JP2003148231A - Rotational state detecting device and control device for driving force source - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a rotational state detecting device to improve the detection accuracy of a rotational state of a first rotating member. SOLUTION: The rotational state detecting device detecting the rotational state of the first rotating member by a first detector comprises an overall determination means (step S1 to step S6) for determining the rotational state of the first rotating member based on at least one of: a detection result of the first detector; and a detection result of a second detector for detecting a rotational state of a second rotating member rotating in a rotational state different from that of the first rotating member.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a rotation state detecting device for detecting a rotation state of a rotating member and a driving force control device.

[0002]

2. Description of the Related Art Conventionally, it has been known in a vehicle control device to detect a rotational state of a rotating member and perform a predetermined control based on the detection result. -41068 gazette. The vehicle control device described in this publication has an internal combustion engine, a continuously variable transmission, and an electromagnetic clutch arranged between the internal combustion engine and the continuously variable transmission. Then, when the stop condition is satisfied, the internal combustion engine is stopped, and when the restart condition is satisfied, the control that restarts the stopped internal combustion engine is performed. When restarting the internal combustion engine, the control for engaging the electromagnetic clutch is executed, and the control for changing the gear ratio of the continuously variable transmission to the high speed side is executed. Here, at the time of starting the internal combustion engine, the engagement operation of the electromagnetic clutch is started when the rotational speed of the internal combustion engine reaches a rotational speed that can be detected by the rotational speed sensor.

By the way, such a detecting device for detecting the rotating state of the rotating member is described in, for example, the basics and applications of electronically controlled engines (CQ Publishing Co., Ltd., issued January 10, 1995). In addition, electromagnetic detection devices and optical detection devices are known.

The electromagnetic detection device is formed by forming a tooth profile (a concave portion and a convex portion) on the outer periphery of a rotary member and arranging an electromagnetic coil in the rotary member with a gap. Then, when the rotating member rotates, the magnitude of the magnetic flux passing through the coil changes, and an AC voltage is generated at both ends of the coil. The rotation speed of the rotating member is detected based on the frequency of this AC voltage.

The optical detection device has a light emitting diode and a phototransistor, and a rotary member having a slit is arranged between them. Then, as the rotating member rotates, the light received by the phototransistor is interrupted by the rotating member to detect the rotating state of the rotating member. The above electromagnetic detection device,
Compared with an optical detection device, there is an advantage that a structure for maintaining airtightness is unnecessary and the structure is simple.

[0006]

However, the electromagnetic sensor has the following problems. First, in order to generate a detectable change in magnetic flux, there is a limit to the increase in the number of concave portions and convex portions that can be formed in the rotating member. Therefore, it is not possible to detect the rotation angle of the rotating member below the predetermined angle. In other words, the resolution (detection accuracy) regarding the rotation angle was low.

Since the magnetic flux changes due to the change in the gap between the concave and convex portions formed on the outer periphery of the rotating member and the electromagnetic coil, the rotating speed of the rotating member is less than a predetermined value. Then, no AC voltage was generated, and rotation at a low rotation speed could not be detected. In other words, the resolution (detection accuracy) at the rotation speed was low.

Therefore, if the control described in the above publication is performed using such an electromagnetic sensor, the actual start timing of the internal combustion engine is delayed with respect to the start request of the internal combustion engine. There is also a problem that the actual engagement start timing of the electromagnetic clutch is delayed with respect to the engagement request of the electromagnetic clutch.

The present invention has been made in view of the above circumstances, and provides a rotation state detecting device and a driving force source control device capable of improving the detection accuracy of the rotation state of the first rotating member. It is an object.

[0010]

In order to achieve the above-mentioned object, the invention of claim 1 is a rotation state detection in which the rotation state of the first rotating member can be detected by the first detector. In the device, a second rotation member which is connected to the detection result of the first detector or the first rotation member so as to be capable of transmitting power, and which rotates in a rotation state different from that of the first rotation member. Of the second detector for detecting the rotation state of the first rotating member, the total determination means for determining the rotation state of the first rotating member based on the detection result of at least one of the second detectors. It is a thing.

According to the first aspect of the invention, the rotation state of the first rotating member is determined based on the detection result of at least one of the positions of the first detector and the second detector. For example, when the rotation state of the first rotating member cannot be determined by the first detector, the rotation state of the first rotating member is determined by the second detector.

According to a second aspect of the present invention, in addition to the configuration of the first aspect, the comprehensive judgment means judges whether or not there is at least one of a stop request and a start request for the first rotating member, and the judgment result is obtained. Based on the detection result of the first detector or the detection result of the second detector, it further has a function of selecting whether to determine the rotation state of the first rotating member. It is characterized by that.

According to the invention of claim 2, in addition to the same operation as that of the invention of claim 1, it is judged whether or not there is at least one of a stop request and a start request for the first rotating member, and the judgment result is obtained. Based on the selection, the method for determining the rotation state of the first rotating member is selected.

According to a third aspect of the present invention, in addition to the structure of the first aspect, the comprehensive judgment means judges the detection accuracy of the first detector, and based on the judgment result, the first detection is performed. It further has a function of selecting whether to judge the rotation state of the first rotating member based on the detection result of the container or the detection result of the second detector. .

According to the invention of claim 3, in addition to the same effect as that of the invention of claim 1, when the detection accuracy of the first detector is low, for example, the detection result of the second detector is Based on this, the rotation state of the first rotating member is determined.

According to a fourth aspect of the present invention, in addition to the structure of any of the first to third aspects, an outer periphery of the first rotating member is provided.
A plurality of detected parts are arranged in the circumferential direction,
The first detector is arranged so as to face the outer periphery of the first rotating member, and the first detector generates a detection signal based on a relative positional relationship with the detected portion. Is further included.

According to the invention of claim 4, the first to third aspects
In addition to the same effect as in any one of the above aspects, the first detection section generates a detection signal based on the relative positional relationship between the first detector and the detected section.

According to a fifth aspect of the invention, the output shaft of the driving force source for the vehicle is rotated by the torque generated by burning the fuel in the combustion chamber, and the rotation state of the output shaft is detected by the first detector. In the control device of the driving force source, which is capable of determining the state of the combustion chamber based on the detection result, the detection result of the first detector or the power transmission is connected to the output shaft. The state of the combustion chamber based on at least one of the detection results of the second detector that detects the rotation state of the second rotating member that rotates in a rotation state different from that of the output shaft. It is characterized by comprising a comprehensive judging means for judging.

According to the fifth aspect of the invention, the state of the combustion chamber is judged based on at least one of the detection result of the first detector and the detection result of the second detector. For example, when it is difficult to determine the rotation state of the first rotating member by the first detector, the rotation state of the first rotating member is determined based on the detection result of the second detector. .

According to a sixth aspect of the invention, in addition to the configuration of the fifth aspect, the comprehensive judgment means judges whether or not there is at least one of a stop request and a start request for the vehicle, and based on the result of the judgment, It is characterized by further having a function of selecting whether to judge the state of the combustion chamber according to the detection result of the first detector or the detection result of the second detector. .

According to the invention of claim 6, in addition to the same effect as that of the invention of claim 5, it is judged whether or not there is at least one of a request to stop the vehicle and a request to start the vehicle. Based on the result of the judgment, combustion is performed. A detector is selected as a reference for judging the state of the room.

According to a seventh aspect of the present invention, in addition to the configuration of the fifth aspect, the comprehensive determination means determines the detection accuracy of the first detector, and based on the determination result, the first detection is performed. It further has a function of selecting whether to judge the state of the combustion chamber based on the detection result of the burner or the detection result of the second detector.

According to the invention of claim 7, in addition to the same effect as that of the invention of claim 5, a detector serving as a reference for judging the state of the combustion chamber based on the detection accuracy of the first detector. Is selected.

According to the invention of claim 8, in addition to the configuration of claim 6, the comprehensive judgment means is configured to:
It further has a function of synchronizing the signal of the first detector and the signal of the second detector and detecting the state of the combustion chamber based on the signal of the second detector. It is characterized by that.

According to the invention of claim 8, in addition to the same effect as the invention of claim 6, when there is a stop request,
The state of the combustion chamber is detected on the basis of the signal of the first detector and the signal of the second detector, and the signal of the second detector.

According to a ninth aspect of the present invention, in addition to the configuration of the sixth aspect, when the comprehensive judgment means starts the driving force source on the basis of the start request, the gear of the output shaft and the starting device are It further comprises a function of meshing with a gear and rotating the driving force source by the power of the starting device.

According to the invention of claim 9, in addition to the same operation as the invention of claim 6, when there is a start request,
The gear of the output shaft meshes with the gear of the starting device, and the driving force source is rotated by the power of the starting device.

According to a tenth aspect of the present invention, in addition to the structure of any of the fifth to ninth aspects, the comprehensive judgment means controls the combustion state of the fuel based on the judged state of the combustion chamber. Is further provided.

According to the tenth aspect of the invention, in addition to the same effect as that of the fifth aspect of the invention, the combustion state of the fuel (in other words, based on the determined state of the combustion chamber) (in other words, The torque applied to the output shaft) is controlled.

The invention of claim 11 relates to claims 5 to 10.
In addition to any one of the above configurations, the comprehensive determination means further includes a function of controlling the combustion state of the fuel based on the detection result of the second detector when the start request is made. It is characterized by being present.

According to the eleventh aspect of the invention, in addition to the same action as that of the fifth aspect of the invention,
When there is a request to drive the vehicle, the combustion state of the fuel is controlled based on the detection result of the second detector.

The invention of claim 12 is the invention of claims 5 to 11.
In addition to any one of the above configurations, the second rotating member is a rotating shaft of a generator that generates electric power by the power transmitted from the output shaft of the driving force source.

The invention of claim 12 is the invention of claims 5 to 11.
In addition to the same effect as in any one of the above aspects, power is generated by the power transmitted from the output shaft of the driving force source to generate electric power.

In each claim, the rotation state of the first rotating member or the second rotating member detected by the detector includes physical quantities related to rotation such as rotation speed, rotation speed, and rotation angle. Further, the rotation state of the first rotating member judged by the comprehensive judging means is the rotation speed,
The number of rotations, the rotation angle, etc. The rotation state of the first rotation member determined by the comprehensive determination unit includes stop.

[0035]

Embodiments of the present invention will now be described with reference to the drawings. FIG. 21 is a conceptual diagram showing a configuration of a vehicle A1 to which the invention is applied. The vehicle A1 has an engine 1 as a driving force source. Examples of the engine 1 include an internal combustion engine of a type that burns fuel to generate heat energy and converts the heat energy into rotary motion, and more specifically, a gasoline engine, a diesel engine, an LPG engine, or the like. In the following description, for convenience, the engine 1 will be referred to as an in-line 4-cylinder engine,
In addition, a case where a diesel engine of a 4-stroke cycle type and a reciprocating type is used is shown.

This diesel engine 1 has a crankshaft 2, a flywheel 3 is attached to one end of the crankshaft 2, and a timing pulley 4 is attached to the other end of the crankshaft 2. Inside the diesel engine 1, a plurality of cylinders, in this embodiment, a first cylinder # 1, a second cylinder # 2, a third cylinder # 3, and a fourth cylinder # 4 are formed.

These first cylinder # 1 and second cylinder #
The second and third cylinders # 3 and # 4 have the same basic configuration, and the first cylinder # 1 and the second cylinder # 2 and the third cylinder # 3 and the fourth cylinder are the same. # 4 has each cylinder 5, and each cylinder 5
A piston 6 is reciprocally arranged therein. The reciprocating motion of each piston 6 is converted into the rotary motion of the crankshaft 2 via the connecting rod 7.

A combustion chamber 8 is formed in each cylinder 5 in a space facing the top surface of each piston 6. Further, an intake port (not shown) and an exhaust port (not shown) that communicate with each combustion chamber 8 are formed, and an intake valve 9 that individually opens and closes each intake port and each exhaust port are separately provided. An exhaust valve 10 that opens and closes is provided for each combustion chamber 8. An injector 12 for supplying fuel to each combustion chamber 8 is provided for each combustion chamber 8.

On the other hand, a ring gear 13 is formed on the outer circumference of the flywheel 3. Further, a starter motor 14 for starting the diesel engine 1 is provided, and a rotary shaft 15 of the starter motor 14 is configured to be movable in the axial direction of the crankshaft 2. Further, a pinion gear 16 is formed on the rotary shaft 15, and engagement / disengagement of the pinion gear 15 and the ring gear 13 is switched by the reciprocating movement of the rotary shaft 15.

A timing belt 17 is wound around the crank pulley 4, and the timing belt 1
7 is also wound around the timing pulley 20 of the rotating shaft 19 of the alternator 18. Therefore, when the crankshaft 2 rotates, the torque is transmitted to the timing pulley 20 via the timing belt 17.
Here, the tooth number ratio of the timing pulleys 4 and 20 is set so that the rotational speed of the timing pulley 4 is increased and transmitted to the timing pulley 20. The alternator 18 is a generator having three independent stator coils, that is, a so-called three-phase AC generator, and the alternator 18 is connected to the power storage device 2 via an inverter 21.
2 is connected.

Further, as a controller for controlling the diesel engine 1, the alternator 18, the starter motor 14, etc., an electronic control unit for an engine (EC
U) 23 and an alternator electronic control unit (ECU) 24 for controlling the alternator 18 are provided. The engine electronic control unit 23 and the alternator electronic control unit 24 are each configured by an arithmetic processing unit (CPU), a storage unit (RAM, ROM), and a microcomputer mainly including an input / output interface.

Further, signal communication is possible between the engine electronic control unit 23 and the alternator electronic control unit 24. The engine electronic control unit 23 includes a signal from the accelerator opening sensor 25, a signal from the brake switch 26, a signal from the vehicle speed sensor 27, a signal from the shift position sensor 28, a signal from the crank angle sensor 29, a signal from the ignition switch 32, and a cooling signal. Signal of water temperature sensor 33,
A signal of the air conditioner switch 34 or the like is input.

As the crank angle sensor 29, an electromagnetic pickup sensor which generates a pulse at every predetermined rotation angle based on the rotation of the rotor 30 provided on the crankshaft 2 can be used. An example of the rotor 30
As shown in FIG. The rotor 30 made of a magnetic material has a disk shape, and a plurality of tooth portions 50 are formed on the outer circumference of the rotor 30 at substantially equal pitches in the circumferential direction. The gaps between the tooth portions 50 are evenly set, but a missing tooth portion 37 is formed in which one gap in the circumferential direction is set wider than the other gaps. Then, the crank angle sensor 29 is provided at a position facing the outer peripheral surface of the rotor 30.
Are arranged. Crank angle sensor 29 and rotor 30
A gap Q1 is formed between and.

The crank angle sensor 29 has a tooth portion 5
The magnetic flux increases or decreases based on the change in the relative positional relationship with 0, and electromotive force is generated. Since the generated voltage is in the opposite direction when the missing tooth portion 37 approaches the crank angle sensor 29 and when the missing tooth portion 37 moves away from the crank angle sensor 29, an alternating current is generated. By detecting this voltage change, the rotation angle of the crankshaft 2 can be determined. Further, by detecting the frequency of the AC voltage, it is possible to determine the rotation speed (in other words, the rotation speed) of the crankshaft 2.

Further, another example of the rotor 30 is shown in FIG.
Magnetic bodies (magnets, etc.) 51 are attached to the outer periphery of the rotor 30 along the circumferential direction at substantially equal pitches.
The large spacing portion 52 in which the spacing between the magnetic bodies 51 in the circumferential direction is set to be wider than the spacing between the other magnetic bodies 51 is 1
It is formed in some places. The crank angle sensor 29 is arranged at a position facing the outer peripheral surface of the rotor 30. A gap Q1 is formed between the crank angle sensor 29 and the rotor 30. Also in the case of FIG. 8, the signal generation principle of each crank sensor 29 is the same as that of the case of FIG.

By the shift position sensor 28,
It is detected whether the drive position or the non-drive position is selected. The drive position is a position that enables power transmission between the input side and the output side of the transmission, and examples thereof include a drive position. The non-driving position is a position where power transmission between the input side and the output side of the transmission is impossible, and examples thereof include a parking position.

The engine electronic control unit 23 outputs a signal for controlling the starter motor 14, a signal for controlling each injector 12, and the like. The alternator electronic control unit 24 includes a signal regarding the amount of electricity stored in the electricity storage device 22,
A signal from a rotation state detection sensor 31 that detects the rotation state of the rotation shaft 19 of the alternator 18 is input. Examples of the rotation state detection sensor 31 include an electromagnetic sensor and an optical sensor. Examples of the electromagnetic sensor include those having a Hall element. As the optical sensor, for example, a sensor using a light emitting diode, a phototransistor, and a disc having a slit can be used. The alternator electronic control unit 24 outputs signals for controlling the inverter 21. A transmission (not shown) is provided in the power transmission path from the diesel engine 1 to the wheels (not shown).

Next, the control of the vehicle A1 shown in FIG. 2 will be described. First, the case where the ignition switch 32 is turned on when the diesel engine 1 is stopped will be described. In this case, the rotation shaft 15 of the starter motor 14 projects so that the pinion gear 16 and the ring gear 13 are meshed with each other, the starter motor 14 is driven, and the torque of the starter motor 14 is transmitted to the flywheel 3 and the crankshaft 2 Is cranked.

In the following description of the operation, the operation of one cylinder will be described for convenience. Due to the cranking of the crankshaft 2, the piston 6 descends from the top dead center to the bottom dead center, the intake port is opened, and air is supplied into the combustion chamber 8. This process is the intake stroke.

Thereafter, the rotation of the crankshaft 2 causes the piston 6 to rise from the bottom dead center toward the top dead center. In this case, both the intake port and the exhaust port are closed, the air in the cylinder 5 is compressed, and the inside of the cylinder 5 becomes high temperature and high pressure. This process is a compression process. For example, when fuel is injected into the combustion chamber 8 by the injector 12 at the end of the compression stroke, the fuel burns and explodes due to self-ignition, and the heat generation energy pushes the piston 6 downward. This process explodes (combusts)
It is a process.

In this way, when the piston 6 is pushed down, its force is transmitted to the crankshaft 2 via the connecting rod 7, and the crankshaft 2
Rotates. In this way, when the piston 6 is pushed down to near the bottom dead center, the exhaust port is opened, and the gas in the cylinder 5 is exhausted to the outside through the exhaust port as the piston 6 rises. This step is the exhaust stroke. In this way, the piston 6 reaches the top dead center and shifts to the suction stroke. Note that when any two pistons 6 move from top dead center to bottom dead center, the other two
The two pistons 6 move from the bottom dead center toward the top dead center.

The above description relates to the operation of one piston 6, but the piston 6 of the first cylinder # 1 and the piston 6 of the fourth cylinder # 4 are the same in the axial direction of the cylinder 5. In the position, the piston 6 of the second cylinder # 2 and the piston 6 of the third cylinder # 3 are located at the same position in the axial direction of the cylinder 5. In the axial direction of the cylinder 5, the piston 6 of the first cylinder # 1
And the piston 6 of the fourth cylinder # 4 and the second cylinder # 2
And the piston 6 of the third cylinder # 3
They are located at different positions, and if the difference in position is represented by the rotation angle of the crankshaft 2, it is 180 degrees. Further, the strokes of the cylinders corresponding to the two pistons 6 located at the same position are different.

For example, if the first cylinder # 1 is in the intake stroke, the second cylinder # 2 is in the compression stroke, and the third cylinder # 3 is in the compression stroke.
Is in the exhaust stroke, and the fourth cylinder # 4 is in the combustion stroke.
If the first cylinder # 1 is in the compression stroke, the second cylinder # 2 is in the combustion stroke, the third cylinder # 3 is in the intake stroke, and the fourth cylinder # 4 is in the exhaust stroke. . Further, if the first cylinder # 1 is in the combustion stroke, the second cylinder # 2 is in the exhaust stroke, the third cylinder # 3 is in the compression stroke, and the fourth cylinder # 4 is in the intake stroke. . Furthermore, the first cylinder # 1
Is in the exhaust stroke, the second cylinder # 2 is in the intake stroke, the third cylinder # 3 is in the combustion stroke, and the fourth cylinder # 4 is
Is in the compression process. Then, the position of each piston 6 in the axial direction of the cylinder 5, that is, the cylinder determination as to which stroke each cylinder is in is determined by the crank angle sensor 29.
Can be performed based on the signal.

When the crankshaft 2 reaches the rotational speed at which it can autonomously rotate by the above operation, the rotary shaft 15 of the starter motor 14 retracts, and the pinion gear 16 and the ring gear 13 are disengaged. That is, the torque of the starter motor 14 is not transmitted to the flywheel 3. In addition, when the diesel engine 1 becomes the autonomous speed or more, the fuel injection amount, the intake air amount, and the like are determined based on the signal of the accelerator opening sensor 25, the signal of the cooling water temperature sensor 33, the signal of the air conditioner switch 34, and the like. The output (rotational speed and torque) of the diesel engine 1 is adjusted and controlled.

When the drive position is selected as the shift position, the torque output from the diesel engine 1 is transmitted to the wheels via the transmission,
Driving force is generated. During operation of the diesel engine 1, if the charge amount of the power storage device 22 is less than or equal to a predetermined value, the alternator 1 is driven by the power of the diesel engine 1.
It is also possible to rotate 8 and perform alternating current generated by the alternator 18 into direct current by the inverter 21 to charge the power storage device 22, that is, so-called regenerative control.

On the other hand, when the vehicle A1 is decelerated,
In other words, in the coasting state, the kinetic energy due to the rotation of the wheels is transmitted to the diesel engine 1 via the transmission, and the engine braking force is generated. Here, when the charge amount of the power storage device 22 is equal to or less than a predetermined value, a part of the power transmitted from the wheels to the diesel engine 1 is transmitted to the alternator 18, and the alternator 18 functions as a generator. The so-called regenerative control, in which the generated alternating current is converted into a direct current by the inverter 21 and the power storage device 22 is charged, can also be performed. If the ignition switch 32 is turned off while the diesel engine 1 is operating,
The supply of fuel to the combustion chamber 8 is stopped, the rotational speed of the diesel engine 1 is reduced, and the diesel engine 1 is stopped.

In the vehicle A1 shown in FIG. 2, control for stopping / starting the diesel engine 1 based on conditions other than the signal of the ignition switch 32, so-called eco-run control (in other words, idle stop control) is executed. can do. This eco-run control switches the diesel engine 1 from the operating state to the stopped state when the "stop condition" that is a request to stop the vehicle A1 is satisfied, while the "start request (starting condition Or the return condition) ”is satisfied, the control is for returning the diesel engine 1 from the stopped state to the operating state. This eco-run control is performed based on a signal from the accelerator opening sensor 25, a signal from the vehicle speed sensor 27, a signal from the brake switch 26, a signal from the shift position sensor 28, and the like.

In this embodiment, for example, during operation of the diesel engine 1, the accelerator opening is fully closed, the brake switch 26 is turned on, the vehicle speed is zero, and the drive position is selected. When all the above items are detected, the stop condition is satisfied, the fuel supply to the combustion chamber 8 is stopped, and the diesel engine 1 is stopped. On the other hand, when the stop condition is satisfied and the diesel engine 1 is stopped,
In other words, the speed of the diesel engine 1 is "zero".
When at least one of the above matters is resolved, the starting condition is satisfied, the diesel engine 1 is cranked by the drive of the starter motor 14, and the fuel is supplied to the combustion chamber 8. The diesel engine 1 is in the autonomous rotation state.

The reason why it is premised that the rotational speed of the diesel engine 1 is "zero" when the diesel engine 1 which is stopped as described above is started based on the starting condition will be described. That is, in this embodiment, the diesel engine 1 is cranked by the power of the starter motor 14. Therefore, in order to smoothly engage the pinion gear 16 and the ring gear 13, the diesel engine 1 needs to be completely stopped.

The relationship between the detection of the engine speed and the start of the cranking control will be described below in relation to the eco-run control. First, when the diesel engine 1 is operated at a predetermined rotation speed, for example, a rotation speed at which autonomous rotation is possible or more, as shown in the upper part of FIG. 4, when the stop condition is satisfied at time t1, the engine is operated after time t1. The rotation speed has decreased and the diesel engine 1 has completely stopped at time t5. It should be noted that the engine rotation speed is zero even after the time t2 before the time t5, but this is because the engine rotation speed cannot be detected below a certain rotation speed because of the detection characteristic of the crank angle sensor 29. It is processed with a number of zero.

In other words, the rotation angle of the crankshaft 2 cannot be detected, and the detection signal is not output for about 500 ms. Therefore, between time t2 and time t5, it is not possible to determine whether or not the diesel engine 1 is actually stopped based on the signal from the crank angle sensor 29. The determination that the diesel engine 1 has completely stopped at time t5 is a time that is experimentally calculated with some margin from the relationship between the engine speed at time t1 and the passage of time.

After time t5, the stop condition continues to be satisfied, the engine speed is zero, and the vehicle A1 is also stopped. After that, when the return condition is satisfied at time t7, the starter motor 14 is driven to increase the engine speed, and after time t8, the engine speed is controlled to a predetermined idling speed.

As described above, due to the detection characteristics of the crank angle sensor 29, it is difficult to detect the engine rotation speed (in other words, the rotation angle) that is less than the predetermined rotation speed. That is, the signal from the crank angle sensor 29 cannot detect a rotation angle less than a predetermined angle (for example, less than 10 degrees). In such a case, for example, even if the return condition is satisfied between the time t2 and the time t5 in FIG. 2, as described above, in order to smoothly engage the ring gear 13 and the pinion gear 16, the engine rotation speed is increased. If it is not after the time t5 when it is determined that the number surely becomes zero, the starter motor 14
Control cannot be executed. as a result,
The time from when the return condition is satisfied until the start control of the diesel engine 1 is actually started becomes long, and the driver may feel uncomfortable.

On the other hand, in this embodiment, the rotation state of the diesel engine 1 is determined based on the signal from the rotation state detection sensor 31 and the control is performed based on the determination result to avoid the above inconvenience. You can
The alternator 18 has three phases of a U phase, a V phase, and an X phase, and each phase generates a sinusoidal alternating current whose position is displaced by 120 degrees. When each sine wave is rectified and pulsed, a waveform as shown in FIG. 5 is obtained. From the on / off combination of the pulses corresponding to each phase, one cycle (180
6) resolution. Here, 8 cycles in electrical angle are
This corresponds to one rotation of the rotating shaft 19 of the alternator 18, and has a resolution of 48 in 8 cycles in electrical angle. That is, the rotating shaft 1
A value of 7.5 degrees obtained by dividing 360 degrees, which is one rotation of 9, by 48 resolution is the minimum rotation angle of the rotation shaft 19 that can be detected by the rotation state detection sensor 31.

For example, a case where the ratio of the rotational speed of the timing pulley 20 on the rotary shaft 19 side to the rotational speed of the timing pulley 4 on the crankshaft 2 side is set to 2.4 will be described. While the crankshaft 2 makes one rotation (360 ° rotation), the rotating shaft 19 of the alternator 18 rotates by a speed ratio of 2.4 × 360 ° = 864 °. That is, while the rotating shaft 19 makes one rotation,
The rotation angle of the crankshaft 2 is 360 ° ÷ 864 ° ≈0.416 °.

Since the minimum rotation angle of the rotary shaft 19 that can be detected by the rotation state detection sensor 31 is 7.5 degrees, the minimum rotation angle of the crankshaft 2 that can be calculated based on the signal of the rotation state detection sensor 31. Is 7.5 degrees × 0.416 degrees = 3.12 degrees. For example, if the signal from the rotation state detection sensor 31 cannot be detected within the time of 10 ms, it can be determined that the engine speed has become zero.

Next, a control example of the vehicle A1 will be described with reference to the flowchart of FIG. First, during the operation of the diesel engine 1, specifically, in a state where the crank angle sensor 29 has a high detection accuracy and a rotational speed equal to or higher than that, the rotational state of the crankshaft 2 is determined based on the signal of the crank angle sensor 29 (step S1). Then, it is judged whether or not the stop condition is satisfied (step S2). Step S
When the determination is negative in 2, the control routine is ended, and when the determination in step S2 is affirmative, the rotation state of the crankshaft 2 is detected based on the signal of the rotation state detection sensor 31. Control (Step S
3).

After step S3, it is determined based on the signal from the rotation state detection sensor 31 that the engine speed has become zero (step S4), and then it is determined whether or not the return condition is satisfied. (Step S5). If the determination in step S5 is negative, step S5 is repeated as it is, and if the determination is positive in step S5, the starter motor 14 is driven to crank the diesel engine 1 (step S6). , This control routine ends. The stop request in step S2 may be determined by turning off the ignition switch 32 or satisfying a stop condition for eco-run control.

Next, an example in which the eco-run control is executed based on the signal of the crank angle sensor 29 and the signal of the rotational state detection sensor 31 will be described based on the time chart in the lower part of FIG. First, as described above, during the period from time t2 to time t5, the engine speed cannot be detected based on the signal from the crank angle sensor 29. Therefore, when a stop request is generated and the engine speed drops to a speed that cannot be detected by the signal of the crank angle sensor 29, the engine speed is determined based on the signal of the rotation state detection sensor 31.

Then, at time t3 between time t2 and time t5, "the engine speed has become zero" can be reliably detected. Therefore, if the return condition is satisfied between time t3 and time t5, for example, at time t4, the starter motor 14 is driven at that time t4 to start cranking of the crankshaft 2 to change the engine speed. Can be raised. As a result, time t5 and time t7
At time t6 between and, the engine speed can be controlled to a predetermined idle speed.

As described above, by determining the engine speed based on the signal from the rotation state detection sensor 31 and starting the diesel engine 1 based on the result of the determination, the recovery condition is satisfied, The time until actually cranking the diesel engine 1 can be shortened as much as possible. For this reason, the driver's discomfort is eliminated, and drivability can be improved.
Especially, based on the eco-run control, the diesel engine 1
When restarting the vehicle, the vehicle A1
Ignition switch 32
Since it is shorter than the time it takes for the vehicle A1 to be turned on and the vehicle A1 to start, by applying the control example of FIG. 1 to such eco-run control, the starting ability and drivability of the vehicle A1 are further improved.

Next, the relationship between the detection of the engine speed and the fuel injection control will be described in relation to the eco-run control. When the diesel engine 1 is started from the stopped state of the diesel engine 1, until the missing tooth portion 37 or the large gap portion 52 is detected by the crank angle sensor 29, the position of each piston 6 in each cylinder, that is,
The absolute position of the cylinder 5 in the axial direction cannot be determined, and fuel injection by the injector 12 is not performed.

For this reason, depending on the stopped state of the crankshaft 2, the crankshaft 2 may reach 1 at the shortest after the cranking of the diesel engine 1 is started and before the missing tooth portion 37 or the large gap portion 52 is detected. It takes time to rotate, and at the longest, it takes time for the crankshaft 2 to rotate one and a half revolutions. As a result, the time from the start of cranking of the diesel engine 1 until the diesel engine 1 reaches the rotation speed at which it can autonomously rotate becomes longer, and the diesel engine 1
There is a possibility that the startability of the may deteriorate.

On the other hand, in this embodiment, the above-mentioned inconvenience can be avoided by judging the absolute position of the piston 6 of each cylinder based on the signal of the rotation state detection sensor 31. The control in this case will be described based on the flowchart of FIG. First, when the diesel engine 1 is in operation, that is, at a rotational speed at which the crank angle sensor 29 has high detection accuracy, based on the signal from the crank angle sensor 29,
The state of each cylinder is determined (step S10). Then, it is determined whether or not a request to stop the diesel engine 1 is generated during the operation of the diesel engine 1 (step S11). If the determination in step S11 is negative, this control routine ends.

On the other hand, if the affirmative determination is made in step S11 and the engine speed has decreased to a speed that cannot be determined from the signal from the crank angle sensor 29, based on the signal from the rotational state detection sensor 31. The rotation state of the crankshaft 2 is detected, and the position of each piston 6, that is, the state of each cylinder is determined based on the detection result (step S12). This step S12
Then, control for synchronizing the signal of the crank angle sensor 29 and the signal of the rotation state detection sensor 31 is performed (step S13). Further, the injection of fuel into each combustion chamber 8 is stopped and the diesel engine 1 is stopped.

Thereafter, it is judged whether or not a request for starting the diesel engine 1 is made (step S1
4) If the determination in step S14 is negative, step S14 is repeated. If the determination in step S14 is affirmative, the starter motor 14 is driven to crank the crankshaft 2 and the state of each cylinder is determined based on the signal from the rotation state detection sensor 31 (step S14). S15). Based on the control for synchronizing the signal of the crank angle sensor 29 and the signal of the rotation state detection sensor 31 in step S13, and the signal of the rotation state detection sensor 31 in step S15,
The control for determining the state of each cylinder is performed by the alternator electronic control unit 24.

Then, the cylinder state data determined in step S15 is transmitted from the alternator electronic control unit 24 to the engine electronic control unit 23 (step S).
16). Further, based on the data transmitted to the engine electronic control unit 23, the fuel injection into the combustion chamber 8 is started (step S17). Then, if the crank angle sensor 29 detects the missing tooth portion 37 or the large gap portion 52 of the rotor 30, the “rotation state detection sensor 3
The control for determining the rotation state of the crankshaft 2 based on the signal 1 is ended, and the "control for detecting the rotation state of the crankshaft 2 based on the signal from the crank angle sensor 29" is started (step S18). This control routine ends.

The stop request determined in step S11 may be determined by either turning off the ignition switch 32 or requesting stop of the eco-run control.
Further, the start request determined in step S14 may be determined by either turning on the ignition switch 32 or returning to the eco-run control.

Next, in starting the stopped diesel engine, an embodiment for judging the state of each cylinder based on the signal of the rotation state detection sensor 31 and each of the signals based on the signal of the crank angle sensor are used. The time chart of FIG. 7 compares with a comparative example for determining the state of the cylinder.

First, when a request for starting the diesel engine 1 is made, at time t6, the missing tooth portion 37 or the large gap portion 5 is generated.
2 is detected, the state of each cylinder is determined, and fuel injection is started from time t7 thereafter. On the other hand, in the embodiment, the time t1 before the time t6
From this, a pulse of the rotation state detection sensor 31 is generated, and the stop position (angle) of the crankshaft 2 is grasped based on the pulse. That is, the state of each cylinder is determined. Then, at time t4, the fuel injection signal is generated.
In the time chart of FIG. 6, “NE” indicates the signal of the crank angle sensor 29 for obtaining the engine speed, “G1” indicates the cylinder discrimination signal, and “TDC”.
Means that the piston of each cylinder is located at the top dead center.

That is, at time t2, the piston of the first cylinder # 1 is located at the top dead center, and at time t3, the cylinder determination shifts from the first cylinder # 1 to the third cylinder # 3. Further, at time t5, the piston of the third cylinder # 3 is located at the top dead center, and at time t6, the determined cylinder is the third cylinder # 3.
To the fourth cylinder # 4. Furthermore, time t8
Then, the piston of the fourth cylinder # 4 is located at the top dead center, and at time t9, the cylinder discrimination is from the fourth cylinder # 4 to the second cylinder # 4.
It has moved to 2. Furthermore, at time t10, the piston of the second cylinder # 2 is located at the top dead center.

As described above, the fuel injection start timing in the embodiment is earlier than the fuel injection start timing in the comparative example, and the startability of the diesel engine can be improved. Further, in the embodiment, the engine speed reaches the autonomous speed earlier than in the comparative example, so that the cranking execution time by the starter motor is shorter in the embodiment than in the comparative example. Therefore, the example can reduce gear noise more than the comparative example.

In particular, when restarting the diesel engine 1 based on the eco-run control, the ignition switch 32 is turned on and the vehicle A1 starts during the time from when the start request is issued until the vehicle A1 starts. Since the time is shorter than the time until, by applying the control example of FIG. 7 to such eco-run control, the startability and drivability of the vehicle A1 are further improved.

In this embodiment, the rotary shaft 19
The speed ratio obtained by dividing the rotation speed of the timing pulley 20 by the rotation speed of the timing pulley 4 of the crankshaft 2 is 2.4, but other speed ratios can be set. When a gasoline engine or a diesel engine is used as the engine, a control signal from the engine electronic control unit 23 to the ignition unit 35 is based on at least one of the signal from the crank angle sensor 29 and the signal from the rotation state detection sensor 31. Is output. It goes without saying that the ignition device 35 is provided separately for each cylinder.

An output that can control the intake air amount to the combustion chamber 8, the intake air timing, the air exhaust timing from the combustion chamber 8 and the like for each cylinder based on a signal from the engine electronic control unit 23. In the case where the control device 36 is provided, based on the signal input to the electronic control device for engine 23 and the data stored in advance, FIG.
It is also possible to control the output control device 36 in step S6 of FIG. 6 and step S17 of FIG. 6 together to control the output of the diesel engine 1. Furthermore, this embodiment can be applied to a vehicle having an electric motor as a driving force source.

Here, the correspondence between the functional means shown in FIG. 1 and the configuration of the present invention will be described. Steps S1 to S6 correspond to the comprehensive judgment means of the present invention. Further, when the correspondence between the functional means shown in FIG. 6 and the configuration of the present invention is described, steps S10 to S18 correspond to the comprehensive judgment means of the present invention.

Further, explaining the correspondence relationship between the structure of the embodiment described above and the structure of the present invention, the crankshaft 2 corresponds to the first rotating member and the output shaft of the present invention, and the crank The angle sensor 29 corresponds to the first detector of the present invention, the rotary shaft 19 corresponds to the second rotating member of the present invention, the rotation state detection sensor 31 corresponds to the second detector, and the engine electronic The control device 23 and the alternator electronic control device 24 correspond to the comprehensive judgment device of the present invention, and include the diesel engine 1, the gasoline engine, and the LPG.
An internal combustion engine such as an engine and an electric motor correspond to the driving force source of the present invention, the ring gear 13 corresponds to the gear formed on the output shaft of the present invention, and the starter motor 14
Corresponds to the starting device of the present invention, the pinion gear 16 corresponds to the gear of the starting device of the present invention, and the alternator 18
Corresponds to the generator of the present invention, and the tooth portion 50 and the magnetic body 5 are
1 corresponds to the detected portion of the present invention.

Further, to explain the correspondence between the matters described in this embodiment and the configuration of the present invention, the rotational angle, rotational speed, rotational speed, etc. of the crankshaft 2 are the same as those of the first rotary member of the present invention. The rotation angle, the rotation speed, the rotation speed, etc. of the output shaft 19 correspond to the rotation state of the second rotating member of the invention, and the resolution of the crank angle sensor 29 corresponds to the rotation state of the first invention. It corresponds to the detection accuracy of the detector.
Specifically, at a rotation speed of a predetermined rotation speed or lower, a rotation speed of a predetermined rotation speed or lower, and a rotation angle of a predetermined rotation angle or lower, the rotation state of the crankshaft 2 is determined based on the detection signal of the crank angle sensor 29. Therefore, the detection accuracy is low. In the present invention, the detection accuracy of the first detector includes, in addition to the resolution when the function of the first detector is normal, “detection based on the presence or absence of failure or abnormality of the first detector. The “accuracy” is also included in the “detection accuracy of the first detector” of the present invention.

Further, the sine wave and the pulse correspond to the detection signal of the present invention, and the position of the piston in the axial direction of the cylinder and each stroke corresponding to the operation of the piston, that is, the "cylinder state" is Corresponding to "state of combustion chamber" of the invention, control of fuel supply timing, control of fuel supply amount, control of intake air amount, control of air supply timing to combustion chamber, timing of air exhaust from combustion chamber Control of the ignition timing, control of the ignition timing, etc. correspond to the "control of the combustion state of the fuel" of the present invention, and turning off the ignition switch 32 and fulfilling the stop condition correspond to the stop request of the present invention. The establishment of the on / start condition (return condition) corresponds to the start request of the present invention.

Here, the characteristic configurations of the present invention disclosed based on the above specific examples are listed below. That is, there is disclosed a rotation state determination device and a driving force source control device in which the comprehensive determination means described in each claim is read as a "total determination device" or a "controller". Further, a rotation state determination method and a driving force source control method in which the comprehensive determination means described in each claim is read as a "control step" are also disclosed.

[0091]

As described above, according to the first aspect of the invention, the rotation of the first rotary member is based on the detection result of at least one of the positions of the first detector and the second detector. You can judge the condition. For example, the first detector
If the rotation state of the rotating member cannot be determined, the rotation state of the first rotating member can be determined by the second detector.

According to the invention of claim 2, in addition to obtaining the same effect as that of the invention of claim 1, it is judged whether or not there is at least one of a stop request and a start request of the first rotating member,
Based on the result of the determination, it is possible to select a detector that serves as a reference for determining the rotation state of the first rotating member. Therefore,
The detector can be selected according to the stop request or the start request of the first rotating member.

According to the invention of claim 3, in addition to obtaining the same effect as that of the invention of claim 1, for example, even if the detection accuracy of the first detector is low, the detection result of the second detector is low. The rotation state of the first rotating member can be determined based on the. Therefore, the accuracy of determining the rotation state of the first rotating member is improved.

According to the invention of claim 4, the first to third aspects
In addition to obtaining the same effect as any one of the inventions,
The detector of 1 generates a detection signal based on the relative positional relationship between the detected portion and the first detector.

According to the fifth aspect of the invention, the state of the combustion chamber is judged based on at least one of the detection result of the first detector and the detection result of the second detector. For example, even when it is difficult to determine the rotation state of the first rotating member by the first detector, the rotation state of the first rotating member can be determined based on the detection result of the second detector. Therefore, the accuracy of determining the state of the combustion chamber is improved.

According to the invention of claim 6, in addition to the same effect as that of the invention of claim 5, it is judged whether or not there is at least one of a vehicle stop request and a start request, and based on the judgment result, A detector that serves as a reference for determining the state of the combustion chamber can be selected. Therefore, the state of the combustion chamber can be determined by a detector suitable for the state of the vehicle.

According to the invention of claim 7, in addition to obtaining the same effect as that of the invention of claim 5, a detection serving as a reference for judging the state of the combustion chamber based on the detection accuracy of the first detector. You can choose the vessel.

According to the invention of claim 8, in addition to the same effect as that of the invention of claim 6, when there is a stop request, the signal of the first detector and the signal of the second detector are And the state of the combustion chamber can be detected based on the signal of the second detector.

According to the invention of claim 9, in addition to the same effect as that of the invention of claim 6, when a start request is made, the gear of the output shaft and the gear of the starting device are meshed with each other.
The driving force source is rotated by the power of the starting device.

According to the tenth aspect of the invention, in addition to the same effect as that of the fifth aspect of the invention, the combustion state of the combustion chamber can be controlled based on the determined state of the combustion chamber. . Therefore, the combustion state of the combustion chamber can be adapted to the state of the combustion chamber.

According to the invention of claim 11, in addition to the same effect as the invention of any one of claims 5 to 10, when there is a request to start the vehicle, the detection result of the second detector is obtained. Based on the above, the combustion state of the combustion chamber can be controlled according to the start request of the vehicle. Therefore, the driving force of the vehicle can be adapted to the vehicle start request, and the vehicle startability and drivability are improved.

The twelfth aspect of the present invention includes the fifth to eleventh aspects.
In addition to the same effect as in any one of the above aspects, power is generated by the power transmitted from the output shaft of the driving force source to generate electric power.

[Brief description of drawings]

FIG. 1 is a flowchart showing a control example of the present invention.

FIG. 2 is a conceptual diagram of a vehicle to which the present invention is applied.

FIG. 3 is a diagram showing an example of a crank angle sensor and a rotor shown in FIG.

FIG. 4 is a time chart for comparing an example of the present invention and a comparative example in terms of engine speed.

FIG. 5 is an explanatory diagram showing a power generation state of the alternator in the embodiment of the present invention.

FIG. 6 is a flowchart showing another control example of the vehicle shown in FIG.

FIG. 7 is a time chart for comparing the embodiment of the present invention and the comparative example at the fuel injection timing.

8 is a diagram showing another example of the crank angle sensor and the rotor shown in FIG.

[Explanation of symbols]

1 ... diesel engine, 2 ... crankshaft,
8 ... Combustion chamber, 13 ... Ring gear, 14 ... Starter motor, 16 ... Pinion gear, 18 ... Alternator,
19 ... Output shaft 23 ... Engine electronic control unit
24 ... Electronic control device for alternator, 29 ... Crank angle sensor, 31 ... Rotation state detection sensor, 50 ... Tooth portion, 51 ... Magnetic body, # 1 ... First cylinder, # 2 ... Second cylinder, # 3 ... 3rd cylinder, # 4 ... 4th cylinder,
A1 ... Vehicle.

─────────────────────────────────────────────────── ─── Continuation of front page (51) Int.Cl. ⁷ Identification code FI theme code (reference) F02D 29/02 321 F02D 29/02 321A 321B (72) Inventor Ken Kuretake 1 Toyota Town, Toyota City, Aichi Prefecture Toyota Automobile Co., Ltd. (72) Inventor Masanobu Sugiura 1 Toyota Town, Toyota City, Aichi Prefecture Toyota Automobile Co., Ltd. (72) Inventor Takashi Kawai 1 Toyota Town, Toyota City, Aichi Prefecture F Term () Reference) 3G084 AA01 BA03 BA28 CA01 DA04 EB02 FA05 FA06 FA10 FA33 FA36 FA38 FA39 3G092 AA01 AA02 AB02 AB03 AB07 AC03 FA03 FA06 FA30 FA31 GA01 GB01 HE01Z HE03Z HE05Z HF08Z HF12Z HF19Z HF26Z 3G09 DA21 BA01 BA01 BA01 BA01 BA01 A01 BA01 A01 BA01 BA01 BA01 BA01 BA01 A01 BA01 A01 BA01 BA01 BA01 BA01 DB11 DB15

Claims (12)

[Claims] 1. A rotation state detection device capable of detecting the rotation state of a first rotating member by a first detector, wherein the detection result of the first detector or the first rotating member is used. At least one of the detection results of the second detector that detects the rotational state of the second rotating member that is coupled to transmit power and that rotates in a rotational state different from that of the first rotating member. A rotation state detection device, comprising: a comprehensive determination means for determining the rotation state of the first rotating member based on the above. 2. The comprehensive judgment means judges whether or not there is at least one of a stop request and a start request for the first rotary member, and based on the judgment result, the detection result of the first detector or the detection result. The rotation state detection according to claim 1, further comprising a function of selecting whether to determine the rotation state of the first rotating member based on which of the detection results of the second detector. apparatus. 3. The comprehensive judgment means judges the detection accuracy of the first detector, and based on the judgment result, the detection result of the first detector or the detection result of the second detector. The rotation state detection device according to claim 1, further comprising a function of selecting which of the two determines the rotation state of the first rotation member. 4. A plurality of detected parts are circumferentially arranged on the outer periphery of the first rotating member, and the first rotating member has a plurality of detected parts.
The first detector is arranged so as to face the outer circumference of the rotating member, and the first detector further has a function of generating a detection signal based on a relative positional relationship with the detected portion, The rotation state detecting device according to any one of claims 1 to 3, characterized by having. 5. An output shaft of a driving force source for a vehicle is rotated by a torque generated by burning fuel in a combustion chamber, and a rotation state of the output shaft is detected by a first detector,
In a control device of a driving force source capable of judging the state of the combustion chamber based on the detection result, the detection result of the first detector, or connected to the output shaft so that power can be transmitted, and Comprehensive determination of the state of the combustion chamber based on at least one of the detection results of the second detector that detects the rotation state of the second rotating member that rotates in a rotation state different from that of the output shaft A control device for a driving force source, which is provided with a judging means. 6. The comprehensive judgment means judges whether or not there is at least one of a stop request and a start request of the vehicle, and based on the judgment result, the detection result of the first detector or the second detection. The control device for the driving force source according to claim 5, further comprising a function of selecting whether to determine the state of the combustion chamber based on which of the detection results of the reactor. 7. The comprehensive judgment means judges the detection accuracy of the first detector, and based on the judgment result, the detection result of the first detector or the detection result of the second detector. 6. The control device for the driving force source according to claim 5, further comprising a function of selecting whether to determine the state of the combustion chamber by any one of the above. 8. The comprehensive judgment means synchronizes the signal of the first detector and the signal of the second detector when the stop request is made, and the signal of the second detector. The drive power source control device according to claim 6, further comprising a function of detecting the state of the combustion chamber based on the above. 9. The comprehensive determining means meshes a gear of the output shaft with a gear of a starting device when the driving force source is started based on the start request, and uses the power of the starting device. The control device of the driving force source according to claim 6, further comprising a function of rotating the driving force source. 10. The comprehensive judgment means further comprises a function of controlling the combustion state of the fuel based on the judged state of the combustion chamber. The control device for the driving force source according to. 11. The comprehensive judgment means, based on a detection result of the second detector when the start request is made,
11. The driving force source control device according to claim 5, further comprising a function of controlling a combustion state of the fuel. 12. The rotating shaft of a generator for generating electric power by the power transmitted from the output shaft of the driving force source, wherein the second rotating member is a rotating shaft of a generator.
A control device for a driving force source according to any one of 1.