rotor is interval and second reluctance rotor is interval and do not constitute through first corresponding interval and second interval of the position of pick-up with reluctance rotor respectively through the first corresponding reluctance rotor of the position of pick-up, the engine load detection device has: obtain as in first interval first rotational speed that detects with in the mechanism of the first average mean value of second rotational speed of the second interval detection; Obtain as in the interval first reluctance rotor rotational speed that detects of first reluctance rotor with in the mechanism of the second average mean value of the interval second reluctance rotor rotational speed that detects of second reluctance rotor; With first mean value on duty divided by first rotational speed, calculate the mechanism of mean engine rotational speed thus with second mean value; And utilize the mean engine rotational speed to calculate the load condition calculation mechanism of engine load state.Therefore, can make in the operational formula of calculating average engine rotary speed to comprise following relation, that is, the rotational speed speed of reluctance rotor part is divided by the rotational speed (division) of the reluctance rotor part identical with it.Like this,, in operational formula, also can reduce the influence of this tolerance of size, can calculate more appropriate mean engine rotational speed even have under the situation of tolerance of size in circumferential lengths of reluctance rotor etc.And, utilize to detect to drive engine ignitor or the impulse rotor of fuel injection system time, can set the regulation interval that is used to detect the mean engine rotational speed.
According to characteristic ten, can in the operational formula of mean engine rotational speed, reduce of the influence of the tolerance of size of reluctance rotor to the calculated value of mean engine rotational speed.
According to characteristic 11; Owing to being set at, first interval comprises aspirating stroke; And second interval is set at comprises burning/expansion stroke; When obtaining first mean value, therefore the Weighting factor α that between first rotational speed and second rotational speed, carries out different weighted is set to greater than 0.5; Even under the situation of different significantly variations, also can calculate the mean engine rotational speed of the rising degree of considering engine rotary speed in burning/expansion stroke when the engine rotary speed between detection zone takes place with steady-state operation.Like this, though owing to quickening or pavement behavior cause also can calculating more appropriate engine load under the situation that engine rotary speed takes place significantly to change.
According to characteristic 12; Because reluctance rotor is arranged near the position before the upper dead center of motor; The load condition of motor is a Rate of load condensate; Come out divided by the mean engine revolution speed calculating through the second reluctance rotor rotational speed, therefore, but utilize just detection of engine load of simple calculations formula.And the engine revolution that can detect rightly from the latter half part of compression stroke to burning/expansion stroke changes, and obtains the Rate of load condensate of motor.
According to characteristic 13, because according to Rate of load condensate, the ignition timing of motor is at least carried out feedback control, therefore,, can carry out the Correction and Control in period of engine ignition at least based on this Rate of load condensate only with the Rate of load condensate of the output calculated signals motor of impulse rotor.Like this, the sensor of detection of engine load condition etc. need not be set, just can carry out appropriate ignition timing control.
According to characteristic 14, comprise the steps: being set at the length of passing through to begin to light rotation two circles of bent axle between the detection zone that is used to detect the mean engine rotational speed from reluctance rotor; With being made as four intervals between detection zone, four intervals by respectively with crankshaft rotating two circles in whenever revolve turn around, reluctance rotor is interval and second reluctance rotor is interval and do not constitute through the position of pick-up corresponding first interval and second interval with reluctance rotor respectively through the first corresponding reluctance rotor of the position of pick-up; Obtain as in first interval first rotational speed that detects with at the first average mean value of second interval second rotational speed that detects; Obtain as in the interval first reluctance rotor rotational speed that detects of first reluctance rotor with at the second average mean value of the interval second reluctance rotor rotational speed that detects of second reluctance rotor; With first mean value on duty divided by above-mentioned first rotational speed, calculate the mean engine rotational speed thus with second mean value.Therefore,, in operational formula, also can reduce the influence of this tolerance of size, can calculate more appropriate mean engine rotational speed even have under the situation of tolerance of size in circumferential lengths of reluctance rotor etc.Like this, can calculate appropriate engine load.
According to characteristic 15; Owing to have the gear ratio feeler mechanism of the gear ratio that detects speed changer; The load condition of motor is a Rate of load condensate, be to come out divided by the mean engine revolution speed calculating by the rotational speed of reluctance rotor during through pick-up, based on gear ratio correction reluctance rotor through the rotational speed during the pick-up; Therefore, can consider that also the influence of the moment of torsion delivery system from the bent axle to the trailing wheel calculates the load condition of motor.Specifically, the gear ratio that can handle speed changer reluctance rotor bigger, that calculate passes through more little this phenomenon of rotational speed during the pick-up, like this, can more correctly calculate the load condition of motor.
According to characteristic 16, because gear ratio feeler mechanism is the gear position sensor that detects the gear of step change transmission, therefore, the gear ratio of simple structure detection step change transmission capable of using is revised reluctance rotor through the rotational speed during the pick-up.
According to characteristic 17, because multiply by correction factor through this rotational speed, the correction of the rotational speed of reluctance rotor during through pick-up carries out, low more then this correction factor of gear shelves number that correction factor is set at step change transmission is big more; Therefore; Can carry out the appropriate correction according to following trend, that is, the gear ratio of speed changer is big more; Be vulnerable to the influence of bent axle more to the moment of torsion delivery system of trailing wheel; In other words, even actual engine load state is identical, the bigger then reluctance rotor of gear ratio is more little through the rotational speed during the pick-up.
According to characteristic 18, because gear ratio feeler mechanism obtains gear ratio based on the speed of a motor vehicle and engine speed, therefore, need not to be used to detect the position transducer of gear, be expected to reduce cost.
Description of drawings
Fig. 1 is the structural drawing of motor that is suitable for the engine load detection device of an embodiment of the invention.
Fig. 2 is arranged on the detailed diagram of the Rate of load condensate calculating part on the ECU.
Fig. 3 is the amplification front elevation of impulse rotor.
Fig. 4 is the graph of a relation of CRANK PULSES signal, engine rotary speed Ne and angular velocity omega.
Fig. 5 is CRANK PULSES signal and a graph of a relation of angular velocity omega in the circulation.
Fig. 6 is the partial enlarged drawing of Fig. 5.
When Fig. 7 is stable state and the variation diagram of the angular velocity omega during transition.
Angular velocity omega when Fig. 8 is transition and the graph of a relation between detection zone.
Fig. 9 is the concept map of weighted.
Figure 10 is the derivation method figure of Weighting factor α.
Figure 11 is the explanatory drawing that concerns in and Ne2 interval interval with Ne1 between the detection zone when being suitable for reluctance rotor tolerance removing method.
Angular velocity omega when Figure 12 is transition and the graph of a relation between detection zone.
Figure 13 is the explanatory drawing that calculates the operational formula of Δ ω.
Figure 14 is the block diagram of the calculation procedure of mean engine rotational speed NeA.
Figure 15 is the graph of a relation of the calculated value (Δ ω=Ne-ω tdc) of engine rotary speed Ne and Δ ω.
Figure 16 is the correction factor figure of the relation of engine rotary speed Ne and gear and correction factor K.
Figure 17 is to use the flow chart of Correction and Control step of the Δ ω of correction factor K.
Embodiment
Followingly specify with regard to preferred implementation of the present invention with reference to accompanying drawing.Fig. 1 is the structural drawing of motor 1 that is suitable for the engine load detection device of an embodiment of the invention.Motor 1 is single cylinder four circulation engines, has the structure that the piston that moves back and forth in cylinder 8 inside 7 is connected with bent axle 9 through connecting rod.The suction valve 3 and outlet valve 5 that suction tude 2 and outlet pipe 4 are set on the top of cylinder 8 and synchronously carry out switch motion with the rotation of bent axle 9.And, be installed in the upper end portion of cylinder 8 as the spark plug 6 of ignition mechanism.
The impulse rotor 10 that rotates synchronously with this bent axle 9 is installed on bent axle 9.Peripheral part at impulse rotor 10 is provided with the reluctance rotor to the outstanding established amount of radial outside.The magnetic pick-up 20 that is fixed on the crankcase etc. of motor 1 is arranged near the impulse rotor 10, corresponding to the reluctance rotor that passes through along with the rotation of impulse rotor 10, and the output crank shaft pulse signal.
ECU30 as engine controlling unit comprises: detect the CRANK PULSES detection unit 40 from the pulse signal of magnetic pick-up 20; Rate of load condensate calculating part 50 as the load condition feeler mechanism of motor 1; Calculate the control reduction value calculating part 60 of the reduction value of ignition timing according to the load condition of motor; The IGNITION CONTROL portion 70 of control spark plug 6 igniting; And the igniting figure (igniting マ Star プ) 80 that is used for deciding ignition timing based on the information of throttle opening and engine speed Ne at least.The ECU30 of this mode of execution obtains the load condition (Rate of load condensate F) of motor 1 based on the pulse signal that is input to CRANK PULSES detection unit 40, can be according to the ignition timing of this load condition Correction and Control spark plug 6.
At this; Even the Rate of load condensate F of motor 1 is meant for example under the identical state of engine speed; Under the situation about on going on the flat road with certain speed and going up a slope, quickening, the load condition of motor 1 is also different, therefore; In order to use it for Correction and Control, with the size of numeric representation load.Above-mentioned IGNITION CONTROL portion 70 is big at Rate of load condensate F, be under the big situation of the load of motor, obtain to ignition timing carry out the retardation angle correction a little, prevent pinking etc., corresponding to the correct ignition timing of load condition.The concrete operation method of Rate of load condensate F is of the back.
In addition, in this mode of execution, utilize Rate of load condensate F only ignition timing to be carried out Correction and Control, but ECU30 also can carry out the fuel injection control corresponding to Rate of load condensate F in control in the fuel injection system (not shown) of motor 1 fueling.
Fig. 2 is arranged on the detailed diagram of the Rate of load condensate calculating part 50 on the ECU30.Rate of load condensate calculating part 50 is based on the time of measuring from the CRANK PULSES signal and the timer 51 of above-mentioned CRANK PULSES detection unit 40 inputs, the Rate of load condensate F of calculation engine 1.Rate of load condensate calculating part 50 also comprises Ne calculation mechanism 52, Δ ω calculation mechanism 53, ω tdc calculation mechanism 54, reluctance rotor electric angle determination means 55, Rate of load condensate calculation mechanism 56 except timer 51.
The engine speed Ne (mean engine rotational speed N eA) that Ne calculation mechanism 52 is calculated between detection zone.And the pulse signal during through magnetic pick-up 20 detects by the circumferential angle of the reluctance rotor of electro-detection reluctance rotor electric angle determination means 55 based on reluctance rotor.ω tdc calculation mechanism 54 is calculated the rotational speed (angular velocity) of reluctance rotor through the impulse rotor 10 during the magnetic pick-up 20, promptly is the angular velocity omega tdc (rad/s) of reluctance rotor part.
And; Δ ω calculation mechanism 53 deducts the reluctance rotor angular velocity omega tdc partly that above-mentioned ω tdc calculation mechanism calculates through the engine speed Ne that calculates from above-mentioned Ne calculation mechanism 52, calculates the variation delta ω (Δ ω=Ne-ω tdc) of angular velocity of crankshaft.In addition, the subtraction that carries out of Δ ω calculation mechanism 53 carries out through converting engine speed Ne (rpm) to engine rotary speed (rad/s).And, in Rate of load condensate calculation mechanism 56, utilize the variation delta ω of the angular velocity that Δ ω calculation mechanism 53 calculates and the engine speed Ne that Ne calculation mechanism 52 calculates, the operational formula through Δ ω ÷ Ne * 100 (%) calculates engine load rate F.This Rate of load condensate F is that the big more numerical value of engine load is big more.
Fig. 3 is the amplification front elevation of impulse rotor 10.First reluctance rotor 11 and second reluctance rotor 12 are set on the impulse rotor 10 of this mode of execution.In the figure; Impulse rotor 10 is rotated counterclockwise, from the order output according to the terminal point G4 of the starting point G3 of the terminal point G2 of the starting point G1 of first reluctance rotor 11, first reluctance rotor 11, second reluctance rotor 12, second reluctance rotor 12 of the CRANK PULSES signal of magnetic pick-up 20.
Fig. 4 is that CRANK PULSES signal, the bent axle from magnetic pick-up 20 output whenever revolves the mean engine rotational speed N eA that turns around and the graph of a relation of angular velocity of crankshaft ω.The interval expression of A-B among the figure comprises the length of crankshaft rotating one circle of aspirating stroke.Stable state when figure (a) expression is gone on flat road with certain engine speed Ne is when making that engine speed Ne is in the transition in the rising during (b) expression is quickened or through the operation closure.(c) displacement that only is illustrated in the angular velocity omega when going on the fluctuating road (concavo-convex road surface) is moved.
Can find out from this figure, no matter engine speed is certain or in rising, angular velocity of crankshaft ω periodically changes according to a circulation of motor repeatedly.And, on the fluctuating road, because of concavo-convex road surface acts on the power that makes the driving wheel acceleration and deceleration, therefore, if the variation of long-term observation angular velocity omega, the mild fluctuating of then whole generation.But, on the fluctuating road, still be unit, periodically change repeatedly according to a circulation of motor with crankshaft rotating one circle.And, under any driving conditions, can confirm all that in the A-B interval that comprises aspirating stroke angular velocity omega changes point-blank.And the straight path of the angular velocity omega that A-B is interval significantly to the bottom right, should dwindle to the angle of bottom right when the transition of (b) when the stable state of (a) greatly.
Fig. 5 is the CRANK PULSES signal of a cycle period and the graph of a relation of angular velocity omega.Identical or the part that is equal to of symbolic representation same as described above.As stated, angular velocity omega periodically changes according to each stroke of four circuit.At the resistance to compression pression that from the latter half part of compression stroke is the rising formation of pressing in because of cylinder to minimizing near the interval D1 of burning/expansion stroke.And, be to press in because of the cylinder that causes by burning to rise and produce the crankshaft rotating energy in the increase of the interval D2 of burning/expansion stroke.
And, after interval D2 finishes, the minimizing of the interval D3 till aspirating stroke finishes be because of finish in burning, angular velocity of crankshaft ω reach peak value after, produce the mechanical friction resistance of motor 1 or the discharge resistance of combustion gas.In addition, interval D4 representes that bent axle is that starting point is revolved the length that turns around with the starting point G3 of second reluctance rotor 12.
In the figure, under the identical situation of engine speed (rotational speed) Ne, the angular velocity of crankshaft ω when solid line is represented stable state, and, the angular velocity of crankshaft ω when dotted line is represented high load.As shown in the figure, the variation of angular velocity omega increases during high load.Under the identical situation of engine rotary speed Ne, the peak value of the high more then angular velocity omega of output torque is big more even this is, slippage is big more more at most to suck air quantity afterwards.
In addition, big more for the variation of this angular velocity of crankshaft ω at the little low rotary area of bent axle inertial force, and, like the single-cylinder engine 1 of this mode of execution, the trend that increases more easily on and the motor that the explosion interval is big few at the cylinder number is arranged.
Fig. 6 is the partial enlarged drawing of Fig. 5.As stated, utilize the load condition of the Rate of load condensate F detection of engine 1 of motor.This Rate of load condensate F be with in comprising the interval D1 of compression top dead center, in other words the minimizing degree of the relative engine speed Ne of angular velocity omega be that size with the resistance to compression pression in the compression stroke quantizes.In this mode of execution, second reluctance rotor 12 is positioned at interval D1, and angular velocity omega tdc with this second reluctance rotor 12 during through magnetic pick-up 20 and the difference value of engine rotary speed Ne calculate as the variation delta ω of angular velocity omega.ω tdc interval among the figure corresponding to second reluctance rotor 12 from starting point G3 the passing through the time of G4 of breasting the tape.
Following with reference to Fig. 7,8,9, the weighted of the Rate of load condensate F when just being used for correctly detecting transition describes.This weighted is following method: during engine rotary speed Ne in calculating between detection zone; A plurality of with being divided between this detection zone; According to computation interval engine rotary speed between each cut section; During average a plurality of interval engine rotary speed, increase the weight between certain specific cut section, NeA is adjusted to right value.
When Fig. 7 is stable state and the variation diagram of the angular velocity omega during transition.T among the figure representes TDC (upper dead center).Angular velocity omega during stable state (a) is in each circulation, change between identical CLV ceiling limit value and lower limit.Therefore, be used to calculate that to be arranged on a circuit interval between the detection zone that is used for the engine rotary speed Ne that above-mentioned Δ ω calculates just enough as long as we can say.In this illustrated example, also with bent axle from the starting point G1 of first reluctance rotor 11 revolve take two turns during promptly a circuit interval as between detection zone.
But; During with respect to the stable state of (a), though each circulation of angular velocity omega the during transition (b) changes (forming undulations much at one) much at one, after angular velocity omega reaches peak value; Descend a little after the variation, continue to rise continuously towards next peak value.Like this, the undulations of the angular velocity omega during transition forms the stairstepping that the right makes progress.At this moment; Under the situation that for example engine rotary speed is identical during with transition when stable state; If two kinds of situation are carried out the computing of above-mentioned engine load rate F, the Rate of load condensate when then calculating transition is little during than stable state, and the phenomenon that the load condition with actual engine producing is not inconsistent takes place.Specifically of the back, this is owing to compare with the engine load of reality, and the Δ ω the during transition of calculating is less.
In order to address this problem; In this mode of execution; As precondition; With being divided into the interval and Ne2 interval of Ne1 between above-mentioned detection zone; To be bent axle from the starting point G1 of first reluctance rotor 11 revolve in the Ne1 interval turns around, and the Ne2 interval is to revolve from the interval terminal point bent axle of this Ne1 to turn around again, and goes out the mean engine rotational speed Ne (following table is shown NeA) between whole detection zone through interval interval engine rotary speed Ne1 (following table is shown Ne1) of this Ne1 and the mean value calculation of the interval engine rotary speed Ne2 (following table is shown Ne2) in Ne2 interval.Utilize above-mentioned Ne calculation mechanism 52 to carry out these computings.
Angular velocity omega when Fig. 8 is transition and the graph of a relation between detection zone.Symbolic representation same as described above is identical or be equal to part.As stated, the reduction of the angular velocity omega that the interval Ne1 of the front half part during transition from the aspirating stroke to the compression stroke is interval reduces, and almost is flatly to pass in the example shown in this figure.And, after angular velocity omega significantly reduces, significantly increase, reach peak value at burning/expansion stroke at the latter half part of compression stroke.
At this, as stated, engine load rate F is based on which kind of degree of the relative engine rotary speed Ne reduction of angular velocity of crankshaft ω of the latter half part of compression stroke to be calculated.But these computational methods have following trend, that is, when stable state and during transition, under the identical situation of engine rotary speed Ne, engine rotary speed Ne that calculates and the difference of ω tdc are that Δ ω (Δ ω=Ne-ω tdc) is little during than stable state when transition.
This is because the key element that should pay attention to when comparing very big this calculated load rate F when comprising the interval Ne2 of the interval Ne2 of ω tdc with stable state is cancelled out each other through the mean value that calculates Ne1 and Ne2.Like this, the Rate of load condensate F that calculates during transition is littler than real engine load condition.
Therefore, when transition, when calculating average engine rotary speed NeA, preferably reflect the size of engine rotary speed Ne2.Like this, in this embodiment illustrated, when calculating NeA, between Ne1 and Ne2, carry out different weighted.In embodiment illustrated, be made as NeA=Ne1 * (1-α)+Ne2 * α through operational formula with the mean engine rotational speed NeA between a circulation, α is made as greater than 0.5 with this Weighting factor, and the weight that makes Ne2 improves NeA greater than Ne1.In addition, the Ne calculation mechanism 52 (with reference to Fig. 2) of Rate of load condensate calculating part 50 comprises the weighting mechanism that carries out weighted.
At this, the while is with reference to the concept map of the weighted of figure 9.In embodiment illustrated, the mean engine rotational speed when NeA0 (dotted line) expression is not carried out weighted, the mean engine rotational speed of (for example α=0.55) when weighted is carried out in NeA (solid line) expression.At this moment, the variable quantity of calculating angular velocity of crankshaft ω is Δ ω 0 when not carrying out weighted, and is carrying out increasing to Δ ω (with reference to Fig. 8) after the weighted.Like this, the calculated value of engine load rate F also increases, and when transition, calculates the Rate of load condensate F that conforms to actual engine load state.
In addition, when stable state,,, therefore little to the influence of Rate of load condensate F because the difference of Ne1 and Ne2 is little even carried out above-mentioned weighted.Therefore, need not the operation method of change of load rate F during stable state and during transition, can not increase computational burden.
Figure 10 is the derivation method figure of Weighting factor α.As stated, during stable state, even change Weighting factor α, the value of Δ ω does not almost change yet.And when transition, Δ ω increases along with the increase of Weighting factor α.At this moment, if the Δ ω consistent point of the Δ ω when Weighting factor α is set in transition during with stable state, then under the identical situation of ω tdc value, the Rate of load condensate F in the time of can making stable state during with transition is identical value.
As stated; According to engine load detection device of the present invention; When obtaining Rate of load condensate F (F=Δ ω ÷ NeA * 100) and calculate the mean engine rotational speed NeA of usefulness, the regulation interval that is used to detect NeA is set to a circuit length, with this regulation interval be divided into the Ne1 that comprises aspirating stroke interval with the Ne2 interval that comprises burning/expansion stroke; Calculate each interval engine rotary speed Ne1, Ne2; Carry out weighted so that to the weight of Ne2 greater than Ne1, calculate the mean value of two values, therefore; The size of the interval engine rotary speed Ne2 that the Ne2 that should pay attention to when in the calculated value of Rate of load condensate F, reflecting calculated load rate F is interval can be calculated correct engine load.Like this, even in acceleration or owing to cause engine rotary speed to change under the situation greatly going on the concavo-convex road surface, engine load corresponding with it obtained in computing also capable of using.
In addition; The structure of motor and impulse rotor, reluctance rotor size and quantity, reluctance rotor with respect to the position of impulse rotor, reluctance rotor with respect to the value of the position of tdc position, Weighting factor α, be used to detect the setting etc. of the specified time limit of mean engine rotational speed NeA; Be not limited to above-mentioned mode of execution, can carry out various variations.And engine load detection device of the present invention also can be used for various general motors etc. except being used for motor bike etc. the mobile engine.
Below, just be applicable to that the reluctance rotor tolerance removing method of engine load detection device of the present invention describes.This reluctance rotor tolerance removing method changes (with reference to Fig. 4) through using above-mentioned weighted and angular velocity of crankshaft ω in the interval that comprises aspirating stroke point-blank; In the operational formula of calculating average engine rotary speed NeA, reduce the influence of the tolerance of size of reluctance rotor part; That is, can reduce the influence of tolerance of size to the Rate of load condensate F that calculates at last.Below utilize Figure 10 to 13 to describe with regard to concrete grammar.
Figure 11 is the explanatory drawing that concerns in and Ne2 interval interval with above-mentioned Ne1 between the detection zone when being suitable for reluctance rotor tolerance removing method.In this mode of execution, bent axle revolved since the starting point G3 of second reluctance rotor turn around intervally as D4, calculate the mean engine rotational speed NeA in this D4 interval.The D4 interval is arranged in the position of above-mentioned relatively Ne1 and the wrong backward angular θ 3 of Ne2 (is 22.5 degree at this mode of execution).In this mode of execution, this D4 interval further is divided into ω tdc interval (45 degree) and ω 4 intervals (315 degree).Utilizing above-mentioned Ne calculation mechanism 52 to carry out above-mentioned interval sets.
Angular velocity omega when Figure 12 is transition and the graph of a relation between detection zone.Identical or the part that is equal to of symbolic representation same as described above.In the figure, the D4 interval that will comprise burning/expansion stroke is as D4 (n) interval, and the interval that this crankshaft rotating one circle is preceding is as D4 (n-1) interval.That is, be used to calculate between the detection zone of mean engine rotational speed NeA and become interval and D4 (n) interval of D4 (n-1).And, accordingly ω 4 intervals are set at interval and as first interval ω 4 (n-1) interval therewith respectively as the second interval ω 4 (n).And, ω tdc interval is set at interval and interval respectively as the interval ω tdc1 of first reluctance rotor as the interval ω tdc2 of second reluctance rotor.
At this, in above-mentioned interval is set, investigate the method for the mean engine rotational speed NeA in being used to calculate between detection zone.As stated; In the weighted when transition, reflect suitably that preferably the interval of following characteristic is set, promptly; " front half part of angular velocity of crankshaft ω from the aspirating stroke to the compression stroke do not reduce ground point-blank and almost to be passed, and sharply rises at burning/expansion stroke ".Like this, through interval interval engine rotary speed ω 4 (n-1) of ω 4 (n-1) and the mean value calculation mean engine rotational speed NeA of the interval engine rotary speed ω 4 (n) in ω 4 (n) interval.
According to above-mentioned, the operational formula of considering the NeA of weight is NeA=(1-α) * ω 4 (n-1)+α * ω 4 (n).In this mode of execution, this NeA is not the mean engine rotational speed NeA that calculates at last, and is defined as the first mean value H1.In addition, though can set the value of Weighting factor α arbitrarily, when stable state, even change Weighting factor α, the value of Δ ω is also almost constant.And when transition, Δ ω increases and increases along with Weighting factor α.At this moment, if the Δ ω consistent point of the Δ ω when Weighting factor α is set in transition during with stable state then under the identical situation of ω tdc value, can make the value of Rate of load condensate F identical.
Below, reference expression simultaneously calculates Figure 13 of the operational formula of Δ ω.As stated, because therefore Δ ω=Ne-ω tdc, if use it in the example shown in Figure 12, then becomes Δ ω=NeA-ω tdc2.At this, allow mechanical parts that tolerance of size (for example ± 1%) is arranged, the circumferential size of second reluctance rotor 12 also occur because of tolerance of size cause size deviation.Below the influence to the calculated value of Δ ω describes with regard to this circumferential size deviation.
In addition, under the circumferential lengths of second reluctance rotor 12 situation devious, deviation also appears in the calculated value of above-mentioned NeA, but does not receive the influence of tolerance of size at this supposition NeA.Under above-mentioned condition, at NeA=2000 (rpm), under the situation of ω tdc2=1800 (rpm), the Δ ω the when circumferential size of second reluctance rotor 12 is reference value is Δ ω=2000-1800=200 (rpm).And bigger by 1% in the circumferential size of second reluctance rotor 12 than reference value, thus under the situation of ω tdc2 little 1%, Δ ω=2000-1782=218 (rpm).That is, 1% of the circumferential size of second reluctance rotor 12 deviation in the calculated value of Δ ω amplification 10% such big value.
For fear of the amplification of above-mentioned tolerance of size, the preferred available rotating speed indicating NeA that calculates in 45 identical degree intervals with ω tdc2.If of course, then the operational formula of Δ ω is for subtract each other in the interval rotational speed that calculates of 45 degree equally each other, and therefore, the calculated value of Δ ω and the deviation of reference value can be more than 1%.According to above-mentioned; In this mode of execution, changed the form of NeA operational formula; Make set up simultaneously at following 3, that is, prolong between the detection zone that is used to calculate NeA as far as possible, improve the correctness of NeA; Through weighted NeA is adjusted to suitable numerical value, and reduce of the influence of the tolerance of size of second reluctance rotor 12 Δ ω.
Specifically be that the interval Ne mean value (the first mean value H1) with ω 4 (n) interval of ω 4 (n-1) of having considered weight multiply by and is always 1 numerical value.And this numerical value that is always 1 is that the approximative value K of the interval rotational speed of ω 4 (n-1) is divided by the value at the rotational speed ω 4 (n-1) of the interval actual measurement of ω 4 (n-1).
Utilize angular velocity of crankshaft ω to pass the above-mentioned approximative value K of this property calculation on aspirating stroke cathetus ground.That is, approximative value K be the second reluctance rotor rotational speed ω tdc2 that calculates through the first reluctance rotor rotational speed ω tdc1 that calculates at ω tdc1 interval (45 degree are interval) with at ω tdc2 interval (45 degree are interval) mean value, be utilized in the interval rotating speed indicating that calculates of 45 degree as the interval interval rotational speed of ω 4 (n-1) of 315 degree.In this mode of execution, this approximative value K is defined as the second mean value H2.
And approximative value K (the second mean value H2) is divided by certain get " 1 " of the first rotational speed ω 4 (n-1) that calculates in ω 4 (n-1) interval.That is, the NeA of figure in the center be that the first mean value H1 multiply by is 1 value.
And, when carrying out the computing of NeA, the ω 4 among the first mean value H1 divided by the ω in the denominator 4, offset.That is, in frame, eliminate with the interval relevant tolerance of size of 315 degree.Like this, NeA last only remaining and the interval relevant tolerance of size of 45 degree, but this tolerance of size is identical with ω tdc2 outside the frame, with 45 to spend the interval relevant, therefore, the operational formula of Δ ω=Ne-ω tdc2 becomes between the 45 identical degree intervals and subtracts each other.Therefore, the influence of tolerance of size can be because of subtraction amplification, and its result can calculate the little Δ ω and the Rate of load condensate F of influence of tolerance of size.
When the operation method of above-mentioned Δ ω is not limited to transition, when stable state, can use equally.And, in the computing of above-mentioned Δ ω and Rate of load condensate F, first reluctance rotor 11 (with reference to Fig. 3) of impulse rotor 10 can be set also.
As stated; According to engine load device of the present invention, even have under the situation of tolerance of size, in calculating the operational formula of NeA in the circumferential lengths of the reluctance rotor of impulse rotor; Through multiply by all the time with the interval relevant rotational speed of 315 degree is 1 value; Convert thereof into and the interval relevant rotational speed of 45 degree, when carrying out this conversion, utilize division to eliminate and the interval relevant tolerance of size of 315 degree; Therefore, can prevent the amplification of the tolerance of size influence when calculating Δ ω (Δ ω=NeA-ω tdc2).Like this, can drop to minimum to the influence of the calculated value of engine load rate F the tolerance of size of reluctance rotor.
Specifically be; At first; When obtaining the mean engine rotational speed NeA that calculated load rate F (F=Δ ω ÷ NeA * 100) uses, will be used to calculate and set bent axle between the detection zone of this NeA for and revolve the length that takes two turns from the starting point G3 that passes through of second reluctance rotor 12.Then; With being divided into four intervals between this detection zone, four intervals by with second reluctance rotor 12 through the first corresponding respectively reluctance rotor of the position of magnetic pick-up 20 interval (ω tdc1 is interval) and second reluctance rotor interval (ω tdc2 is interval) and with second reluctance rotor 12 through the position difference of magnetic pick-up 20 corresponding first interval (ω 4 (n-1) interval) and second interval (ω 4 (n) interval) formation.
At this, with reference to Figure 14.This figure is the computation sequence with block representation mean engine rotational speed NeA.The first mean value calculation portion 104 calculates the first mean value H1, and the first mean value H1 is on average at first rotational speed ω 4 (n-1) of the first rotational speed detection unit, 100 detections and the second rotational speed ω 4 (n) that detects at the second rotational speed detection unit 101.And the second mean value calculation portion 105 calculates the second mean value H2 (approximative value K), and the second mean value H2 (approximative value K) is on average at first reluctance rotor rotational speed ω tdc1 of the first reluctance rotor rotational speed detection unit, 102 detections and the second reluctance rotor rotational speed ω tdc2 that detects at the second reluctance rotor rotational speed detection unit 103.Then, mean engine rotational speed detection unit 106 utilizes the first mean value H1 that the first mean value calculation portion 104 calculates, the second mean value H2 and the first rotational speed ω 4 (n-1) that the second mean value calculation portion 105 calculates, calculates average engine rotary speed NeA.Like this, in the operational formula of NeA, eliminated and the interval relevant tolerance of size of 315 degree, can avoid that amplification appears in (Δ ω=NeA-ω tdc2) tolerance of size when calculating Δ ω.
But, be vulnerable to the influence of the moment of torsion delivery system from the bent axle to the trailing wheel through the state of changing of demonstration angular velocities of crankshaft such as experiment.Therefore, for calculation engine Rate of load condensate more accurately, preferably consider the influence of this moment of torsion delivery system.The state of changing of below just considering angular velocity of crankshaft especially describes the computational methods (method for correcting) of the engine load rate of the influence of the gear ratio of speed changer.
Figure 15 is the graph of a relation of the calculated value (Δ ω=Ne-ω tdc) of engine rotary speed Ne and Δ ω.This figure is based on motor to the speed changer with level Four speed change to carry out actual test and makes.As stated, engine speed Ne is more little, i.e. the little low rotary area of the inertia of bent axle, and the variation delta ω of angular velocity of crankshaft is big more.And, the big more trend of influence that the difference of gear ratio produces is particularly arranged the closer to low rotary area.In this legend, from the minimum fourth gear of gear ratio (solid line), along with third gear (dot and dash line), second gear (dotted line), one grade of gear ratio increase (two dot and dash line), the calculated value of Δ ω diminishes.Even this expression for example engine speed Ne is that identical value and actual engine load state are also identical, but has the bigger more little trend of then calculating of Δ ω of gear ratio.Therefore, produced following problem, that is, the gear ratio of speed changer is bigger and engine speed Ne is low more, when the calculation engine Rate of load condensate, calculates forr a short time than actual load state.
Therefore, this mode of execution is characterised in that, for the influence to Δ ω of the difference that reduces above-mentioned gear ratio, according to the value of the gear ratio correction Δ ω of speed changer.In this mode of execution, detect the gear ratio of selecting at present (gear) through gear position sensor as gear ratio feeler mechanism, the ω tdc that will use in the time of will being used to calculate Δ ω corresponding to the correction factor of this gear ratio is through revise like this.More specifically be to multiply by correction factor K through the ω tdc that comprises in the formula (Δ ω=Ne-ω tdc) that makes Δ ω and revise (Δ ω=Ne-K * ω tdc).
Figure 16 is the correction factor figure of the relation of expression engine speed Ne and gear (gear position) and correction factor K.In this mode of execution, when selecting the minimum fourth gear of gear ratio, do not revise ω tdc, no matter how many values of engine speed Ne is, correction factor K is set to 1.0.On the other hand, set for along with gear ratio increases by three, two, one grades of ground of gear, the value of correction factor K also increases.
At this, shown in figure 15, the difference of gear ratio reduces along with the increase of engine speed Ne the influence of Δ ω.Like this, also the value of correction factor K is set at along with the increase of engine rotary speed Ne and diminishes.After waiting this correction factor of setting figure through experiment in advance, be stored in the Rate of load condensate calculating part 50 (with reference to Fig. 2) in the above-mentioned ECU30.
Figure 17 is to use the Correction and Control flow chart in proper order of the Δ ω of correction factor K.In step S200, pass through gear position sensor measuring gear position GP.Detection of engine rotational speed N e in step 201 then.In step 202, utilize gear position GP and engine speed Ne, derivation correction factor K from correction factor figure (with reference to Figure 16).Then, in step S203, the correction factor K that derives is used for the formula (Δ ω=Ne-K * ω tdc) of Δ ω.Like this, calculate the correction value of Δ ω.According to the Correction and Control of above-mentioned Δ ω, can carry out more high-precision engine load prediction corresponding to the gear ratio of speed changer, more week is thickly carried out ignition timing control etc. accurately, is expected to realize lowering oil consumption, reduce harmful exhaust etc.
In addition, in above-mentioned mode of execution, utilize gear position sensor to detect the gear ratio of step change transmission; Derivation correction factor K, but also can form following structure, promptly; For example under the situation of the stepless speed variator that uses tape switching unit; In order to change gear ratio, based on the amount of movement detection gear ratio of the belt wheel that is driven, according to this gear ratio derivation correction factor K.
And, also can calculate gear ratio, according to this gear ratio derivation correction factor based on the speed of a motor vehicle and engine speed.Constitute according to this, need not be used to detect the position transducer of gear, be expected to reduce cost.
In addition; The structure of motor and impulse rotor, the size of reluctance rotor and quantity, reluctance rotor with respect to the position of impulse rotor, reluctance rotor with respect to the value of the position of tdc position, Weighting factor α, be used to detect setting between the detection period of mean engine rotational speed NeA etc.; Be not limited to above-mentioned mode of execution, can carry out various variations.And the reluctance rotor tolerance removing method that is applicable to engine load detection device of the present invention also can be used for various general motors etc. except being used for motor bike etc. the mobile engine.
Claims (6)
1. engine load detection device; Have: with the impulse rotor of the bent axle of motor rotation synchronously, be arranged on this impulse rotor and be positioned near the reluctance rotor of the crankshaft angles corresponding upper dead center with said motor; And detect the pick-up that this reluctance rotor passes through; Load condition based on the output input motor of this pick-up
It is characterized in that, will be used to detect between the detection zone of mean engine rotational speed and be set at the length of passing through begin light rotation two circles of said bent axle from said reluctance rotor,
With being made as four intervals between said detection zone; Four intervals by respectively with said crankshaft rotating two circles in whenever revolve turn around, said reluctance rotor is interval and second reluctance rotor is interval and do not constitute through the position of said pick-up corresponding first interval and second interval with said reluctance rotor respectively through the first corresponding reluctance rotor of the position of said pick-up
Said engine load detection device has: obtain as in said first interval first rotational speed that detects with in the mechanism of the first average mean value of said second interval second rotational speed that detects;
Obtain as in the interval first reluctance rotor rotational speed that detects of said first reluctance rotor with in the mechanism of the second average mean value of the interval second reluctance rotor rotational speed that detects of said second reluctance rotor;
With said first mean value on duty divided by said first rotational speed, calculate the mechanism of said mean engine rotational speed thus with said second mean value; And
Utilize said mean engine rotational speed to calculate the load condition calculation mechanism of the load condition of said motor.
2. engine load detection device as claimed in claim 1; It is characterized in that; It is that ω 4 (n-1), said second rotational speed are that ω 4 (n), the said first reluctance rotor rotational speed are that ω tdc1, the said second reluctance rotor rotational speed are ω tdc2, when Weighting factor is α, utilize following formula to calculate said mean engine rotational speed NeA that the mechanism that calculates said mean engine rotational speed establishes said first rotational speed:
[formula 1]
3. engine load detection device as claimed in claim 2 is characterized in that, said first interval is set at comprise aspirating stroke, and said second interval is set at comprises burning/expansion stroke,
When obtaining said first mean value, the said Weighting factor α that between said first rotational speed and said second rotational speed, carries out different weighted is set to greater than 0.5.
4. like each described engine load detection device in the claim 1 to 3, it is characterized in that said reluctance rotor is arranged near the position before the upper dead center of motor,
The load condition of said motor is a Rate of load condensate, calculates divided by said mean engine rotational speed through the said second reluctance rotor rotational speed.
5. engine load detection device as claimed in claim 4 is characterized in that, corresponding to said Rate of load condensate, the ignition timing of said at least motor is carried out feedback control.
6. the engine load detecting method of an engine load detection device; This engine load detection device has: with the impulse rotor of the bent axle of motor rotation synchronously, be arranged on this impulse rotor and be positioned near the reluctance rotor of the crankshaft angles corresponding upper dead center with said motor; And detect the pick-up that this reluctance rotor passes through; Load condition based on the output input motor of this pick-up
It is characterized in that, comprise the steps:
To be used to detect between the detection zone of mean engine rotational speed and be set at the length of passing through begin light rotation two circles of said bent axle from said reluctance rotor;
With being made as four intervals between said detection zone, four intervals by respectively with said crankshaft rotating two circles in whenever revolve turn around, said reluctance rotor is interval and second reluctance rotor is interval and do not constitute through the position of said pick-up corresponding first interval and second interval with said reluctance rotor respectively through the first corresponding reluctance rotor of the position of said pick-up;
Obtain as in said first interval first rotational speed that detects with at the first average mean value of said second interval second rotational speed that detects;
Obtain as in the interval first reluctance rotor rotational speed that detects of said first reluctance rotor with at the second average mean value of the interval second reluctance rotor rotational speed that detects of said second reluctance rotor;
With said first mean value on duty divided by said first rotational speed, calculate said mean engine rotational speed thus with said second mean value.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201410153984.7A CN103900820B (en) | 2008-12-25 | 2009-12-09 | Engine load detection apparatus |
Applications Claiming Priority (4)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP2008-331108 | 2008-12-25 | ||
| JP2008331108 | 2008-12-25 | ||
| JP2009-194366 | 2009-08-25 | ||
| JP2009194366A JP5197528B2 (en) | 2008-12-25 | 2009-08-25 | Engine load detection device and engine load detection method |
Related Child Applications (2)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN201410153984.7A Division CN103900820B (en) | 2008-12-25 | 2009-12-09 | Engine load detection apparatus |
| CN201210008028.0A Division CN102589888B (en) | 2008-12-25 | 2009-12-09 | Engine load detection apparatus and engine load detection method |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CN101762391A CN101762391A (en) | 2010-06-30 |
| CN101762391B true CN101762391B (en) | 2012-07-11 |
Family
ID=42493681
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN 200910225184 Active CN101762391B (en) | 2008-12-25 | 2009-12-09 | Engine load detection apparatus and engine load detection method |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN101762391B (en) |
Families Citing this family (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN102169055B (en) * | 2010-12-31 | 2016-05-18 | 潍柴动力股份有限公司 | A kind of stand measuring and controlling equipment, TT&C system and method for engine |
| DE102011003491A1 (en) * | 2011-02-02 | 2012-08-02 | Robert Bosch Gmbh | Method and apparatus for modeling a torque efficiency of an internal combustion engine for a multiple fuel injection in a combustion cycle |
Citations (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN1150468A (en) * | 1995-04-11 | 1997-05-21 | 株式会社日立制作所 | System and method for controlling generator for vehicle |
| JP2002115598A (en) * | 2000-10-12 | 2002-04-19 | Moric Co Ltd | Load detecting method, control method, ignition timing control method and ignition timing control apparatus for internal combustion engine |
| CN1521423A (en) * | 2003-01-29 | 2004-08-18 | ���＼�й�ҵ��ʽ���� | Vehicle control system |
-
2009
- 2009-12-09 CN CN 200910225184 patent/CN101762391B/en active Active
Patent Citations (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN1150468A (en) * | 1995-04-11 | 1997-05-21 | 株式会社日立制作所 | System and method for controlling generator for vehicle |
| JP2002115598A (en) * | 2000-10-12 | 2002-04-19 | Moric Co Ltd | Load detecting method, control method, ignition timing control method and ignition timing control apparatus for internal combustion engine |
| CN1521423A (en) * | 2003-01-29 | 2004-08-18 | ���＼�й�ҵ��ʽ���� | Vehicle control system |
Non-Patent Citations (2)
| Title |
|---|
| 李建秋等.柴油机各缸工作不均匀程度对性能的影响分析.《交通运输工程学报》.2001,第1卷(第03期), * |
| 韩同群等.适用于汽车发动机无负荷测功中的改良测速法.《湖北汽车工业学院学报》.2002,第16卷(第02期), * |
Also Published As
| Publication number | Publication date |
|---|---|
| CN101762391A (en) | 2010-06-30 |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| CN102589888A (en) | Engine load detection apparatus and engine load detection method | |
| JP5126350B2 (en) | Internal combustion engine misfire determination device and vehicle equipped with the same | |
| JP4702180B2 (en) | Internal combustion engine apparatus and misfire determination method for internal combustion engine | |
| CN111749789B (en) | Misfire detection device, system and method for internal combustion engine, data analysis device, control device for internal combustion engine, and reception execution device | |
| CN102713247B (en) | Method and control device for determining a future rotational speed | |
| RU2007132011A (en) | DEVICE FOR DETERMINING IGNITION PASSES FOR THE INTERNAL COMBUSTION ENGINE AND METHOD FOR DETERMINING IGNITION PASSES IN THE ENGINE | |
| JP2009144561A (en) | Misfire determination device of internal combustion engine, rigidity estimation device of vehicle and torsion element, misfire determination method of internal combustion engine, rigidity estimation method of torsion element | |
| CN101377172B (en) | Method and system for collecting crankshaft position data | |
| CN1834433A (en) | Cam angle detecting apparatus, and cam phase detecting apparatus for internal combustion engine and cam phase detecting method thereof | |
| US9951710B2 (en) | Vehicle and control method for vehicle | |
| CN105651524A (en) | Engine torsional vibration simulation method for automobile test bed | |
| JP4544354B2 (en) | Internal combustion engine misfire determination device and vehicle | |
| CN101762391B (en) | Engine load detection apparatus and engine load detection method | |
| CN104568445A (en) | Engine load detection device and engine load detection method | |
| US11585709B2 (en) | Engine torque measurement for vehicle drivetrain control | |
| JP4135504B2 (en) | Control device for internal combustion engine | |
| JP5508631B2 (en) | Control device for internal combustion engine | |
| JP4816574B2 (en) | Output state detection device for internal combustion engine, vehicle, and output state detection method for internal combustion engine | |
| ITBO20030529A1 (en) | METHOD TO DETECT THE ANGULAR ACCELERATION OF ONE | |
| JP2008063975A (en) | Misfire determining device and misfire determining method for internal combustion engine, and vehicle | |
| JP4650379B2 (en) | Internal combustion engine misfire determination apparatus, misfire determination method, and vehicle | |
| JP4605124B2 (en) | Internal combustion engine misfire determination apparatus, misfire determination method, and vehicle | |
| KR20190057390A (en) | Method and apparatus for operating an internal combustion engine | |
| JP6365372B2 (en) | Engine misfire determination device | |
| JP4697046B2 (en) | Internal combustion engine apparatus and misfire determination method for internal combustion engine |
Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| C06 | Publication | ||
| PB01 | Publication | ||
| C10 | Entry into substantive examination | ||
| SE01 | Entry into force of request for substantive examination | ||
| C14 | Grant of patent or utility model | ||
| GR01 | Patent grant |