JP2004278469A - Crank angle detector for four-cycle internal combustion engine - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a crank angle detector for a four-cycle multi-cylinder internal combustion engine capable of determining a cylinder corresponding to a crank angle detection signal without a delay when the engine is started. <P>SOLUTION: The crank angle detector is provided with a crank angle sensor for detecting the edge of a reluctor mounted on a crank angle rotor installed on a crank shaft of the internal combustion engine and generating first pulses P11, P12 and second pulses P21, P22 for each cylinder respectively in a first crank angle position and a second crank angle position for each cylinder of the engine. The detector is provided with a cam angle sensor for generating a cam angle signal Sca which indicates a high level when the crank angle sensor generates the first pulses P11, P12 for a first cylinder and indicates a low level when a first pulse for a second cylinder is generated. On the basis of the level of the cam angle signal when the crank angle sensor generates the first pulses P11, P12, it is determined to which cylinder the first pulses correspond. <P>COPYRIGHT: (C)2005,JPO&NCIPI

Description

[0001]
TECHNICAL FIELD OF THE INVENTION
The present invention relates to a four-cycle internal combustion engine crank angle detection device that generates a crank angle detection signal including crank angle information for each cylinder of a four-cycle internal combustion engine having two or more cylinders.
[0002]
[Prior art]
When controlling ignition and fuel injection of an internal combustion engine, a crank angle signal including information on a specific crank angle position of the internal combustion engine is required.
[0003]
As a sensor for generating a signal including information on a crank angle position, at least one reluctor (the number of the reluctors is a cylinder) is provided on a rotor attached to a crankshaft of the engine so as to have a fixed relationship with a cylinder of the internal combustion engine. A first pulse for each cylinder that reaches a threshold at a first crank angle position for each cylinder set for each cylinder of the internal combustion engine, and a first crank angle. A second pulse for each cylinder that reaches a threshold value at a second crank angle position for each cylinder set at a position delayed from the position and near a crank angle position corresponding to the top dead center position of each cylinder. A crank angle sensor that generates a series of pulses including the pulse angle is often used.
[0004]
Since such a crank angle sensor sequentially generates the first pulse and the second pulse used for the ignition timing control and the fuel injection control of each cylinder, the first pulse and the second pulse used for each control are used for any cylinder. It is necessary to provide a means for determining whether a pulse is present (cylinder determination).
[0005]
The control of the engine using the crank angle information included in the pulse obtained from the crank angle sensor is performed, for example, as follows.
[0006]
When controlling the ignition timing of the internal combustion engine, the first crank angle position set at a position sufficiently advanced with respect to the crank angle position corresponding to the top dead center of the piston of the engine, and corresponding to the top dead center The first pulse and the second pulse reaching the threshold value are respectively generated at the second crank angle position set near the crank angle position to be performed. Then, when it is detected that the first pulse is generated, measurement of the ignition timing calculated for various control conditions is started, and when the measurement of the ignition timing is completed, an ignition signal is given to the ignition circuit. To perform the ignition operation. In this case, the ignition timing is calculated in the form of the number of clock pulses to be measured by the ignition timer while the crankshaft rotates from the position where the first pulse is generated to the crank angle position corresponding to the ignition timing.
[0007]
Also, at the time of starting the internal combustion engine and at extremely low speeds equal to or lower than the idling rotational speed, the rotational speed of the crankshaft fluctuates finely with a change in the stroke of the engine, so that it is difficult to measure the ignition timing obtained by calculation with the ignition timer. is there. Therefore, when the engine is started or at extremely low speed, the second crank set at a position slightly advanced from the crank angle position corresponding to the top dead center of the engine piston (for example, at a position 10 ° before the top dead center). An ignition signal is supplied to the ignition circuit at the angular position to perform an ignition operation.
[0008]
When fuel is supplied to the internal combustion engine using the fuel injection device, fuel injection (synchronous injection) is performed at a predetermined crank angle position in synchronization with rotation of the engine. Any one of the first crank angle position and the second crank angle position set at a position advanced from the crank angle position corresponding to the top dead center of the piston at the time of the start is determined as a fuel injection start position (synchronous injection timing). Used as
[0009]
As described above, in the four-cycle internal combustion engine, when the crank angle information for controlling the ignition timing and the crank angle information for determining the synchronous injection timing of the fuel are obtained from the output of the same crank angle sensor, the synchronizing of the fuel is performed. The first crank angle position or the second crank angle position at which the injection is performed is the first crank angle position used as a reference position for starting the measurement of the ignition timing of each cylinder of the internal combustion engine, or the first crank angle position or the second crank angle position at which the ignition at the start of the engine is performed. There is a 360 ° shift in crank angle from the two crank angle positions.
[0010]
As described above, when the crank angle information necessary for the ignition timing control and the fuel injection control of the four-cycle internal combustion engine is obtained using the pulse generated by the same crank angle sensor, it is determined which cylinder corresponds to each pulse. The difference between the case where the ignition timing control is performed and the case where the fuel injection control is performed is different, but if one of the ignition timing control and the fuel injection control is discriminated in the cylinder of the pulse, the other control is performed. In this case, the cylinder of the pulse can be automatically determined. Therefore, the cylinder determination of the output pulse of the crank angle sensor may be performed for either the ignition timing control or the fuel injection control.
[0011]
As a method of performing cylinder discrimination of a series of pulses generated by a crank angle sensor, for example, as shown in Patent Document 1, a cam angle sensor that generates a cylinder discrimination signal is attached to a cam shaft, and this cam angle sensor There is known a method of determining a pulse generated by a crank angle sensor after generating a cylinder determination signal as a pulse for a cylinder corresponding to the cylinder determination signal.
[0012]
Further, as disclosed in Patent Document 2, a means for detecting an intake pressure of an engine (pressure in an intake pipe) is provided, and a crank angle sensor outputs an output based on a correlation between the intake pressure and a crank angle position. A method of performing cylinder discrimination of a series of pulses is also known.
[0013]
Further, as disclosed in Patent Document 3, a cylinder discriminating means for discriminating the stroke of the engine from a change in the rotational speed of the crankshaft caused by a change in the stroke of the engine is provided. There is also known a method of performing cylinder discrimination of a pulse generated by a sensor.
[0014]
[Patent Document 1]
JP-A-63-154828
[0015]
[Patent Document 2]
JP-A-10-227252
[0016]
[Patent Document 3]
JP 2000-352348 A
[0017]
[Problems to be solved by the invention]
As disclosed in Patent Document 1, cylinder determination of a series of pulses output by a crank angle sensor is performed based on the phase relationship between a cylinder determination signal output by a cam angle sensor and a pulse output by a crank angle sensor. In this case, since the cylinder determination of the output pulse of the crank angle sensor cannot be performed until the cam angle sensor generates the cylinder determination signal at the time of starting the engine, the cam angle is determined after the start operation of the engine is started. The cylinder discrimination cannot be performed for the pulse generated by the crank angle sensor before the sensor generates the cylinder discrimination signal.
[0018]
Therefore, for example, when the engine starts, if the crankshaft starts to rotate from a position beyond the crank angle position corresponding to the cam angle position at which the cam angle sensor generates the cylinder discrimination signal, the crank angle sensor is generated first. Since the cylinder discrimination of the pulse cannot be performed, there is a problem that the timing at which the synchronous injection of fuel is started after the start operation is started, and the startability of the engine is deteriorated.
[0019]
In addition, according to the method disclosed in Patent Document 2, the relationship between the intake pressure and the crank angle position cannot be determined until after the intake stroke is completed. Until the intake stroke performed at the end of the period is completed, the cylinder determination of the pulse generated by the crank angle sensor cannot be performed. Therefore, as in the case of the method disclosed in Patent Literature 1, the timing at which synchronous injection is started at the time of starting the engine is delayed, and the startability of the engine may be deteriorated. Further, since the intake pressure is not stable when the engine is started, the method disclosed in Patent Document 2 has a problem that it is difficult to accurately determine the cylinder based on the intake pressure when the engine is started.
[0020]
Further, the method disclosed in Patent Document 3 performs stroke discrimination by utilizing the fact that the rotation speed of a crankshaft changes due to a change in engine stroke, and performs cylinder discrimination of pulses based on the discrimination result. According to this method, it is not possible to determine the stroke unless four strokes have been performed (the crankshaft has been rotated twice) after the start operation of the engine is started. Therefore, according to the method disclosed in Patent Document 3, the timing of completing the cylinder discrimination of the output pulse of the crank angle sensor at the time of starting the engine is greatly delayed, so that the startability of the engine is prevented from being deteriorated. Absent.
[0021]
An object of the present invention is to enable the cylinder discrimination of the first pulse or the second pulse generated by the crank angle sensor at the start of the engine start operation without delay, so that the fuel injection control and the ignition timing immediately after the start of the engine start operation are performed. It is an object of the present invention to provide a crank angle detection device for a four-cycle internal combustion engine, which can perform control and the like accurately.
[0022]
Another object of the present invention is to provide a crank angle detecting device for a four-stroke internal combustion engine that can stably and accurately determine the cylinder of the output pulse of the crank angle sensor even when the engine is started.
[0023]
[Means for Solving the Problems]
The present invention relates to a crank angle detection device for a four-cycle internal combustion engine that generates a crank angle detection signal for each cylinder including crank angle information for each cylinder of a four-cycle multi-cylinder internal combustion engine.
[0024]
In the present invention, the rotor attached to the crankshaft of the internal combustion engine detects the edge of at least one reluctor provided to have a fixed relationship with the cylinder of the internal combustion engine, and detects the edge of each cylinder of the internal combustion engine. The first pulse for each cylinder reaching the threshold value at the first crank angle position for each cylinder set in advance and a position delayed from the first crank angle position and corresponding to the top dead center position of each cylinder A crank pulse generated in synchronization with the rotation of the crankshaft, including a series of pulses including a second pulse for each cylinder reaching a threshold value at a second crank angle position for each cylinder set near the crank angle position. A sensor and a set of pulses including a first pulse and a second pulse for each cylinder are used as a crank angle detection signal for each cylinder, and a crank angle detection for each cylinder is detected from a series of pulses generated by the crank angle sensor. A cylinder discriminating means for discriminating the internal combustion engine and a crank angle position of the internal combustion engine including at least one of the first and second crank angle positions for at least one cylinder of the internal combustion engine. Indicates a first level while in at least one set section set to the second position, and indicates a second level different from the first level while the crank angle position of the internal combustion engine is in another section other than the set section. And a cam angle sensor for generating an angle signal.
[0025]
As described above, according to the present invention, in the series of pulses output by the crank angle sensor, the crank angle sensor detects the leading edge and the trailing edge of each of the reluctors, respectively, and generates one set of first pulses. The second pulse is used as a crank angle detection signal, and the cylinder discrimination of the crank angle detection signal is performed.
[0026]
In the present invention, the combination of the levels of the cam angle signals when the first pulse and the second pulse constituting the crank angle detection signal are generated is made different for each different cylinder corresponding to each crank angle detection signal. The set section is determined as described above, and the cylinder discriminating means detects the crank angle corresponding to which cylinder the first and second pulses correspond to from the level of the cam angle signal when the first and second pulses are generated. It is configured to determine whether the signal is a pulse constituting a signal.
[0027]
With the configuration described above, after the start operation of the engine is started, when the crank angle sensor first generates the first pulse and the second pulse constituting the crank angle detection signal corresponding to any one of the cylinders, Since it is possible to determine which cylinder the crank angle detection signal is for by simply looking at the level of the cam angle signal, the cylinder determination of the crank angle detection signal can be performed without delay.
[0028]
Therefore, after the start operation of the engine is started, when the crank angle sensor generates a pulse giving the synchronous injection timing of any one of the cylinders, it is possible to immediately determine the cylinder corresponding to the pulse and perform the synchronous injection. Therefore, the startability of the engine can be improved.
[0029]
Also, the determination of the level of the cam angle signal when the crank angle sensor first generates the first pulse and the second pulse after the start operation of the engine is different from the determination of the phase relation, is different from the determination of the phase relation. According to the present invention, it is possible to accurately perform the cylinder discrimination of the output pulse of the crank angle sensor even at the start of the engine whose rotation is not stable, because the rotation can be accurately performed with almost no influence of the rotation fluctuation accompanying the rotation. Can be.
[0030]
The signal generator according to the present invention can have various configurations according to the configuration of the internal combustion engine.
[0031]
(1) In the case of a four-cycle two-cylinder internal combustion engine configured so that a series of strokes of the first cylinder and a series of strokes of the second cylinder are performed with a phase difference of 360 ° in crank angle.
(1-1) First configuration
When the internal combustion engine is a four-cycle two-cylinder internal combustion engine configured to perform a series of strokes of the first cylinder and a series of strokes of the second cylinder with a phase difference of 360 °, the crank angle according to the present invention is used. The detection device detects an edge of one reluctor provided in such a manner that a rotor attached to a crankshaft of the internal combustion engine has a fixed relationship with two cylinders of the internal combustion engine. The first pulse for each cylinder that reaches the threshold value at the first crank angle position for each cylinder set in advance and the crank that is delayed from the first crank angle position and corresponds to the top dead center position of each cylinder A crank angle sensor that generates a series of pulses including a second pulse for each cylinder that reaches a threshold value at a second crank angle position for each cylinder set near the angular position in synchronization with the rotation of the crankshaft And for each cylinder A cylinder discriminating means for discriminating a crank angle detection signal for each cylinder from a series of pulses generated by a crank angle sensor, using a set of pulses consisting of one pulse and a second pulse as a crank angle detection signal for each cylinder; A rotor is mounted on the camshaft of the engine such that the crank angle position of the engine includes the first crank angle position for one cylinder of the internal combustion engine and does not include the second crank angle position for the one cylinder. A cam angle signal indicating a first level while in one set section and indicating a second level different from the first level while a crank angle position of the internal combustion engine is in another section other than the set section. And a cam angle sensor that generates
[0032]
In this case, the combination of the levels of the cam angle signals when the first pulse and the second pulse constituting the crank angle detection signal are generated is set to be different for each cylinder corresponding to each crank angle detection signal. A section is determined, and the cylinder discriminating means is a pulse that constitutes a crank angle detection signal for one cylinder when the cam angle signal indicates the first level when the first pulse is generated. And when the cam angle signal indicates the second level when the first pulse is generated, it is determined that the first pulse is a pulse constituting the crank angle detection signal for the other cylinder. Is done.
[0033]
(1-2) Second configuration
When the internal combustion engine is a four-stroke two-cylinder internal combustion engine configured to perform a series of strokes of the first cylinder and a series of strokes of the second cylinder with a phase difference of 360 ° in crank angle, The rotor attached to the crankshaft of the internal combustion engine detects the edge of one reluctor provided to have a certain relationship with each cylinder of the internal combustion engine, and detects each edge set for each cylinder of the internal combustion engine. A first pulse for each cylinder that reaches a threshold value at a first crank angle position for a cylinder and a position that is delayed from the first crank angle position and near a crank angle position corresponding to the top dead center position of each cylinder A crank angle sensor that generates a series of pulses including a second pulse for each cylinder reaching a threshold value at the second crank angle position for each cylinder in synchronization with rotation of the crankshaft; First pulse and second pulse Cylinder discriminating means for discriminating a crank angle detection signal for each cylinder from a series of pulses generated by the crank angle sensor, using a set of pulses as a crank angle detection signal for each cylinder; And a first setting in which the crank angle position of the engine includes the first crank angle position set for one cylinder of the internal combustion engine but does not include the second crank angle position. The first level during the interval and during the second set interval including the second crank angle set for the other cylinder of the internal combustion engine but not including the second crank angle position. A cam angle sensor configured to generate a cam angle signal indicating the second level when the crank angle position of the internal combustion engine is in another section, and outputs of the crank angle sensor and the cam angle sensor Accordingly, a reverse rotation determining means for determining whether the piston of the internal combustion engine cannot exceed the top dead center at the end of the compression stroke and is pushed back when the internal combustion engine is started can be provided.
[0034]
In this case, the combination of the levels of the cam angle signals when the crank angle sensor generates the first pulse and the second pulse constituting the crank angle detection signal while the internal combustion engine is rotating forward is determined by each crank angle detection. The cam at the time of generation of the first pulse when the cylinder corresponding to the signal differs for each different cylinder, and when the piston of each cylinder is pushed back without exceeding the top dead center at the end of the compression stroke at the start of the internal combustion engine, The set section is determined so that the level of the angle signal and the level of the cam angle signal at the time of generation of the second pulse are the same, and the cylinder discriminating means sets the cam level signal at the time of generation of the first pulse to the first level. When the first pulse is generated, it is determined that the first pulse is a pulse constituting the crank angle detection signal for one cylinder, and when the cam angle signal indicates the second level when the first pulse is generated, the first pulse is determined. First Luz is configured to determine that the pulses constituting the crank angle detection signal for the other cylinders.
[0035]
The reverse rotation determining means is configured to reverse the rotation of the internal combustion engine when the level of the cam angle signal when the first pulse is generated and the level of the cam angle signal when the second pulse is generated are the same when the internal combustion engine is started. Is determined.
[0036]
With this configuration, not only can the cylinders of the pulses generated by the crank angle sensor be determined, but also the cranking force is insufficient at the time of starting the engine, and the piston is pushed back without exceeding the top dead center. When a phenomenon (return) occurs, it can be detected immediately.
[0037]
That is, when the piston rotates forward beyond the top dead center when the engine is started, the level of the cam angle signal when the crank angle sensor generates the first pulse and the second pulse is different. When the piston is pushed back without exceeding the top dead center, the level of the cam angle signal when the crank angle sensor generates the first pulse and the second pulse becomes the same, so that the piston is pushed back at the time of starting. Can be determined.
[0038]
At the end of the compression stroke at the start of the internal combustion engine, when the piston is pushed back without being able to cross the top dead center, generation of a second pulse used as a signal for determining the ignition timing at the start causes the ignition device to start. When an ignition signal is given to the engine and the ignition operation is performed, the fuel in the combustion chamber burns, so that the piston is pushed back by a strong force due to the combustion pressure, and the engine tends to reverse. In the case of a four-cycle engine, the engine does not continue reversing as it is, but if a phenomenon occurs in which the piston is pushed back by a strong force due to the combustion pressure, inconvenience such as breakage of the engine starter may occur. .
[0039]
Therefore, as described above, if the piston can be detected when it is pushed back without being able to cross the top dead center, an ignition signal is given to the ignition device in response to the detection result. Since the ignition control device can be configured to prevent the piston from being pushed back, the combustion is performed in a state where the piston is pushed back, and the phenomenon that the piston is pushed back by a strong force by the combustion pressure does not occur. Can be.
[0040]
(2) In the case of a four-cycle two-cylinder internal combustion engine in which a series of strokes of the second cylinder is performed with a phase difference of 360 ° + γ ° in crank angle with respect to a series of strokes of the first cylinder
An example of such an internal combustion engine is a so-called 90 ° V-type two-cylinder internal combustion engine (γ = 90 °).
[0041]
In this case, a first reluctor provided on the rotor attached to the crankshaft of the internal combustion engine in correspondence with the first cylinder of the internal combustion engine and a second reluctor provided at a position delayed by γ ° with respect to the first reluctor are provided. The first crank angle position for the first cylinder set at a position advanced from the crank angle position corresponding to the top dead center of the piston of the first cylinder of the internal combustion engine by detecting the respective edges of the two reluctors, and A first pulse and a second pulse for the first cylinder that reach threshold values respectively at a second crank angle position for the first cylinder set near a crank angle position corresponding to the top dead center of the piston of the first cylinder. Threshold values are respectively reached at the first and second crank angle positions for the second cylinder which are delayed by 360 ° + γ ° from the first and second crank angle positions for the first cylinder, respectively. The second for the second cylinder A crank angle sensor that generates a series of pulses including one pulse and a second pulse, and a set of pulses including a first pulse and a second pulse for the first cylinder as a crank angle detection signal for the first cylinder; A set of pulses including a first pulse and a second pulse for the second cylinder is used as a crank angle detection signal for the second cylinder, and a crank angle detection signal for each cylinder is determined from a series of pulses generated by the crank angle sensor. And a rotor is attached to a camshaft of the internal combustion engine, and the crank angle position of the internal combustion engine does not include the first crank angle position for the first cylinder of the internal combustion engine, but the second crank angle position of the first cylinder is The first crank angle position for the second cylinder of the internal combustion engine is included while the second crank angle position for the second cylinder is included during the first set section set to include the two crank angle positions. Not like A cam angle configured to generate a cam angle signal indicating a first level during a fixed second set section, and indicating a second level when the crank angle position of the internal combustion engine is in another section. And a sensor.
[0042]
In this case, the combination of the levels of the cam angle signals when the first pulse and the second pulse constituting the crank angle detection signal are generated is set to be different for each cylinder corresponding to each crank angle detection signal. A section is determined, and the cylinder discriminating means determines that the second pulse is a pulse constituting the crank angle detection signal for the first cylinder when the cam angle signal indicates the first level when the second pulse is generated. When the first pulse is generated and the cam angle signal indicates the first level when the first pulse is generated, it is determined that the first pulse is a pulse constituting the crank angle detection signal for the second cylinder. Be composed.
[0043]
Also in this case, when the piston of each cylinder is pushed back without being able to exceed the top dead center at the end of the compression stroke when the internal combustion engine is started, the level of the cam angle signal at the time of the generation of the first pulse and the second The set section is determined so that the level of the cam angle signal at the time of generation of the pulse is the same, and the level of the cam angle signal at the time of generation of the first pulse and the cam angle signal at the time of generation of the second pulse when the internal combustion engine is started. Reverse determination means for determining that the internal combustion engine is rotating reversely when both levels are the same.
[0044]
(3) When the internal combustion engine is a four-cycle three-cylinder internal combustion engine configured to perform a series of strokes of the first to third cylinders with a phase difference of 240 ° in crank angle.
In this case, the first, second, and third reluctors provided at intervals of 120 degrees on the rotor attached to the crankshaft of the internal combustion engine corresponding to the first to third cylinders of the internal combustion engine, respectively. A first crank angle position for the first cylinder set to a position advanced from a crank angle position corresponding to the top dead center of the piston of the first cylinder of the internal combustion engine by detecting each edge, and the first crank angle position; First and second pulses for the first cylinder reaching respective threshold values at the second crank angle position for the first cylinder set near the crank angle position corresponding to the top dead center of the piston of the cylinder; The first crank angle position for the second cylinder set at a position advanced from the crank angle position corresponding to the top dead center of the piston of the second cylinder of the engine and the top dead center of the piston of the second cylinder Crank angle The first pulse and the second pulse for the second cylinder reaching the threshold value at the second crank angle position for the second cylinder set near the position, and the top dead center of the piston of the third cylinder of the internal combustion engine. A first crank angle position for the third cylinder set at a position advanced from the corresponding crank angle position, and a third cylinder set near a crank angle position corresponding to the top dead center of the piston of the third cylinder A crank angle sensor that generates a series of pulses including a first pulse and a second pulse for the third cylinder that respectively reach a threshold value at a second crank angle position for the first cylinder and a first pulse and a second pulse for the first cylinder. One set of pulses composed of two pulses is used as a crank angle detection signal for the first cylinder, and one set of pulses composed of the first pulse and the second pulse for the second cylinder is used as a crank angle detection signal for the second cylinder. 1st pal for 3rd cylinder A set of pulses consisting of a second pulse and a second pulse as a crank angle detection signal for a third cylinder, a cylinder discriminating means for discriminating a crank angle detection signal for each cylinder from a series of pulses generated by a crank angle sensor, and an internal combustion engine A rotor is attached to the camshaft of the internal combustion engine so that the crank angle position of the internal combustion engine does not include the first crank angle position for the first cylinder of the internal combustion engine but does include the second crank angle position for the first cylinder. During the set first set section, during the second set section set to include both the first crank angle position and the second crank angle position for the second cylinder of the internal combustion engine, and A first level during a third set interval including the first crank angle position for the third cylinder of the internal combustion engine but not including the second crank angle position for the third cylinder; The crank angle position of the internal combustion engine And a cam angle sensor configured to generate a cam angle signal indicating the second level when in another section.
[0045]
Also in this case, the combinations of the levels of the cam angle signals when the first pulse and the second pulse constituting the crank angle detection signal are generated are made different for each cylinder corresponding to each crank angle detection signal. A set section is determined, and the cylinder discriminating means performs the first and the second when the cam angle signal indicates the second level and the first level when the first pulse and the second pulse are generated, respectively. It is determined that the two pulses are pulses constituting the crank angle detection signal for the first cylinder, and when the cam angle signal indicates the first level when the first pulse is generated and when the second pulse is generated, the pulse is determined. The first and second pulses are determined to be pulses constituting the crank angle detection signal for the second cylinder, and when the first pulse and the second pulse are generated, the cam angle signal becomes the first level and the second pulse, respectively. No.2 Constituted the first and second pulses to determine that the pulses constituting the crank angle detection signal for the third cylinder when showing the Le.
[0046]
(4) When the internal combustion engine is a four-cycle four-cylinder internal combustion engine configured to perform a series of strokes of each of the first to fourth cylinders with a phase difference of 180 ° in crank angle.
In this case, first rotors and second rotors provided at 180-degree intervals on the rotor attached to the crankshaft of the internal combustion engine corresponding to the first, third, second, and fourth cylinders of the internal combustion engine, respectively. The first crank angle position for the first cylinder set at a position advanced from the crank angle position corresponding to the top dead center of the piston of the first cylinder of the internal combustion engine by detecting the respective edges of the two reluctors, and A first pulse and a second pulse for the first cylinder that reach threshold values respectively at a second crank angle position for the first cylinder set near a crank angle position corresponding to the top dead center of the piston of the first cylinder. And a second cylinder that reaches a threshold value at a first crank angle position and a second crank angle position for a second cylinder that are delayed by 180 degrees from the first crank angle position and the second crank angle position for the first cylinder, respectively. The first pulse and The threshold value is reached at the second pulse and at the first crank angle position and the second crank angle position for the third cylinder which are delayed by 180 degrees from the first crank angle position and the second crank angle position for the second cylinder, respectively. A first pulse and a second pulse for the third cylinder, and a first crank angle position and a second crank position for the fourth cylinder that are delayed by 180 degrees from the first crank angle position and the second crank angle position for the third cylinder. A crank angle sensor for generating a series of pulses including a first pulse and a second pulse for the fourth cylinder reaching a threshold value at an angular position, respectively, and a first pulse including a first pulse and a second pulse for the first cylinder; A set of pulses is used as a crank angle detection signal for the first cylinder, a set of pulses composed of the first pulse and the second pulse for the second cylinder is used as a crank angle detection signal for the second cylinder, and a pulse for the third cylinder is used. 1st pulse and 1st pulse A set of pulses composed of pulses is used as a crank angle detection signal for the third cylinder, and a set of pulses composed of the first pulse and the second pulse for the fourth cylinder is used as a crank angle detection signal for the fourth cylinder. Cylinder discriminating means for discriminating a crank angle detection signal for each cylinder from a series of pulses generated by the angle sensor, and a rotor mounted on a camshaft of the internal combustion engine. A first crank for a second cylinder of the internal combustion engine during a first set interval not including the first crank angle position for the cylinder but including the second crank angle position for the first cylinder; During a second set interval set to include both the angular position and the second crank angle position, and including a first crank angle position for a fourth cylinder of the internal combustion engine and a second crank angle position for the fourth cylinder. Includes crank angle position A cam angle signal indicating the first level during a third set section set so as not to be present and indicating the second level when the crank angle position of the internal combustion engine is in another section. And a cam angle sensor.
[0047]
Also in this case, the combination of the levels of the cam angle signal when the first pulse and the second pulse constituting the crank angle detection signal are generated is set to be different for each cylinder corresponding to each crank angle detection signal. An interval is determined, and the cylinder discriminating means performs the first and second pulses when the cam angle signal indicates the second level and the first level when the first pulse and the second pulse are generated, respectively. Is determined to be a pulse constituting the crank angle detection signal for the first cylinder, and when the cam angle signal indicates the first level when the first pulse and the second pulse are generated, It is determined that the first and second pulses are pulses constituting the crank angle detection signal for the second cylinder, and the cam angle signal indicates the second level when the first pulse and the second pulse are generated. When you are The first and second pulses are determined to be pulses constituting the crank angle detection signal for the third cylinder, and when the first pulse and the second pulse are generated, the cam angle signal becomes the first level and the second level, respectively. , The first and second pulses are determined to be pulses constituting the crank angle detection signal for the fourth cylinder.
[0048]
BEST MODE FOR CARRYING OUT THE INVENTION
Hereinafter, embodiments of the present invention will be described with reference to the drawings.
[0049]
[First Embodiment]
The present embodiment is directed to a four-cycle two-cylinder internal combustion engine configured such that a series of strokes of the first cylinder and a series of strokes of the second cylinder are performed with a phase difference of 360 ° in crank angle.
[0050]
FIG. 1 shows a hardware configuration of an embodiment of the present invention. In FIG. 1, reference numeral 1 denotes a four-cycle serial or parallel two-cylinder internal combustion engine having a first cylinder C1 and a second cylinder C2; , An electronic control unit (ECU) having an ignition circuit, an injector drive circuit, and the like to control ignition and fuel injection of the engine.
[0051]
The internal combustion engine 1 has a throttle body TB in which a throttle valve TV is provided. Between the throttle body TB and the respective intake ports of the first cylinder C1 and the second cylinder C2 via intake manifolds M1 and M2. Connected. Intake manifolds M1 and M2 are provided with injectors (electromagnetic fuel injection valves) INJ1 and INJ2 for the first cylinder and the second cylinder, respectively, and ignition plugs PL1 and PL2 are attached to the cylinder heads of the first cylinder and the second cylinder, respectively. Is attached. Reference numeral 101 denotes a crankshaft connected to a piston 102 provided in each cylinder via a connecting rod 103, and 104 denotes a camshaft provided to rotate at half the rotation speed of the crankshaft 101. ing.
[0052]
The flywheel 3 is attached to the crankshaft 101 of the engine, and a reluctor (not shown in FIG. 1) formed of a protrusion or a recess is provided on the outer periphery of the flywheel, whereby the crank angle rotor 4 is configured. . A signal generator 5 for detecting a reluctor on the outer periphery of the crank angle rotor 4 and generating a pulse is fixed to a mounting portion provided in an engine case or the like, and a crank angle signal Scr obtained from the signal generator 5 is input to the ECU 2. Have been. In this example, a crank angle sensor CRS is configured by the crank angle rotor 4 and the pulser 5.
[0053]
A cam angle rotor 6 having a reluctor formed of protrusions or recesses on its outer periphery is attached to the camshaft 104. It is fixed to a mounting portion provided on a case or cover of the engine. In this example, the cam angle rotor CAS and the signal generator 7 constitute a cam angle sensor CAS, and a cam angle signal Sca obtained from this sensor is input to the ECU 2.
[0054]
Further, ignition high voltages # 1Vh and # 2Vh are applied from the ignition circuit in the ECU 2 to the ignition plugs PL1 and PL2 of the first cylinder and the second cylinder, and the first and second cylinders are supplied from the injector drive circuit in the ECU. Drive voltages # 1Vi and # 2Vi are applied to the injectors INJ1 and INJ2.
[0055]
In the present embodiment, as shown in FIG. 2A, one reluctor 4a1 composed of a protrusion is provided on the outer periphery of the crank angle rotor 4, and the outer periphery of the cam angle rotor 6 is provided as shown in FIG. As shown, one reluctor 6a1 composed of a projection is provided. The crank angle rotor 4 and the cam angle rotor 6 rotate in the directions of arrows in FIGS. 2A and 2B when the engine rotates in the forward direction.
[0056]
In the present specification and the drawings, the front end edge in the rotational direction of each reluctor is denoted by reference symbol ef, and the rear end edge in the rotary direction is denoted by reference symbol er.
[0057]
The signal generator 5 generates a pulse-like or rectangular-wave-like signal when detecting the leading edge ef and the trailing edge er in the rotational direction of the reluctor, respectively. Having a signal coil wound around an iron core having a magnetic pole portion facing thereto, and a permanent magnet magnetically coupled to the iron core, by a change in magnetic flux generated when the magnetic pole portion of the iron core faces the edge of the reactor. An electromagnetic induction type in which a signal is induced in a signal coil (a so-called electromagnetic pickup) can be used.
[0058]
As the signal generator 5, a Hall sensor type using a Hall IC instead of the signal coil, or a photoelectric type using a rotating plate having a slit and an optical sensor are used. The sensor of (1) holds a high level (or low level) during a section where a reluctor or a slit is detected (a section from the first crank angle position to the second crank angle position), and keeps a low level (or (High level) is generated. In practicing the present invention, a crank angle sensor can be configured by using a signal generator that generates a rectangular wave signal. In the present invention, however, the crank angle signal is determined by the first crank angle position and the second crank angle position. When a crank angle position is detected, a set of the first pulse and the second pulse are generated as a crank angle detection signal. Therefore, when the sensor that generates a rectangular wave signal as described above is used as the crank angle sensor, It is necessary to add a circuit (for example, a differentiating circuit) that detects a rising edge and a falling edge of a rectangular wave signal output from the crank angle sensor and generates a pulse.
[0059]
On the other hand, the signal generator 7 constituting the cam angle sensor holds a high level (or low level) in a section where a reluctor on the outer periphery of the rotor 6 is detected, and holds a low level (or high level) in other sections. Which generates a cam angle signal in the form of a rectangular wave. Therefore, as the signal generator 7 constituting the cam angle sensor, it is preferable to use the Hall sensor type (or photoelectric type), but the cam angle sensor is configured using an electromagnetic induction type signal generator. A set of pulses output from the cam angle sensor may be applied to a waveform shaping circuit to convert the set into a rectangular wave cam angle signal.
[0060]
The electromagnetic induction type signal generator 5 generates a pulse-like crank angle signal having a different polarity when detecting a front end edge and a rear end edge in the rotation direction of the reluctor on the outer periphery of the rotor 4. These signals are converted into waveforms recognizable by the microprocessor through a waveform shaping circuit and input to the microprocessor in the ECU 2. In each embodiment of the present invention, a negative pulse is generated when the crank angle sensor CRS detects the leading edge of the rotational direction of the reluctor, and a positive pulse is generated when the trailing edge of the rotational direction of the retractor is detected. The signal coil in the signal generator 5 is wound so as to generate the following pulse.
[0061]
In this specification, a pulse (negative pulse in the present embodiment) generated when the crank angle sensor CRS detects the leading edge in the rotational direction of each of the reluctors is referred to as a first pulse, and the crank angle sensor determines whether the reluctor A pulse (positive pulse in this embodiment) generated when the trailing edge on the rotation direction is detected is referred to as a second pulse. Also, a set of first and second pulses generated by the crank angle sensor sequentially detecting the front and rear edges of each reluctor is referred to as a crank angle detection signal.
[0062]
In the first embodiment of the present invention, as shown in FIG. 2A, a position where the crank angle rotor 4 has a specific relationship with the top dead center of the pistons of the first cylinder and the second cylinder of the engine. Has one reluctor 4a1. Let α be the polar arc angle of this reactor. The retractor 4a1 is a second crank angle position θ21 for the first cylinder whose crank angle position is set to a position slightly advanced from a position corresponding to the top dead center of the piston at the start of the intake stroke of the first cylinder of the engine. And the second crank angle for the second cylinder set at a position where the crank angle position is slightly advanced from the position corresponding to the top dead center of the piston at the start of the intake stroke of the second cylinder of the engine. The signal generator 5 is provided so that the edge on the rear end side in the rotation direction is detected by the signal generator 5 when the position coincides with the position θ22.
[0063]
As shown in FIG. 3A, the crank angle sensor CRS of the present embodiment is configured such that the top dead center of the piston at the start of the intake stroke of the first cylinder (the top dead center of the piston at the end of the compression stroke of the second cylinder). The first pulse (negative pulse) P11 is generated by detecting the leading edge of the rotational direction of the reluctor 4a1 at the first crank angle position θ11 set at a position sufficiently advanced with respect to the crank angle position corresponding to. However, it is set at a position slightly advanced from the crank angle position corresponding to the top dead center of the piston at the start of the intake stroke of the first cylinder, and at a position delayed by α ° from the first crank angle position θ11. At the second crank angle position θ21, the trailing edge in the rotational direction of the reluctor is detected, and a second pulse (positive pulse) P21 for giving the synchronous injection timing of the first cylinder is generated. One set of these pulses P11 and P21 is used as a crank angle detection signal for the first cylinder used for fuel injection control.
[0064]
The crank angle sensor CRS shown also rotates the crankshaft by 360 ° from the crank angle position θ11 and moves the crank angle position to the top dead center of the piston at the start of the intake stroke of the second cylinder (the end of the compression stroke of the first cylinder). (The top dead center of the piston at the time) coincides with the first crank angle position θ12 set at a position advanced enough to the crank angle position corresponding to the front end edge of the same reluctor 4a1. A first pulse (negative pulse) P12 is generated, slightly advanced from the crank angle position corresponding to the top dead center of the piston at the start of the intake stroke of the second cylinder, and shifted from the first crank angle position θ12. At the second crank angle position θ22 set at a position delayed by α °, the trailing edge of the reluctor 4a1 is detected, and a second pulse (positive pulse) P22 is generated. One set of these pulses P12 and P22 is used as a crank angle detection signal for the second cylinder used for fuel injection control.
[0065]
In this embodiment, when performing the fuel injection control, the timing at which the crank angle sensor CRS generates the first pulse P11 constituting the crank angle detection signal for the first cylinder (the timing corresponding to the crank angle position θ11) is determined. , The timing at which the crank angle sensor CRS generates the first pulse P12 constituting the crank angle detection signal for the second cylinder (crank angle), which is used as a synchronous injection timing for injecting fuel from the injector INJ1 for the first cylinder. (A timing corresponding to the position θ12) is used as a synchronous injection timing for injecting fuel from the injector INJ2 for the second cylinder.
[0066]
When performing the ignition timing control of the engine, the first pulse P11 and the second pulse P12 used as the crank angle detection signal for the first cylinder during the fuel injection control are used as the crank angle detection signal for the second cylinder. The first pulse P12 and the second pulse P22 that are used and used as crank angle detection signals for the second cylinder during fuel injection control are used as crank angle detection signals for the first cylinder.
[0067]
That is, at the time of starting the internal combustion engine and operating in the idling region, the second crank angle position θ21 (the position slightly advanced from the top dead center position of the piston at the end of the compression stroke of the second cylinder) is set at the second crank angle position θ21. The ignition of the two cylinders is performed. In a region where the rotation speed of the engine exceeds the idling region, measurement of the ignition timing of the second cylinder calculated by the calculation when the first pulse P11 is generated at the first crank angle position θ11 is started, and the measurement is completed. Then, the second cylinder is ignited.
[0068]
Similarly, when starting the internal combustion engine and operating in the idling region, the first cylinder of the engine is ignited at the second crank angle position θ22. In a region where the rotational speed of the engine exceeds the idling region, measurement of the ignition timing of the first cylinder calculated by calculation when the first pulse P12 is generated at the first crank angle position θ12 is started, and the measurement is completed. Then, the second cylinder is ignited.
[0069]
As described above, the cylinder corresponding to each crank angle detection signal (composed of one set of the first pulse and the second pulse) output by the crank angle sensor performs the fuel injection control and the ignition timing control. However, if the cylinder discrimination of the crank angle detection signal can be performed for either one of the fuel injection control and the ignition timing control, by numbering a series of pulses based on the discrimination result, The cylinder discrimination of the crank angle detection signal used for other control can be automatically performed. Therefore, the cylinder determination of the crank angle detection signal may be performed only for one of the fuel injection control and the ignition timing control. In the following description, it is assumed that when performing the fuel injection control, a determination is made as to which cylinder each crank angle detection signal corresponds to.
[0070]
As shown in FIG. 2B, the cam angle rotor 6 has one reluctor 6a1 at a position having a fixed relation to the top dead center of the pistons of the first cylinder and the second cylinder of the engine. . Let β be the polar arc angle of this reactor.
[0071]
In the illustrated example, the reluctor 6a1 makes its circumferential center position coincide with the cam angle position corresponding to the front end edge ef in the rotational direction of the reluctor 4a1 of the crank angle rotor, and changes its polar arc angle β to α /. It is provided as a size less than two.
[0072]
The signal generator 7 that forms the cam angle sensor CAS together with the cam angle rotor 6 is based on the first crank angle position θ11 set at a position advanced with respect to the top dead center of the piston at the start of the intake stroke of the first cylinder. Also, at the crank angle position where the phase is advanced by β, the front end edge ef in the rotation direction of the reluctor 6a1 is detected, and at the crank angle position where the phase is delayed by β from the first crank angle position θ11, the rotation direction of the Is provided to detect the trailing edge er.
[0073]
The Hall sensor type signal generator 7 which constitutes the cam angle sensor CAS together with the cam angle rotor 6 detects the first level during a period from the detection of the front end edge in the rotational direction of the retractor to the detection of the rear end edge. And outputs a cam angle signal Sca in the form of a rectangular wave indicating a second level different from the first level during a period in which no reluctor is detected.
[0074]
As shown in FIG. 3B, the cam angle sensor CAS of the present embodiment has a crank angle position set at a position advanced from the first crank angle position θ11 for the first cylinder used for fuel injection control. The crank set at a position delayed from the first crank angle position θ11 for the first cylinder and advanced from the second crank angle position θ21 for the first cylinder after detecting the front end side edge of the reluctor 6a1 at θa1. The high level (first level) is shown during a set section (section at an angle of 2β) until the trailing edge of the rotational direction of the reluctor 6a1 is detected at the angular position θb1, and the other sections are at low level (second level). Level) is generated.
[0075]
In FIG. 3, CA means that the horizontal axis is indicated by the crank angle, and 360CA and 720CA indicate that the crank angle is 360 ° and 720 °, respectively. Since the camshaft makes one rotation while the crankshaft makes two rotations, if the width of the section in which the cam angle signal Sca indicates the first level (high level) is represented by the crank angle, the pole angle β of the reluctor 6a1 is 2 Times (2β).
[0076]
# 1 and # 2 shown in FIGS. 1 and 3 indicate that they are related to the first cylinder and the second cylinder, respectively. In this specification and the drawings, #n is used as a code indicating a signal or timing related to the n-th (n is an integer of 2 or more) cylinder of the internal combustion engine.
[0077]
As described above, the crank angle signal and the cam angle signal output from the crank angle sensor CRS and the cam angle sensor CAS are input to the microprocessor provided in the ECU 2. At the start of the engine, the microprocessor first uses the signal obtained from the cam angle sensor by the cylinder discriminating means to detect each crank angle detection signal (consisting of one set of first and second pulses) obtained from the crank angle sensor. ) Is determined as a signal corresponding to which cylinder (cylinder determination).
[0078]
As described above, in the conventional method of determining the cylinder of the output of the crank angle sensor using the output of the cam angle sensor, the output signal of the crank angle sensor generated after the cam angle signal corresponding to the specific cylinder is generated Is determined to be a signal corresponding to the cylinder, but in the present invention, when the crank angle sensor generates one set of the first pulse and the second pulse constituting each crank angle detection signal, Based on the output level of the cam angle sensor, it is determined which cylinder each crank angle detection signal corresponds to when performing fuel injection control.
[0079]
Here, the principle of cylinder discrimination in the present invention will be described with reference to FIG. The first pulse and the second pulse generated by the crank angle sensor as the crank angle signal Scr are denoted by P1 and P2, respectively. When the first pulse and the second pulse are generated, the cam angle signal Sca becomes H level (first level). ) And L level (second level), assuming that the output state of the crank angle sensor and the output state of the cam angle sensor are combined as shown in FIGS. As shown in FIG. 4B, when the first pulse P1 and the second pulse P2 are generated, the cam angle signal is at the H level and the L level, respectively, and as shown in FIGS. When both the P1 and the second pulse P2 are generated, the cam angle signal is at the L level. As shown in FIGS. 4E and 4F, when the first pulse P1 and the second pulse P2 are generated. Each When the cam angle signal is at the L level and the H level, and when the first pulse P1 and the second pulse P2 are generated, both the cam angle signals are at the H level, as shown in FIGS. , A total of four states can be created.
[0080]
Accordingly, based on the output level of the cam angle sensor when the crank angle sensor generates one set of the first pulse and the second pulse constituting each crank angle detection signal, each crank angle detection signal corresponds to any cylinder. By performing the determination, the cylinder determination can be performed when the number of cylinders of the internal combustion engine is four or less.
[0081]
When the cylinder discrimination is performed by such a method, the cylinder discrimination of each crank angle detection signal can be immediately performed by checking the level of the cam angle signal when the first pulse and the second pulse constituting each crank angle detection signal are generated. Therefore, after the start operation of the engine is started, the cylinder discrimination can be performed without delay, and the synchronous injection of the fuel can be performed.
[0082]
In the examples shown in FIGS. 1 to 3, since the number of cylinders of the internal combustion engine is 2, the first pulse of the first pulse and the second pulse constituting the crank angle detection signal corresponding to each cylinder is generated. When the timing is the synchronous injection timing, the cam angle signal Sca is at the H level (high level) when the first pulse P11 constituting the crank angle detection signal for the first cylinder is generated, and the second cylinder By configuring the cam angle sensor so that the cam angle signal is at the L level (low level) when the first pulse P11 constituting the crank angle detection signal is generated, the cylinder of the crank angle detection signal A determination can be made.
[0083]
That is, when the crank angle sensor generates the first pulse (negative pulse) and the second pulse (positive pulse), the cam angle signal is at the H level and the L level, respectively. The pulse and the second pulse can be determined to be crank angle detection signals for the first cylinder, and when the crank angle sensor generates the first pulse (negative pulse) and the second pulse (positive pulse), When the cam angle signal is at the L level and the H level, respectively, it can be determined that the first pulse and the second pulse are crank angle detection signals for the second cylinder.
[0084]
In the case where it is sufficient to discriminate between the two cylinders as in this example, it is not always necessary to check the level of the cam angle signal when the crank angle sensor generates the first pulse and the second pulse. The cylinder discrimination of the crank angle detection signal can be performed only by looking at the level of the cam angle signal when the angle sensor generates the first pulse or the second pulse. For example, when the cam angle signal is at the H level when the crank angle sensor generates the first pulse, it can be determined that the crank angle detection signal including the first pulse is a signal for the first cylinder. When the crank angle sensor generates the first pulse and the cam angle signal is at the L level, it can be determined that the crank angle detection signal including the first pulse is a signal for the second cylinder.
[0085]
The levels of the cam angle signals shown in FIGS. 4B, 4D, 4F, and 4H are inverted (the first level of the cam angle signal is set to L level, and the second level is set to L level). Similar cylinder discrimination can be performed by using the H level (see FIG. 5B), (D), (F), and (H).
[0086]
The microprocessor of the ECU 2 performs the cylinder discrimination of the pulse output from the crank angle sensor CRS at the time of starting the engine as described above, and then detects the pulse P11 that gives the synchronous injection timing of the first cylinder. A command is given to the circuit, the drive circuit supplies a drive voltage # 1Vi to the injector INJ1 for the first cylinder, and the injector INJ1 injects fuel for the initial injection time. Further, when the pulse P12 giving the synchronous injection timing of the second cylinder is detected, a command is given to the injector drive circuit, and a drive voltage # 2Vi is provided from the drive circuit to the injector INJ2 for the second cylinder, and the fuel is supplied from the injector INJ2. Is performed.
[0087]
The microprocessor also calculates the rotation speed of the engine from the interval of generation of the crank angle signal input from the crank angle sensor CRS, and determines the ignition timing, the fuel injection time (from the injector, etc.) with respect to the calculated rotation speed and other conditions. Fuel injection time) is calculated.
[0088]
The microprocessor also controls the ignition plug for each cylinder to generate an ignition plug when the second pulse for each cylinder used for ignition timing control is generated at the time of starting the engine and operating at an extremely low speed region below the idling speed. The ignition operation is performed by applying the high voltage Vh, and when the engine is operated in a region exceeding the idling region, the ignition timing measured when the crank angle sensor generates the first pulse for each cylinder used for the ignition timing control is measured. At the start, when the measurement is completed, a high voltage Vh for ignition is applied to the ignition plug of each cylinder to perform an ignition operation.
[0089]
That is, when the engine is started or at an extremely low speed, when the second pulse P21 for the first cylinder used for the ignition timing control is generated, a high voltage # 1Vh for ignition is applied to the ignition plug PL1 for the first cylinder. The ignition operation of one cylinder is performed, and when the second pulse P22 for the second cylinder used for the ignition timing control is generated, a high voltage # 2Vh for ignition is given to the ignition plug PL2 for the second cylinder to cause the second cylinder. Is performed.
[0090]
In the region exceeding the idling speed, the microprocessor also calculates the first pulse P12 generated at the first crank angle position θ12 used as the reference position when performing the ignition timing control of the first cylinder by the microprocessor. A measurement value for measuring the ignition timing for one cylinder is set in an ignition timer, and when the measurement of the set measurement value is completed, the ignition plug PL1 for the first cylinder is set to a high value for ignition. The ignition operation of the first cylinder is performed by applying the voltage # 1Vh.
[0091]
Further, in order to measure the ignition timing for the second cylinder calculated by the microprocessor when the first pulse P11 is generated at the first crank angle position θ11 used as the reference position when performing the ignition timing control of the second cylinder. Is set in the ignition timer, and when the measurement of the set measurement value is completed by the ignition timer, a high voltage # 2Vh for ignition is applied to the ignition plug PL2 for the second cylinder to apply the ignition voltage to the ignition plug PL2 for the second cylinder. The ignition operation is performed.
[0092]
A crank angle sensor and a cam angle sensor are configured as shown in FIGS. 2 (A) and 2 (B), and these sensors are used as a crank angle signal and a cam angle signal as shown in FIGS. 3 (A) and 3 (B). FIG. 17 is a flowchart showing an algorithm of a program to be executed by the microprocessor of the ECU 2 in order to realize the cylinder discriminating means in the case of occurrence of.
[0093]
The routine shown in FIG. 17 is a first pulse detection interrupt processing routine that is executed every time the crank angle sensor generates the first pulse (P11 or P12). In the case of the algorithm shown in FIG. 17, first, in step 1, it is determined whether or not the cam angle signal is at a high level (first level). As a result, when the cam angle signal is at the high level, it is determined that the crank angle detection signal generated this time is the signal for the first cylinder, and the process proceeds to step 2 to set the injection time of the first cylinder in the injection timer, and By applying the drive voltage # 1Vi to the injector INJ1 of one cylinder, the injection from the injector is started, and this routine ends. The drive voltage # 1Vi is supplied to the injector INJ1 while the injection timer measures the injection time. The injector opens the valve and starts fuel injection when a predetermined valve opening current flows after the driving voltage is applied, and when the driving current becomes smaller than the holding current after the driving voltage is removed. Stop the injection. Generally, the fuel injection amount from the injector is determined by the pressure of the fuel supplied to the injector and the fuel injection time, but since the pressure of the fuel is kept substantially constant by the regulator, the fuel injection amount depends on the injection time. Decided.
[0094]
If it is determined in step 1 that the cam angle signal is not at the high level, it is determined that the crank angle detection signal generated this time is a signal for the second cylinder, and the process proceeds to step 3, where the injection time of the second cylinder is set in the injection timer. At the same time, by applying the drive voltage # 2Vi to the injector JNJ2 of the second cylinder, the injection of fuel from the injector is started, and this routine ends.
[0095]
The routine shown in FIG. 17 may be performed every time the first pulse is generated during the operation of the engine. However, since the cylinder determination of the crank angle signal may be performed only once, the routine may be performed only once when the engine is started. Good.
[0096]
In the above example, the first crank position at which the first pulse P11 for the first cylinder is generated is set to the intermediate position of the set section (in the above example, the section of 2β in the crank angle) in which the cam angle signal Sca holds the first level. Although the angular position is matched with the angular position θ11, the phase relationship between each cam angle signal and the output pulse of the crank angle sensor generated while each cam angle signal is generated is not limited to the above example.
[0097]
That is, the cam angle sensor used in the present invention includes at least one set section in which the crank angle position of the engine is set to include at least one of the first and second crank angle positions for at least one cylinder of the internal combustion engine. , A cam angle signal indicating a second level different from the first level while the crank angle position of the internal combustion engine is in a section other than the set section is generated. It is sufficient that the intermediate position of each set section does not coincide with the first crank angle position or the second crank angle position as in the above example. In the above example, the advance angle of the rising position θa1 of the cam angle signal Sca with respect to the first crank angle position θ11 may be equal to or larger than β ° or smaller than β °.
[0098]
In the setting section, the combination of the levels of the cam angle signals when the first pulse and the second pulse constituting the crank angle detection signal are generated is made different for each different cylinder corresponding to each crank angle detection signal. The angle between the generation of the first pulse and the generation of the second pulse is α, and the angle at which the first pulse and the second pulse each show a level equal to or higher than the threshold is δ. In this case, the signal width 2β of the cam angle signal may be set in the range of δ <2β <α.
[0099]
[Second embodiment]
The second embodiment of the present invention is configured such that a series of strokes of the first cylinder and a series of strokes of the second cylinder are performed with a phase difference of 360 ° in crank angle as in the first embodiment. In this embodiment, not only the cylinder discrimination of the crank angle signal is performed by using the cam angle signal, but also the piston is used because the cranking force is insufficient at the time of starting the engine. It also detects that a reversal phenomenon (so-called swing-back phenomenon) in which it cannot be exceeded the top dead center and is pushed back before ignition occurs.
[0100]
In the present embodiment, as shown in FIG. 6A, the crank angle sensor CRS sets the polar arc angle at a position having a fixed relationship with the top dead center of the pistons of the first cylinder and the second cylinder of the engine. has one reluctor 4a1 of α. The relationship between the reluctor 4a1 and each cylinder is the same as in the first embodiment.
[0101]
As shown in FIG. 7A, the crank angle sensor CRS of the present embodiment is configured such that the top dead center of the piston at the start of the intake stroke of the first cylinder (the top dead center of the piston at the end of the compression stroke of the second cylinder). A first pulse (negative pulse) P11 is detected by detecting the front edge ef in the rotational direction of the reluctor 4a1 at the first crank angle position θ11 set at a position sufficiently advanced with respect to the crank angle position corresponding to. And is set at a position slightly advanced from the crank angle position corresponding to the top dead center of the piston at the start of the intake stroke of the first cylinder, and delayed by α ° from the first crank angle position θ11. At the second crank angle position θ21, the trailing edge er in the rotational direction of the retractor is detected, and a second pulse (positive pulse) P21 for giving the synchronous injection timing of the first cylinder is generated.
[0102]
The crank angle sensor CRS shown also rotates the crankshaft by 360 ° from the crank angle position θ11 and moves the crank angle position to the top dead center of the piston at the start of the intake stroke of the second cylinder (the end of the compression stroke of the first cylinder). (The top dead center of the piston at the time) coincides with the first crank angle position θ12 set at a position advanced enough to the crank angle position corresponding to the front end edge of the same reluctor 4a1. A first pulse (negative pulse) P12 is generated, slightly advanced from the crank angle position corresponding to the top dead center of the piston at the start of the intake stroke of the second cylinder, and shifted from the first crank angle position θ12. At the second crank angle position θ22 set at a position delayed by α °, the trailing edge of the reluctor 4a1 is detected, and a second pulse (positive pulse) P22 is generated.
[0103]
Also in the present embodiment, when performing the fuel injection control, the timing at which the first pulse P11 constituting the crank angle detection signal for the first cylinder is generated (the timing corresponding to the crank angle position θ11) is set to the timing for the first cylinder. Timing at which the crank angle sensor generates the first pulse P12 constituting the crank angle detection signal for the second cylinder (timing corresponding to the crank angle position θ12), which is used as the synchronous injection timing for injecting fuel from the injector INJ1. Is used as a synchronous injection timing for injecting fuel from the injector INJ2 for the second cylinder.
[0104]
Further, when performing the ignition timing control of the engine, the first pulse P11 and the second pulse P12 used as the crank angle detection signal for the first cylinder during the fuel injection control are used as the crank angle detection signal for the second cylinder. The first pulse P12 and the second pulse P22 used as the crank angle detection signal for the second cylinder during the fuel injection control are used as the crank angle detection signal for the first cylinder.
[0105]
At the start of the engine and in the idling region, the ignition of the second cylinder of the engine is performed at the second crank angle position θ21 (a position slightly advanced from the top dead center position of the piston at the end of the compression stroke of the second cylinder). Then, the first cylinder of the engine is ignited at the second crank angle position θ22.
[0106]
In a region where the rotation speed of the engine exceeds the idling region, measurement of the ignition timing of the second cylinder calculated by calculation when the first pulse P11 is generated at the first crank angle position θ11 is started, and the measurement is started. When the ignition is completed, the ignition of the second cylinder is performed, and when the first pulse P12 is generated at the first crank angle position θ12, the measurement of the ignition timing of the first cylinder calculated by the calculation is started. Upon completion, the second cylinder is ignited.
[0107]
As shown in FIG. 6B, the cam angle rotor 6 used in the present embodiment has a pole arc angle at a position having a fixed relation to the top dead center of the pistons of the first cylinder and the second cylinder of the engine. It has a first reactor 6a1 and a second reductor 6a2 of β.
[0108]
Among the reluctors provided on the cam angle rotor, the first reluctor 6a1 is provided in the same manner as in the first embodiment. The second retractor 6a2 shifts the position by (α / 2) ° rearward (lag side) in the rotation direction of the cam shaft with respect to a position 180 ° away from the crank angle position corresponding to the center of the first reductor 6a1. The polar arc angle is set as β ° [<(α / 2) °] at the position indicated by the arrow.
[0109]
As shown in FIG. 7 (B), the cam angle sensor CAS of the present embodiment includes a first crank angle position θ11 set for one cylinder of the internal combustion engine. The first set section of the angle 2β set so as not to include the second crank angle position θ21 for the cylinder (crank angle position θa1 advanced by β ° from crank angle position θ11 and delayed by β ° from crank angle position θ11) And the crank angle position of the internal combustion engine includes the second crank angle position θ22 set with respect to the other cylinder of the engine, and the first crank angle position of the other cylinder of the internal combustion engine. The second set section of the angle 2β set so as not to include the crank angle position θ12 (the crank angle position delayed from the crank angle position θ22 by β ° from the crank angle position θa2 advanced by β ° from the crank angle position θ22) A cam angle signal Sca indicating the first level (high level) while the crank angle position of the internal combustion engine is in the other section is generated during the period (section to θb2). It is provided in.
[0110]
In this embodiment, the microprocessor of the ECU 2 rotates the internal combustion engine forward when the level of the cam angle signal when the first pulse is generated and the level of the cam angle signal when the second pulse is generated are different when the internal combustion engine is started. The internal combustion engine is rotating in reverse when the level of the cam angle signal when the first pulse is generated and the level of the cam angle signal when the second pulse is generated when the internal combustion engine is started are determined. Reverse rotation determining means for determining that (oscillation return has occurred), and when the cam angle signal indicates the first level when the first pulse is generated, the first pulse outputs the crank angle detection signal for the first cylinder. The first pulse is a pulse constituting the crank angle detection signal for the second cylinder when the cam angle signal indicates the second level when the first pulse is generated. Judge cylinder size Means is configured.
[0111]
The principle of the above-described reverse rotation determining means for determining whether or not reverse rotation (swinging back) has occurred at the time of starting is as follows.
[0112]
First, consider a case where the reluctor 4a1 starts facing the magnetic pole portion of the signal generator 5 after the reluctor 6a1 starts facing the magnetic pole portion of the signal generator 7 when the engine is started. As shown in FIGS. 8A and 8B, the front edge and the rear edge of the reluctor 4a1 at the time of the forward rotation of the engine are denoted by A and C, respectively, and the rear edge of the reluctor 6a1 in the rotation direction is denoted by A and C. B, if the piston can exceed the top dead center by the first ignition at the start of the engine, after the edge A of the reluctor passes the position of the magnetic pole portion of the signal generator 5, the edge A of the reluctor 6a1 Since B passes through the position of the magnetic pole portion of the signal generator 7 and then the edge C of the reluctor 4a1 passes through the position of the magnetic pole portion of the signal generator 5, as shown in FIGS. When the first pulse P11 is generated, the cam angle signal indicates the first level (high level), and when the second pulse P21 is generated, the cam angle signal indicates the second level (low level). On the other hand, when the piston is pushed back without exceeding the top dead center at the time of starting the engine (when swinging back occurs), the edge A of the reluctor moves the position of the magnetic pole portion of the signal generator 5 to the position. After passing, the edge B of the reluctor 6a1 passes through the position of the magnetic pole portion of the signal generator 7, and then the edge B of the reluctor 6a1 passes again through the position of the magnetic pole portion of the signal generator 7, so that FIG. As shown in (B) and (B), the cam angle signal indicates the first level (high level) both when the first pulse P11 is generated and when the second pulse P21 is generated.
[0113]
In addition, when the reluctor 6a2 starts facing the magnetic pole portion of the signal generator 7 after the reluctor 4a1 starts facing the magnetic pole portion of the signal generator 5 at the time of starting the engine, the engine rotates forward. 7A and 7B, the cam angle signal indicates the second level (low level) when the first pulse P12 is generated, and the cam angle signal indicates the second level when the second pulse P22 is generated. 1 (high level), but when the piston is pushed back without being able to exceed the top dead center, the cam angle is generated both when the first pulse P12 and the second pulse P22 are generated. The signal indicates the second level (low level).
[0114]
Therefore, it can be determined that the internal combustion engine is rotating forward when the level of the cam angle signal when the first pulse is generated and the level of the cam angle signal when the second pulse is generated when the internal combustion engine is started. When both the level of the cam angle signal at the time of generation of the first pulse and the level of the cam angle signal at the time of generation of the second pulse are the same, it is determined that the internal combustion engine has reversed (oscillation has occurred). it can.
[0115]
As described above, if it is possible to detect that the engine has reversed at the time of starting, after the piston of each cylinder is pushed back without exceeding the top dead center at the end of the compression stroke, the crank angle sensor detects When the trailing edge is detected and the second pulse P21 [pulse P21 in FIG. 10 (A)] is generated, it is possible to prevent an ignition signal from being given to the ignition device to ignite fuel in the combustion chamber. Therefore, it is possible to prevent the occurrence of problems such as the piston being strongly pushed back by the combustion pressure when the cranking force at the time of starting is insufficient and the starting device being damaged.
[0116]
FIGS. 18 and 19 are flowcharts showing an algorithm of a routine executed by the microprocessor to realize the reverse rotation determining means and the cylinder determining means.
[0117]
FIG. 18 is a first pulse detection interrupt processing routine executed when the first pulse (P11, P12) is generated. In this routine, first, in step 1, the cam angle signal is set to a high level (first level). ) Is determined. As a result, when the cam angle signal is at the high level, it is determined that the crank angle detection signal generated this time is the signal for the first cylinder, and the process proceeds to step 2 to set the injection time of the first cylinder in the injection timer, and By applying the drive voltage # 1Vi to the one-cylinder injector INJ1, fuel injection from the injector INJ1 is started, and this routine ends.
[0118]
If it is determined in step 1 that the cam angle signal is not at the high level, it is determined that the crank angle detection signal generated this time is a signal for the second cylinder, and the process proceeds to step 3, where the injection time of the second cylinder is set in the injection timer. At the same time, by supplying the drive voltage # 2Vi to the injector INJ2 for the second cylinder, the fuel injection from the injector INJ2 is started, and this routine ends.
[0119]
FIG. 19 is a second pulse detection interruption processing routine executed when the second pulse (P21, P22) is generated. In this routine, it is determined in step 1 whether the cam angle signal is at a high level. When it is determined that the signal is at the high level, the process proceeds to step 2 to determine whether or not the current pulse generation timing is the timing at which synchronous injection of the second cylinder is being performed. As a result, when it is the timing at which the synchronous injection of the second cylinder is being performed, the routine proceeds to step 3, where the ignition of the first cylinder is performed, and this routine ends. If it is determined in step 2 that the current timing is not the timing at which the fuel injection for the second cylinder is being performed, the process proceeds to step 4 and determines that reverse rotation has occurred, and this routine ends. If it is determined in step 1 that the cam angle signal is not at the high level, the process proceeds to step 5 and determines whether or not the current timing is the timing at which fuel injection for the first cylinder is being performed. As a result, when it is determined that it is the timing at which the fuel injection for the first cylinder is being performed, the ignition of the second cylinder is performed in step 6, and this routine ends. When it is determined in step 5 that the current timing is not the timing at which fuel injection for the first cylinder is being performed, it is determined in step 7 that reverse rotation has occurred, and this routine ends.
[0120]
In the above example, the intermediate position of the set section in which the cam angle signal Sca holds the first level (the section of 2β in the crank angle in the above example) is set to a crank position generated while each cam angle signal is generated. Although the position coincides with the position where the output pulse of the angle sensor is generated, the phase relationship between the output pulse of the crank angle sensor and the cam angle signal is not limited to the above example. The advance angle of the rising position θa1 or θa2 of the cam angle signal Sca with respect to the first crank angle position θ11 or the second crank angle position θ22 may be equal to or more than β °, and may be less than β °.
[0121]
The phase relationship between the cam angle signal and the output pulse of the crank angle sensor, and the signal width of the cam angle signal can be appropriately changed as long as the following conditions are satisfied.
[0122]
(A) The combination of the cam angle signal levels when the crank angle sensor generates one set of the first pulse and the second pulse while the internal combustion engine is rotating forward is determined by the cylinders to which both pulses correspond. Make it different every time. (Conditions required to enable cylinder discrimination)
(B) When the internal combustion engine is started and the piston reverses without exceeding the top dead center at the end of the compression stroke, the level of the cam angle signal when the first pulse is generated and the level of the cam angle signal when the second pulse is generated Make the level of the cam angle signal the same. (Conditions required to detect engine reversal)
[Third Embodiment]
The third embodiment is a four-cycle 90-degree V-type 2 configured to perform a series of strokes of the second cylinder with a phase difference of 360 ° + 90 ° in crank angle with respect to a series of strokes of the first cylinder. This is a four-cycle internal combustion engine crank angle detection device that detects crank angle information for each cylinder of the cylinder internal combustion engine.
[0123]
In the present embodiment, as shown in FIG. 11A, a rotor 4 attached to a crankshaft of an internal combustion engine is provided with a first reluctor 4a1 provided corresponding to a first cylinder of the internal combustion engine. A second reluctor 4a2 provided at a position delayed by 90 degrees with respect to one reluctor.
[0124]
The first retractor 4a1 is a first crank for the first cylinder whose crank angle position of the internal combustion engine is set to a position sufficiently advanced with respect to the crank angle position corresponding to the top dead center of the piston of the first cylinder. When the angular position coincides with the angular position θ11, the front end edge ef in the rotational direction is detected by the signal generator 5, and the crank angle position of the engine corresponds to the crank angle position corresponding to the top dead center of the piston of the first cylinder. When the position coincides with the second crank angle position θ21 for the first cylinder, which is set at a position slightly advanced from the position at which the rotation proceeds, the signal generator 5 detects the rear edge er in the rotation direction. It is provided as follows. In addition, the second retractor 4a2 sets the first crank angle position θ12 for the second cylinder at a position where the crank angle position is advanced to a position sufficiently advanced from the crank angle position corresponding to the top dead center of the piston of the second cylinder. When they match, the front edge ef in the rotation direction is detected by the signal generator 5, and the crank angle position is slightly advanced from the crank angle position corresponding to the top dead center of the piston of the second cylinder. Is set so that the signal generator 5 detects the edge er on the rear end side in the rotation direction when the second crank angle position .theta.
[0125]
As shown in FIG. 12 (A), the signal generator 5 that constitutes the crank angle sensor CRS together with the rotor 4 detects the respective edges of the reluctors 4a1 and 4a2, The first crank angle position θ11 for the first cylinder set at a position advanced from the crank angle position corresponding to the dead center and the crank angle position corresponding to the top dead center of the piston of the first cylinder The first pulse P11 and the second pulse P21 for the first cylinder reaching the threshold value at the second crank angle position θ21 for the first cylinder set at the slightly advanced position, and the second pulse for the first cylinder. The second reaching the threshold value at the first crank angle position θ12 and the second crank angle position θ22 for the second cylinder respectively 450 degrees behind the first crank angle position θ11 and the second crank angle position θ12. Generating a series of pulses including a first pulse P12 and the second pulse P22 of the accommodating cylinder.
[0126]
Further, as shown in FIG. 11B, the cam angle rotor 6 has reluctors 6a1 and 6a2 having a polar arc angle of β.
[0127]
The retractor 6a1 has a cam angle position corresponding to a crank angle position advanced by β ° from the second crank angle position θ21 at which the crank angle sensor detects the trailing edge er of the first reluctor 4a1, and its rotational direction is The front edge ef is detected by the signal generator 7, and the crank angle sensor corresponds to a crank angle position delayed by β ° from the second crank angle position θ21 at which the rear edge er of the first reluctor 4a1 is detected. The rear end edge er in the rotation direction at the cam angle position is provided so as to be detected by the signal generator 7.
[0128]
The retractor 6a2 has a cam angle position corresponding to a crank angle position corresponding to a crank angle position advanced by β ° from the first crank angle position θ12 at which the crank angle sensor detects the front end edge ef in the rotation direction of the second reluctor 4a2. The front end edge ef is detected by the signal generator 7, and the crank angle sensor corresponds to a crank angle position delayed by β ° from the first crank angle position θ12 at which the front edge ef in the rotation direction of the second reluctor 4a2 is detected. The rear end edge er in the rotation direction at the cam angle position is provided so as to be detected by the signal generator 7.
[0129]
The signal generator 7 is set so that the crank angle position of the internal combustion engine does not include the first crank angle position θ11 for the first cylinder of the internal combustion engine, but does include the second crank angle position θ21 for the first cylinder. During the first set section and including the first crank angle position θ12 for the second cylinder of the internal combustion engine but not including the second crank angle position θ22 for the second cylinder. , A cam angle signal indicating the first level (high level) during the set section and the second level (low level) when the crank angle position of the internal combustion engine is in another section.
[0130]
As shown in FIGS. 12A and 12B, the signal generator 7 shown in FIG. 12 has a second crank angle position from the position advanced by β ° from the second crank angle position θ21 for the first cylinder. During the first set section up to the position delayed by β ° from the crank angle position θ21, and from the position advanced β ° from the first crank angle position θ12 for the second cylinder, A cam angle signal Sca indicating the first level (high level) during the second set section up to the position delayed by β °, and indicating the second level (low level) when the crank angle position is in another section. Occurs.
[0131]
In the cylinder discriminating means of the present embodiment, when the cam angle signal indicates the first level when the second pulse P21 is generated, the second pulse is a pulse constituting the crank angle detection signal for the first cylinder. When the first pulse P12 is generated and the cam angle signal indicates the first level, it is determined that the first pulse is a pulse constituting the crank angle detection signal for the second cylinder. Is configured.
[0132]
Also in the present embodiment, it is determined that the internal combustion engine is started when the level of the cam angle signal when the first pulse is generated and the level of the cam angle signal when the second pulse is generated are different when the internal combustion engine is started. When the level of the cam angle signal at the time of generation of the first pulse and the level of the cam angle signal at the time of generation of the second pulse are the same at the start of the internal combustion engine, it is determined that the internal combustion engine is rotating in the reverse direction. can do.
[0133]
In this embodiment, when the level of the cam angle signal at the time of generation of the first pulse and the level of the cam angle signal at the time of generation of the second pulse are the same at the time of starting the internal combustion engine, it is assumed that the internal combustion engine is rotating in the reverse direction. A reverse rotation determining means for determining is provided.
[0134]
FIGS. 20 and 21 are flowcharts showing an algorithm of an interrupt processing routine to be executed by the microprocessor of the ECU 2 in order to realize the above-described cylinder determining means and reverse rotation determining means.
[0135]
FIG. 20 is a first pulse detection interrupt processing routine executed when the first pulse (P11, P12) is generated. In this routine, first, in step 1, the cam angle signal is set to a high level (first level). ) Is determined. As a result, when the cam angle signal is at the high level, the cam High flag is set in step 2 and the routine is terminated. If it is determined in step 1 that the cam angle signal is not at the high level, this routine is terminated without doing anything.
[0136]
FIG. 21 is a second pulse detection interruption processing routine executed when the second pulse (P21, P22) is generated. In this routine, it is determined in step 1 whether the cam angle signal is at a high level. If it is determined that the cam is at the high level, the process proceeds to step 2 to determine whether or not the cam High flag is set. As a result, when it is determined that the cam High flag has been set, the routine proceeds to step 3, where it is determined that the engine has reversed, the cam High flag is cleared, and this routine ends. When it is determined in step 2 that the cam High flag is not 1 (not set), the process proceeds to step 4 and sets the injection time in the injection timer of the first cylinder and drives the injector INJ1 for the first cylinder. By applying the voltage # 1Vi, fuel injection from the injector INJ1 is started, and this routine ends. A drive voltage is applied to the injector INJ1 while the injection timer measures the injection time.
[0137]
When it is determined in step 1 that the cam angle signal is not at the high level, the process proceeds to step 5 and determines whether the cam High flag is 1 (whether or not it is set). As a result, when it is determined that the cam High flag is not 1, the routine ends without doing anything. When it is determined in step 5 that the cam High flag is 1, the process proceeds to step 6 where the injection timer of the second cylinder is set, and a driving voltage is applied to the injector INJ2 for the second cylinder to thereby control the injection from the injector INJ2. The fuel injection is started, the cam High flag is cleared, and this routine ends. A drive voltage is applied to the injector INJ2 while the injection timer measures the injection time.
[0138]
In the above example, a 90 ° V-type two-cylinder internal combustion engine is taken as an example. However, in general, a series of strokes of the second cylinder is performed with a phase difference of 360 ° + γ ° in crank angle with respect to a series of strokes of the first cylinder. The present invention can also be applied to a crank angle detection device that generates a crank angle detection signal including crank angle information for each cylinder of a four-cycle two-cylinder internal combustion engine configured to be performed.
[0139]
When the present invention is applied to a four-cycle two-cylinder internal combustion engine configured to perform a series of strokes of the second cylinder with a phase difference of 360 ° + γ ° with respect to a series of strokes of the first cylinder, a crank angle sensor A first reluctor provided on a rotor attached to a crankshaft of the internal combustion engine corresponding to a first cylinder of the internal combustion engine, and a second reluctor provided at a position delayed by γ ° with respect to the first reluctor. A first crank angle position for the first cylinder set at a position advanced from a crank angle position corresponding to the top dead center of the piston of the first cylinder of the internal combustion engine, by detecting each edge, and the first cylinder A first pulse and a second pulse for the first cylinder each reaching a threshold value at a second crank angle position for the first cylinder set near a crank angle position corresponding to the top dead center of the first piston; 1st clan for cylinder The first pulse for the second cylinder reaching the threshold value at the first crank angle position and the second pulse for the second cylinder at the second crank angle position delayed by 360 ° + γ ° from the crank angle position and the second crank angle position, respectively. It may be configured to generate a series of pulses including the second pulse.
[0140]
Also in the present embodiment, the phase relationship between each cam angle signal and the output pulse of the crank angle sensor generated while each cam angle signal is generated is not limited to the above example, It can be changed appropriately within a range that satisfies the conditions necessary for enabling the cylinder discrimination and the conditions necessary for detecting the reverse rotation of the engine.
[0141]
[Fourth embodiment]
This embodiment detects crank angle information for each cylinder of a four-cycle three-cylinder internal combustion engine configured such that a series of strokes of each of the first to third cylinders is performed with a phase difference of 240 ° in crank angle. Is a crank angle detection device for a four-cycle internal combustion engine.
[0142]
The hardware configuration of the present embodiment is such that the engine further includes a third cylinder in addition to the first cylinder and the second cylinder, and an injector INJ3 and a spark plug PL3 for the third cylinder are further provided. It is the same as that shown in FIG.
[0143]
In this embodiment, as shown in FIG. 13A, a crank angle rotor 4 attached to a crankshaft of an internal combustion engine is provided with a first crank angle rotor 4 provided corresponding to each of the first to third cylinders of the internal combustion engine. To the third reluctors 4a1 to 4a3 at 120 ° intervals.
[0144]
The first reactor 4a1 is a first cylinder in which the crank angle position of the internal combustion engine is set to a position sufficiently advanced with respect to the crank angle position corresponding to the top dead center of the piston at the start of the intake stroke of the first cylinder. The first edge angle ef in the rotational direction is detected by the signal generator 5, and the crank angle position of the engine is set above the piston at the start of the intake stroke of the first cylinder. When coincident with the second crank angle position θ21 for the first cylinder set at a position slightly advanced from the position corresponding to the crank angle position corresponding to the dead center, the edge on the rear end side in the rotation direction thereof er is provided so as to be detected by the signal generator 5.
[0145]
Also, the second reluctor 4a2 is a first cylinder for the second cylinder whose crank angle position is set to a position sufficiently advanced from the crank angle position corresponding to the top dead center of the piston at the start of the intake stroke of the second cylinder. When the crank angle position coincides with the crank angle position θ12, the front edge ef in the rotation direction is detected by the signal generator 5, and the crank angle position corresponds to the top dead center of the piston at the start of the intake stroke of the second cylinder. When the second crank angle position θ22 for the second cylinder, which is set at a position slightly advanced from the angular position, coincides with the second crank angle position θ22, the signal generator 5 detects the rear edge er in the rotation direction. It is provided as follows.
[0146]
Further, the third reactor 4a3 is a first cylinder for the third cylinder whose crank angle position is set to a position sufficiently advanced from the crank angle position corresponding to the top dead center of the piston at the start of the intake stroke of the third cylinder. When coincident with the crank angle position θ13, the edge ef on the front end side in the rotation direction is detected by the signal generator 5, and the crank angle position corresponds to the top dead center of the piston at the start of the intake stroke of the third cylinder. When the position coincides with the second crank angle position θ23 for the third cylinder set at a position slightly advanced from the angular position, the signal generator 5 detects the rear end edge er in the rotation direction. It is provided as follows.
[0147]
As shown in FIG. 14A, the signal generator 5 that constitutes the crank angle sensor CRS together with the rotor 4 detects the respective edges of the reluctors 4a1 to 4a3 and starts the intake stroke of the first cylinder of the internal combustion engine. The first crank angle position θ11 for the first cylinder set at a position sufficiently advanced from the crank angle position corresponding to the top dead center of the piston at the time and the upper position of the piston at the start of the intake stroke of the first cylinder The first pulse P11 and the second pulse P11 for the first cylinder that reach the respective threshold values at the second crank angle position θ21 for the first cylinder set at a position slightly advanced from the crank angle position corresponding to the dead center. The pulse P21 and the first crank angle position θ12 for the second cylinder set to a position sufficiently advanced from the crank angle position corresponding to the top dead center of the piston at the start of the intake stroke of the second cylinder of the internal combustion engine. Passing At the second crank angle position θ22 for the second cylinder set at a position slightly advanced from the crank angle position corresponding to the top dead center of the piston at the start of the intake stroke of the second cylinder, the threshold value is set. The first pulse P12 and the second pulse P22 for the second cylinder that are reached and set at a position that is sufficiently advanced from the crank angle position corresponding to the top dead center of the piston at the start of the intake stroke of the third cylinder of the internal combustion engine. The first cylinder angle position θ13 for the third cylinder and the third cylinder set at a position slightly advanced from the crank angle position corresponding to the top dead center of the piston at the start of the intake stroke of the third cylinder. A first pulse P13 and a second pulse P23 for the third cylinder reaching the respective threshold values at the second crank angle position θ23.
[0148]
Further, as shown in FIG. 13B, the cam angle rotor 6 has three reactors 6a1 to 6a3 corresponding to the first to third cylinders of the internal combustion engine at intervals of 120 °. The polar arc angles of the first and third reluctors 6a1 and 6a3 are set to β ° [<(α / 2) °], and the polar arc angle of the second reductor 6a2 is set to 2β °.
[0149]
The first reluctor 6a1 of the cam angle rotor corresponding to the first cylinder has a crank angle advanced by β ° from the second crank angle position θ21 at which the crank angle sensor detects the rear end edge er of the first reluctor 4a1. At the cam angle position corresponding to the position, the front end edge ef in the rotation direction is detected by the signal generator 7, and the crank angle sensor detects the rear end edge er of the first reluctor 4a1 from the second crank angle position θ21. The signal generator 7 detects the trailing edge er in the rotation direction at the cam angle position corresponding to the crank angle position delayed by β °.
[0150]
Further, the second reluctor 6a2 corresponding to the second cylinder corresponds to a crank angle position advanced by β ° from the first crank angle position θ12 at which the crank angle sensor detects the front end edge ef in the rotation direction of the second reluctor 4a2. At the cam angle position, the front end edge ef in the rotation direction is detected by the signal generator 7, and the crank angle sensor detects the rear end edge er in the rotation direction of the second retractor 4a2 by β from the second crank angle position θ22. The trailing edge er in the rotational direction is provided by the signal generator 7 at a cam angle position corresponding to the delayed crank angle position.
[0151]
Further, the third reluctor 6a3 of the cam angle rotor corresponding to the third cylinder has a crank angle position advanced by β ° from the first crank angle position θ13 at which the crank angle sensor detects the front end side edge ef of the third reluctor 4a3. Is detected by the signal generator 7 at the cam angle position corresponding to the first crank angle position, and the crank angle sensor is more than the first crank angle position θ13 at which the crank angle sensor detects the front end edge ef of the third retractor 4a3. The trailing edge er in the rotational direction is detected by the signal generator 7 at a cam angle position corresponding to the crank angle position delayed by only a predetermined time.
[0152]
As shown in FIG. 14A, the signal generator 7 of the cam angle sensor determines that the crank angle position of the internal combustion engine does not include the first crank angle position for the first cylinder of the internal combustion engine. In a first set section set to include the second crank angle position (a position delayed by β ° from the second crank angle position θ21 from a position advanced by β ° from the second crank angle position θ21 for the first cylinder). ), A second set section (the first crank for the second cylinder) set to include both the first crank angle position and the second crank angle position for the second cylinder of the internal combustion engine (A section from a position advanced by β ° from the angular position θ12 to a position delayed by β ° from the second crank angle position θ22 for the second cylinder) and the first crank angle position for the third cylinder of the internal combustion engine. Including but not including the second crank angle position for the third cylinder During the third set section (a section from a position advanced by β ° from the first crank angle position θ13 for the third cylinder to a position delayed by β ° from the first crank angle position θ13), the first level When the crank angle position of the internal combustion engine is in another section, a cam angle signal indicating the second level is generated.
[0153]
In this case, when the cam angle signal indicates the second level and the first level at the time of generation of the first pulse (P11) and at the time of generation of the second pulse (P21), the cylinder discriminating means performs the first And the second pulse is a pulse constituting the crank angle detection signal for the first cylinder, and when the first pulse (P12) and the second pulse (P22) are generated, the cam angle signal is changed to the first pulse. When the level is indicated, it is determined that the first and second pulses are pulses constituting the crank angle detection signal for the second cylinder. Further, when the cam angle signal indicates the first level and the second level when the first pulse (P13) and the second pulse (P23) are generated, respectively, the first and second pulses are set to the third level. Is determined to be a pulse that constitutes the crank angle detection signal for the corresponding cylinder.
[0154]
In this example, the second crank angle position θ21 for the first cylinder, the second crank angle position θ22 for the second cylinder, and the second crank angle position θ23 for the third cylinder are respectively synchronized with the first to third cylinders. This is the injection start position.
[0155]
FIGS. 22 and 23 are flowcharts showing an algorithm of an interrupt processing routine to be executed by the microprocessor of the ECU 2 in order to realize the above-described cylinder determining means.
[0156]
FIG. 22 is a first pulse detection interruption processing routine executed when the first pulse (P11, P12, P13) is generated. In this routine, first, in step 1, the cam angle signal is set to the high level (first Level). As a result, when the cam angle signal is at the high level, the cam High flag is set in step 2 and the routine is terminated. If it is determined in step 1 that the cam angle signal is not at the high level, this routine is terminated without doing anything.
[0157]
FIG. 23 is a second pulse detection interruption routine executed when the second pulse (P21, P22, P23) is generated. In this routine, it is determined in step 1 whether the cam angle signal is at a high level or not. Is determined, and if it is determined that the level is at the high level, the process proceeds to step 2 to determine whether or not the cam High flag is set. As a result, when it is determined that the cam High flag is set, the routine proceeds to step 3, where the injection time is set in the injection timer for the second cylinder, and the drive voltage # 2Vi is applied to the injector INJ2 for the second cylinder. Thus, the fuel injection from the injector INJ2 is started, the cam High flag is cleared, and this routine ends.
[0158]
When it is determined in step 2 that the cam High flag is not 1 (not set), the process proceeds to step 4 and sets the injection time in the injection timer of the first cylinder and drives the injector INJ1 for the first cylinder. By applying the voltage # 1Vi, fuel injection from the injector is started, and this routine ends.
[0159]
When it is determined in step 1 that the cam angle signal is not at the high level, the process proceeds to step 5 and determines whether the cam High flag is 1 (whether or not it is set). As a result, when it is determined that the cam High flag is not 1, the routine ends without doing anything. When it is determined in step 5 that the cam High flag is 1, the routine proceeds to step 6, in which an injection timer for the third cylinder is set, and a drive voltage # 3Vi is supplied to the injector INJ3 for the third cylinder. The fuel injection from the injector is started, the cam High flag is cleared, and this routine ends.
[0160]
Also in the present embodiment, the phase between each cam angle signal and the output pulse of the crank angle sensor generated while each cam angle signal is generated within a range in which the conditions necessary for performing the cylinder discrimination are satisfied. The relationship and the signal width of each cam angle signal can be changed as appropriate.
[0161]
[Fifth Embodiment]
In the fifth embodiment, a crank angle for each cylinder of a four-cycle four-cylinder internal combustion engine is configured such that a series of strokes of each of the first to fourth cylinders is performed with a phase difference of 180 ° in crank angle. This is a crank angle detection device for a four-cycle internal combustion engine that generates a crank angle detection signal for each cylinder including information.
[0162]
The hardware configuration of the present embodiment is characterized in that the engine further includes a third cylinder and a fourth cylinder in addition to the first cylinder and the second cylinder, and that the injectors INJ3 and the third cylinder and the fourth cylinder INJ3 and This is the same as that shown in FIG. 1 except that INJ4 and spark plugs PL3 and PL4 are further provided.
[0163]
In this embodiment, as shown in FIG. 15A, a crank angle rotor 4 attached to a crankshaft of an internal combustion engine includes a first reluctor 4a1 corresponding to first and third cylinders of the internal combustion engine, and a Second reluctors 4a2 corresponding to the second and fourth cylinders are provided at 180 ° intervals. The polar arc angles of these reluctors are set to α °.
[0164]
The first reactor 4a1 is a first cylinder in which the crank angle position of the internal combustion engine is set to a position sufficiently advanced with respect to the crank angle position corresponding to the top dead center of the piston at the start of the intake stroke of the first cylinder. Cylinder set to a position that is sufficiently advanced with respect to the crank angle position corresponding to the top dead center of the piston at the start of the intake stroke of the third cylinder when the first crank angle position θ11 coincides with the first crank angle position θ11. , The front edge ef in the rotational direction thereof is detected by the signal generator 5 when the first crank angle position θ13 coincides with the first crank angle position θ13.
[0165]
Also, the second reluctor 4a2 is a first cylinder for the second cylinder whose crank angle position is set to a position sufficiently advanced from the crank angle position corresponding to the top dead center of the piston at the start of the intake stroke of the second cylinder. For the fourth cylinder set when the crank angle position coincides with the crank angle position θ12 and when the crank angle position is advanced sufficiently from the crank angle position corresponding to the top dead center of the piston at the start of the intake stroke of the fourth cylinder. , The front edge ef in the rotation direction is detected by the signal generator 5, and the crank angle position is set to the top dead center of the piston at the start of the intake stroke of the second cylinder. When the crank angle position coincides with the second crank angle position θ22 for the second cylinder set to a position slightly advanced from the corresponding crank angle position, and when the crank angle position is above the piston at the start of the intake stroke of the fourth cylinder. To the dead center When the position coincides with the second crank angle position θ24 for the fourth cylinder, which is set at a position slightly advanced from the corresponding crank angle position, the rear end edge er in the rotational direction of the fourth cylinder is determined by the signal generator 5. It is provided to be detected.
[0166]
The signal generator 5 constituting the crank angle sensor CRS detects each edge of the reluctors 4a1 and 4a2, and as shown in FIG. 16A, the piston at the start of the intake stroke of the first cylinder of the internal combustion engine. The first crank angle position θ11 for the first cylinder set at a position advanced from the crank angle position corresponding to the top dead center, and slightly less than the top dead center of the piston at the start of the intake stroke of the first cylinder The first pulse P11 and the second pulse P21 for the first cylinder reaching the threshold value at the second crank angle position θ21 for the first cylinder set to the crank angle position advanced to the first cylinder, and the second pulse P21 for the first cylinder The first and second crank angle positions reaching the threshold values at the first and second crank angle positions θ12 and θ22 for the second cylinder 180 degrees behind the first and second crank angle positions θ11 and θ21, respectively. Pa P12 and the second pulse P22, and the first crank angle position θ13 and the second crank angle position for the third cylinder 180 degrees behind the first crank angle position θ12 and the second crank angle position θ22 for the second cylinder. The first pulse P13 and the second pulse P23 for the third cylinder reaching the threshold value at θ23, respectively, and the fourth pulse 180 ° delayed from the first crank angle position θ13 and the second crank angle position θ23 for the third cylinder. A series of pulses including the first pulse P14 and the second pulse P24 for the fourth cylinder reaching the threshold value at the first crank angle position θ14 and the second crank angle position θ24 for the cylinder are generated.
[0167]
On the other hand, as shown in FIG. 15B, the cam angle rotor 6 has three reluctors 6a1 to 6a3. The polar arc angles of the first and third reluctors 6a1 and 6a3 are set to β ° [<(α / 2) °], and the polar arc angle of the second reductor 6a2 is set to 2β °.
[0168]
The first reluctor 6a1 of the cam angle rotor has a cam angle corresponding to a crank angle position advanced by β ° from the second crank angle position θ21 at which the crank angle sensor detects the trailing edge er of the first reluctor 4a1. At the position, the front edge ef in the rotational direction is detected by the signal generator 7, and the crank angle sensor is delayed by β ° from the second crank angle position θ21 at which the rear edge er of the first reluctor 4a1 is detected. The rear end edge er in the rotation direction at the cam angle position corresponding to the crank angle position is provided so as to be detected by the signal generator 7.
[0169]
Further, the second reluctor 6a2 rotates at a cam angle position corresponding to a crank angle position advanced by β ° from the first crank angle position θ12 at which the crank angle sensor detects the front end edge ef in the rotation direction of the second reluctor 4a2. A crank angle position delayed by β ° from a second crank angle position θ22 where the front edge ef in the direction is detected by the signal generator 7 and the crank angle sensor detects the rear edge er in the rotation direction of the second reluctor 4a2. Is provided so that the signal generator 7 detects the trailing edge er in the rotational direction at the cam angle position corresponding to.
[0170]
Further, the third retractor 6a3 has a cam angle corresponding to a crank angle position advanced by β ° from the first crank angle position θ14 for the fourth cylinder in which the crank angle sensor detects the front end edge ef of the second reductor 4a2. At the position, the front end edge ef in the rotational direction is detected by the signal generator 7, and the crank angle sensor detects the front end edge ef of the second reluctor 4a2 for the fourth cylinder, the first crank angle position for the fourth cylinder. At the cam angle position corresponding to the crank angle position delayed by β ° from θ14, the rear end edge er in the rotation direction thereof is provided so as to be detected by the signal generator 7.
[0171]
As shown in FIG. 16B, the signal generator 7 constituting the cam angle sensor has a crank angle position of the internal combustion engine that does not include the first crank angle position θ11 for the first cylinder of the internal combustion engine. A first set section set to include the second crank angle position θ21 for the first cylinder (the second crank angle position θ21 from a position advanced by β ° from the second crank angle position θ21 for the first cylinder). (A section to a position delayed by more than β °), the second crank angle position of the internal combustion engine is set to include both the first crank angle position θ12 and the second crank angle position θ22 for the second cylinder. (A section from a position advanced by β ° from the first crank angle position θ12 for the second cylinder to a position delayed by β ° from the second crank angle position θ22 for the second cylinder), and the internal combustion engine The crank angle position of the engine is the first crank for the fourth cylinder. A third set section that includes the angular position θ14 and does not include the second crank angle position θ24 for the fourth cylinder (from a position β ° ahead of the first crank angle position θ14 for the fourth cylinder) A cam angle signal indicating the first level while the crank angle position of the internal combustion engine is in another section during the interval between the first crank angle position θ14 and a position delayed by β ° from the first crank angle position θ14). appear.
[0172]
Also in this example, the second crank angle positions θ21, θ22, θ23, and θ24 for the first to fourth cylinders are set to the crank angle positions at which synchronous injection is performed from the first to fourth cylinder injectors, respectively.
[0173]
In this case, the cylinder discriminating means indicates that the cam angle signal Sca indicates the second level (low level) and the first level (high level) when the first pulse P11 and the second pulse P21 are generated, respectively. When the first and second pulses P11 and P21 are determined to be pulses constituting a crank angle detection signal for the first cylinder, the cam angle signal is generated when the first pulse P12 and the second pulse P22 are generated. When Sca indicates the first level (high level), it is determined that the first and second pulses P21 and P22 are pulses constituting the crank angle detection signal for the second cylinder, and the first pulse P13 is determined. When the cam angle signal Sca indicates the second level (low level) at the time of occurrence of the second pulse P23, the first and second pulses P13 and P23 are applied to the third cylinder cylinder. The cam angle signal Sca is determined to be a pulse that forms the first angle P14 and the second level P (low level) when the first pulse P14 and the second pulse P24 are generated, respectively. (Level), the first and second pulses P14 and P24 are determined to be pulses constituting the crank angle detection signal for the fourth cylinder.
[0174]
FIGS. 24 and 25 are flowcharts showing an algorithm of an interrupt processing routine to be executed by the microprocessor of the ECU 2 in order to realize the above-described cylinder determining means.
[0175]
FIG. 24 is a first pulse detection interruption routine executed when the first pulses (P11, P12, P13, P14) are generated. In this routine, first in step 1, the cam angle signal is set to the high level ( (The first level). As a result, when the cam angle signal is at the high level, the cam high flag is set (the flag is set to 1) in step 2 and this routine is terminated. If it is determined in step 1 that the cam angle signal is not at the high level, this routine is terminated without doing anything.
[0176]
FIG. 23 shows a second pulse detection interrupt processing routine executed when the second pulses (P21, P22, P23, P24) are generated. In this routine, the cam angle signal is at the high level in step 1. Is determined, and if it is determined that the level is high, the process proceeds to step 2 to determine whether the cam High flag is set. As a result, when it is determined that the cam High flag has not been set, the routine proceeds to step 3, where the injection time is set in the injection timer of the first cylinder, and the drive voltage is applied to the injector INJ1 for the first cylinder. The fuel injection from the injector is started, and this routine ends.
[0177]
When it is determined in step 2 that the cam High flag is set, the process proceeds to step 4 in which the injection time is set in the injection timer for the second cylinder, and a drive voltage is applied to the injector INJ2 to thereby control the injector INJ2. , The cam High flag is cleared, and this routine ends.
[0178]
When it is determined in step 1 that the cam angle signal is not at the high level, the process proceeds to step 5 and determines whether the cam High flag is 1 (whether or not it is set). As a result, when it is determined that the cam High flag is not 1, the routine proceeds to step 6, where the injection time is set in the injection timer for the third cylinder, and the drive voltage is applied to the injector INJ3 for the third cylinder. The fuel injection from the injector is started, and this routine ends. When it is determined in step 5 that the cam High flag is 1, the process proceeds to step 7 where the injection timer of the fourth cylinder is set, and the injection time of the injection timer of the injector INJ4 for the fourth cylinder is set. By applying a drive voltage to the injector, fuel injection from the injector INJ4 is started, the cam High flag is cleared, and this routine ends.
[0179]
Also in the present embodiment, the phase between each cam angle signal and the output pulse of the crank angle sensor generated while each cam angle signal is generated within a range in which the conditions necessary for performing the cylinder discrimination are satisfied. The relationship and the signal width of each cam angle signal can be changed as appropriate.
[0180]
[Modification]
In the above embodiment, the first pulse output from the crank angle sensor is a negative pulse, and the second pulse is a positive pulse. However, the first pulse may be a positive pulse, and the second pulse may be a negative pulse. Of course it is good.
[0181]
By using a photoelectric type signal generator for the crank angle sensor, one set of pulses constituting the crank angle detection signal for each cylinder can be made to have the same polarity.
[0182]
In each of the above embodiments, the reluctor is formed by a protrusion. However, the reluctor may be a concave or convex portion that can be detected magnetically, and a concave portion provided in the rotor may be used as the reluctor.
[0183]
【The invention's effect】
As described above, according to the present invention, the crank angle sensor determines which cylinder is the signal for each crank angle detection signal from the level of the cam angle signal when the crank angle detection signal is generated. Therefore, when the crank angle sensor first generates a crank angle detection signal corresponding to one of the cylinders after the start operation of the engine is started, the crank angle signal can be obtained simply by looking at the level of the cam angle signal at that time. It is possible to determine which cylinder the angle detection signal is for. Therefore, the cylinder discrimination of the crank angle detection signal can be performed without delay, and when the crank angle sensor generates a pulse for giving the synchronous injection timing of one of the cylinders after the start operation of the engine is started, the pulse is generated. Synchronous injection is immediately performed on the corresponding cylinder, and the startability of the engine can be improved.
[0184]
Further, in the present invention, cylinder determination is performed from the level of the cam angle signal when each crank angle detection signal is generated. Unlike the case, the cylinder discrimination can be performed stably and reliably even at the time of starting the engine and at the time of extremely low speed.
[0185]
Further, in the present invention, when the reverse rotation determination means is provided, not only can the cylinder of the pulse generated by the crank angle sensor be discriminated, but also at the time of the end of the compression stroke due to the lack of the cranking force at the time of starting the engine. There is an advantage that when the engine tries to reverse due to being pushed back without being able to exceed the top dead center, it can be detected.
[Brief description of the drawings]
FIG. 1 is a configuration diagram schematically showing a hardware configuration according to an embodiment of the present invention.
FIGS. 2A and 2B are front views of main parts schematically showing the configuration of a crank angle sensor and a cam angle sensor used in a first embodiment of the present invention, respectively.
FIG. 3 is a waveform diagram showing waveforms of a crank angle signal and a cam angle signal obtained when the crank angle sensor and the cam angle sensor shown in FIGS. 2A and 2B are used, respectively.
FIG. 4 is a waveform chart for explaining the principle of cylinder discrimination in the present invention.
FIG. 5 is another waveform diagram for explaining the principle of cylinder discrimination in the present invention.
FIGS. 6A and 6B are front views of main parts schematically showing the configuration of a crank angle sensor and a cam angle sensor used in a second embodiment of the present invention, respectively.
FIG. 7 is a waveform diagram showing waveforms of a crank angle signal and a cam angle signal obtained when the crank angle sensor and the cam angle sensor shown in FIGS. 6A and 6B are used, respectively.
FIGS. 8 (A) and (B) are enlarged front views showing main parts of a crank angle rotor and a cam angle rotor used in the crank angle sensor and the cam angle sensor shown in FIGS. 6 (A) and 6 (B), respectively. FIG.
FIG. 9 is a waveform diagram showing the waveforms of a crank angle signal and a cam angle signal when the engine does not reverse during startup in the second embodiment of the present invention.
FIG. 10 is a waveform diagram showing the waveforms of a crank angle signal and a cam angle signal when the engine reversely rotates at startup in the second embodiment of the present invention.
FIGS. 11A and 11B are front views of main parts schematically showing the configuration of a crank angle sensor and a cam angle sensor used in a third embodiment of the present invention, respectively.
FIG. 12 is a waveform diagram showing waveforms of a crank angle signal and a cam angle signal obtained when the crank angle sensor and the cam angle sensor shown in FIGS. 11A and 11B are used, respectively.
FIGS. 13A and 13B are front views of main parts schematically showing the configurations of a crank angle sensor and a cam angle sensor used in a fourth embodiment of the present invention, respectively.
FIG. 14 is a waveform diagram showing waveforms of a crank angle signal and a cam angle signal obtained when the crank angle sensor and the cam angle sensor shown in FIGS. 13A and 13B are used, respectively.
FIGS. 15A and 15B are front views of main parts schematically showing the configurations of a crank angle sensor and a cam angle sensor used in a fifth embodiment of the present invention, respectively.
FIG. 16 is a waveform diagram showing waveforms of a crank angle signal and a cam angle signal obtained when the crank angle sensor and the cam angle sensor shown in FIGS. 15A and 15B are used, respectively.
FIG. 17 is a flowchart showing an algorithm of a first pulse detection interrupt processing routine of a program executed by a microprocessor of an ECU according to the first embodiment of the present invention.
FIG. 18 is a flowchart showing an algorithm of a first pulse detection interrupt processing routine of a program executed by a microprocessor of an ECU according to the second embodiment of the present invention.
FIG. 19 is a flowchart showing an algorithm of a second pulse detection interrupt processing routine of a program executed by a microprocessor of an ECU according to the second embodiment of the present invention.
FIG. 20 is a flowchart illustrating an algorithm of a first pulse detection interrupt processing routine of a program executed by a microprocessor of an ECU according to the third embodiment of the present invention.
FIG. 21 is a flowchart showing an algorithm of a second pulse detection interrupt processing routine of a program executed by a microprocessor of an ECU according to the third embodiment of the present invention.
FIG. 22 is a flowchart illustrating an algorithm of a first pulse detection interrupt processing routine of a program executed by a microprocessor of an ECU according to a fourth embodiment of the present invention.
FIG. 23 is a flowchart illustrating an algorithm of a second pulse detection interrupt processing routine of a program executed by a microprocessor of an ECU according to the fourth embodiment of the present invention.
FIG. 24 is a flowchart illustrating an algorithm of a first pulse detection interrupt processing routine of a program executed by a microprocessor of an ECU according to the fifth embodiment of the present invention.
FIG. 25 is a flowchart showing an algorithm of a second pulse detection interrupt processing routine of a program executed by a microprocessor of an ECU according to the fifth embodiment of the present invention.
[Explanation of symbols]
DESCRIPTION OF SYMBOLS 1 ... Internal combustion engine, 2 ... ECU (Electronic control unit), 3 ... Flywheel, 4 ... Crank angle rotor, 4a1, 4a2, 4a3 ... Reactor, 5 ... Signal generator, 6 cam angle rotor, 6a1, 6a2, 6a3 ... Reluctor, 7 ... Signal generator.

Claims (7)

A crank angle detection device for a four-cycle internal combustion engine that generates a crank angle detection signal for each cylinder including crank angle information for each cylinder of a four-cycle multi-cylinder internal combustion engine,
Detecting an edge of at least one reluctor provided in a rotor attached to a crankshaft of the internal combustion engine in a fixed relationship with a cylinder of the internal combustion engine, and setting an edge for each cylinder of the internal combustion engine A first pulse for each cylinder that reaches a threshold value at the first crank angle position for each cylinder, and a crank angle position that is delayed from the first crank angle position and that corresponds to the top dead center position of each cylinder A crank angle sensor that generates a series of pulses including a second pulse for each cylinder reaching a threshold value at a second crank angle position for each cylinder set in the vicinity in synchronization with the rotation of the crankshaft;
A set of pulses consisting of a first pulse and a second pulse for each cylinder is used as a crank angle detection signal for each cylinder, and a crank angle detection signal for each cylinder is obtained from a series of pulses generated by the crank angle sensor. Cylinder discriminating means for discriminating;
A rotor is mounted on a camshaft of the internal combustion engine, and a crank angle position of the engine is set to include at least one of the first and second crank angle positions for at least one cylinder of the internal combustion engine. A cam angle signal indicating a first level during at least one set section and indicating a second level different from the first level while the crank angle position of the internal combustion engine is in another section other than the set section. And a cam angle sensor that generates
The setting is such that the combination of the levels of the cam angle signal when the first pulse and the second pulse constituting the crank angle detection signal are respectively generated is different for each cylinder corresponding to each crank angle detection signal. A section is defined,
The cylinder discriminating means is a pulse whose first and second pulses constitute a crank angle detection signal corresponding to any one of the cylinders based on the level of the cam angle signal when the first and second pulses are generated. Is configured to determine whether
A crank angle detection device for a four-stroke internal combustion engine, characterized in that: A series of strokes including the cylinder angle information for each cylinder of a four-stroke two-cylinder internal combustion engine configured such that a series of strokes of the first cylinder and a series of strokes of the second cylinder are performed with a phase difference of 360 ° in crank angle. A crank angle detection device for a four-cycle internal combustion engine that generates a crank angle detection signal for a cylinder,
Detecting the edge of one reluctor provided with a fixed relationship between the two cylinders of the internal combustion engine on a rotor attached to the crankshaft of the internal combustion engine, and setting for each cylinder of the internal combustion engine The first pulse for each cylinder reaching the threshold value at the first crank angle position for each cylinder, and the crank angle corresponding to the top dead center position of each cylinder delayed from the first crank angle position A crank angle sensor that generates a series of pulses including a second pulse for each cylinder reaching a threshold value at a second crank angle position for each cylinder set near the position in synchronization with the rotation of the crankshaft; ,
A set of pulses consisting of a first pulse and a second pulse for each cylinder is used as a crank angle detection signal for each cylinder, and a crank angle detection signal for each cylinder is obtained from a series of pulses generated by the crank angle sensor. Cylinder discriminating means for discriminating;
A rotor is attached to a camshaft of the internal combustion engine, and a crank angle position of the engine includes the first crank angle position for one cylinder of the internal combustion engine and a second crank angle position for the one cylinder. A second level that is different from the first level while the crank angle position of the internal combustion engine is in another section other than the set section; A cam angle sensor that generates a cam angle signal indicating a level,
The setting is such that the combination of the levels of the cam angle signal when the first pulse and the second pulse constituting the crank angle detection signal are respectively generated is different for each cylinder corresponding to each crank angle detection signal. A section is defined,
The cylinder discriminating means determines that the first pulse is a pulse constituting the crank angle detection signal for the one cylinder when the cam angle signal indicates a first level when the first pulse is generated. And determining that the first pulse is a pulse constituting the crank angle detection signal for the other cylinder when the cam angle signal indicates the second level when the first pulse is generated. Is configured in,
A crank angle detection device for a four-stroke internal combustion engine, characterized in that: A series of strokes including the cylinder angle information for each cylinder of a four-stroke two-cylinder internal combustion engine configured such that a series of strokes of the first cylinder and a series of strokes of the second cylinder are performed with a phase difference of 360 ° in crank angle. A crank angle detection device for a four-cycle internal combustion engine that generates a crank angle detection signal for a cylinder,
The rotor mounted on the crankshaft of the internal combustion engine detects the edge of one reluctor provided to have a fixed relationship with each cylinder of the internal combustion engine, and is set for each cylinder of the internal combustion engine. A first pulse for each cylinder that reaches a threshold value at the first crank angle position for each cylinder, and a crank angle position that is delayed from the first crank angle position and that corresponds to the top dead center position of each cylinder A crank angle sensor that generates a series of pulses including a second pulse for each cylinder reaching a threshold value at a second crank angle position for each cylinder set in the vicinity in synchronization with the rotation of the crankshaft;
A set of pulses consisting of a first pulse and a second pulse for each cylinder is used as a crank angle detection signal for each cylinder, and a crank angle detection signal for each cylinder is obtained from a series of pulses generated by the crank angle sensor. Cylinder discriminating means for discriminating;
A rotor is attached to a camshaft of the internal combustion engine, and the crank angle position of the engine includes a first crank angle position set for one cylinder of the internal combustion engine, but does not include a second crank angle position. During the first set section set as described above, and including the second crank angle set for the other cylinder of the internal combustion engine but not including the second crank angle position. A cam angle sensor configured to generate a cam angle signal indicating a first level during a set section of the internal combustion engine and indicating a second level when the crank angle position of the internal combustion engine is in another section;
A reverse rotation is determined from the output of the crank angle sensor and the output of the cam angle sensor to determine whether or not the piston of the internal combustion engine has been pushed back without exceeding the top dead center at the end of the compression stroke when the internal combustion engine is started. Determining means,
The combination of the levels of the cam angle signals when the crank angle sensor generates the first pulse and the second pulse constituting the crank angle detection signal while the internal combustion engine is rotating forward is determined by each crank angle. The first pulse is generated when the cylinder corresponding to the detection signal differs for each different cylinder and when the piston of each cylinder is pushed back without exceeding the top dead center at the end of the compression stroke at the time of starting the internal combustion engine. The set section is determined such that the level of the cam angle signal at the time of the second pulse and the level of the cam angle signal at the time of the generation of the second pulse are the same,
When the internal combustion engine is started, the level of the cam angle signal when the first pulse is generated and the level of the cam angle signal when the second pulse is generated are the same when the internal combustion engine is started. Configured to determine that the engine is reversing,
The cylinder discriminating means determines that the first pulse is a pulse constituting the crank angle detection signal for the one cylinder when the cam angle signal indicates a first level when the first pulse is generated. And determining that the first pulse is a pulse constituting the crank angle detection signal for the other cylinder when the cam angle signal indicates the second level when the first pulse is generated. Is configured in,
A crank angle detection device for a four-stroke internal combustion engine, characterized in that: Crank angle information for each cylinder of a four-cycle two-cylinder internal combustion engine configured to perform a series of strokes of the second cylinder with a phase difference of 360 ° + γ ° in crank angle with respect to a series of strokes of the first cylinder A crank angle detection device for a four-stroke internal combustion engine that generates a crank angle detection signal for each cylinder including:
A first reluctor provided on a rotor attached to a crankshaft of the internal combustion engine so as to correspond to a first cylinder of the internal combustion engine, and a second reluctor provided at a position delayed by γ ° with respect to the first reluctor. A first crank angle position for the first cylinder set at a position advanced from a crank angle position corresponding to the top dead center of the piston of the first cylinder of the internal combustion engine, and the first crank angle position; A first pulse and a second pulse for the first cylinder each reaching a threshold value at a second crank angle position for the first cylinder set near a crank angle position corresponding to the top dead center of the piston of the cylinder; The second reaching the threshold value at the first crank angle position and the second crank angle position for the second cylinder respectively delayed by 360 ° + γ ° from the first crank angle position and the second crank angle position for the first cylinder, respectively. No. for cylinder A crank angle sensor for generating a series of pulses including one pulse and a second pulse;
One set of pulses including the first pulse and the second pulse for the first cylinder is used as a crank angle detection signal for the first cylinder, and one set of pulses including the first pulse and the second pulse for the second cylinder. A cylinder discriminating means for discriminating a crank angle detection signal for each cylinder from a series of pulses generated by the crank angle sensor as a crank angle detection signal for the second cylinder;
A rotor is attached to a camshaft of the internal combustion engine, and the crank angle position of the internal combustion engine does not include the first crank angle position for the first cylinder of the internal combustion engine, but the second crank angle for the first cylinder The position includes the first crank angle position for the second cylinder of the internal combustion engine, but does not include the second crank angle position for the second cylinder, during the first set section set to include the second crank angle position. A cam angle signal indicating the first level while the crank angle position of the internal combustion engine is in the other section when the cam angle signal is in the other section. With a cam angle sensor,
The setting is such that the combination of the levels of the cam angle signal when the first pulse and the second pulse constituting the crank angle detection signal are respectively generated is different for each cylinder corresponding to each crank angle detection signal. A section is defined,
The cylinder discriminating means determines that the second pulse is a pulse constituting the crank angle detection signal for the first cylinder when the cam angle signal indicates the first level when the second pulse is generated. And determining that the first pulse is a pulse constituting the crank angle detection signal for the second cylinder when the cam angle signal indicates a first level when the first pulse is generated. Is configured in,
A crank angle detection device for a four-stroke internal combustion engine, characterized in that: Crank angle information for each cylinder of a four-cycle two-cylinder internal combustion engine configured to perform a series of strokes of the second cylinder with a phase difference of 360 ° + γ ° in crank angle with respect to a series of strokes of the first cylinder A crank angle detection device for a four-stroke internal combustion engine that generates a crank angle detection signal for each cylinder including:
A first reluctor provided on a rotor attached to a crankshaft of the internal combustion engine so as to correspond to a first cylinder of the internal combustion engine, and a second reluctor provided at a position delayed by γ ° with respect to the first reluctor. A first crank angle position for the first cylinder set at a position advanced from a crank angle position corresponding to the top dead center of the piston of the first cylinder of the internal combustion engine, and the first crank angle position; A first pulse and a second pulse for the first cylinder each reaching a threshold value at a second crank angle position for the first cylinder set near a crank angle position corresponding to the top dead center of the piston of the cylinder; The second reaching the threshold value at the first crank angle position and the second crank angle position for the second cylinder respectively delayed by 360 ° + γ ° from the first crank angle position and the second crank angle position for the first cylinder, respectively. No. for cylinder A crank angle sensor for generating a series of pulses including one pulse and a second pulse;
One set of pulses including the first pulse and the second pulse for the first cylinder is used as a crank angle detection signal for the first cylinder, and one set of pulses including the first pulse and the second pulse for the second cylinder. A cylinder discriminating means for discriminating a crank angle detection signal for each cylinder from a series of pulses generated by the crank angle sensor as a crank angle detection signal for the second cylinder;
A rotor is mounted on a camshaft of the internal combustion engine, and the crank angle position of the internal combustion engine does not include the first crank angle position for the first cylinder of the internal combustion engine, but the second crank angle for the first cylinder The position includes the first crank angle position for the second cylinder of the internal combustion engine, but does not include the second crank angle position for the second cylinder, during the first set section set to include the second crank angle position. A cam angle signal indicating the first level while the crank angle position of the internal combustion engine is in another section while the engine is in the second set section. A cam angle sensor,
A reverse rotation is determined from the output of the crank angle sensor and the output of the cam angle sensor to determine whether or not the piston of the internal combustion engine has been pushed back without exceeding the top dead center at the end of the compression stroke when the internal combustion engine is started. Determining means,
The combination of the levels of the cam angle signals when the crank angle sensor generates the first pulse and the second pulse constituting the crank angle detection signal while the internal combustion engine is rotating forward is determined by each crank angle. The first pulse is generated when the cylinder corresponding to the detection signal differs for each different cylinder and when the piston of each cylinder is pushed back without exceeding the top dead center at the end of the compression stroke at the time of starting the internal combustion engine. The set section is determined such that the level of the cam angle signal at the time of the second pulse and the level of the cam angle signal at the time of the generation of the second pulse are the same,
When the internal combustion engine is started, the level of the cam angle signal when the first pulse is generated and the level of the cam angle signal when the second pulse is generated are the same when the internal combustion engine is started. Configured to determine that the engine is reversing,
The cylinder discriminating means determines that the second pulse is a pulse constituting the crank angle detection signal for the first cylinder when the cam angle signal indicates the first level when the second pulse is generated. And determining that the first pulse is a pulse constituting the crank angle detection signal for the second cylinder when the cam angle signal indicates a first level when the first pulse is generated. Is configured in,
A crank angle detection device for a four-stroke internal combustion engine, characterized in that: A crank for each cylinder including crank angle information for each cylinder of a four-stroke three-cylinder internal combustion engine configured such that a series of strokes of each of the first to third cylinders is performed with a phase difference of 240 ° in crank angle. A crank angle detection device for a four-cycle internal combustion engine that generates an angle detection signal,
Edges of first, second, and third reluctors provided at 120-degree intervals on a rotor attached to a crankshaft of the internal combustion engine so as to correspond to the first to third cylinders of the internal combustion engine, respectively. And the first crank angle position for the first cylinder set at a position advanced from the crank angle position corresponding to the top dead center of the piston of the first cylinder of the internal combustion engine, and the piston of the first cylinder A first pulse and a second pulse for the first cylinder, each reaching a threshold value at a second crank angle position for the first cylinder set near the crank angle position corresponding to the top dead center; The first crank angle position for the second cylinder set at a position advanced from the crank angle position corresponding to the top dead center of the piston of the second cylinder, and the crank angle corresponding to the top dead center of the piston of the second cylinder position The first pulse and the second pulse for the second cylinder reaching the threshold value at the second crank angle position for the second cylinder set near each other, and the top dead center of the piston of the third cylinder of the internal combustion engine. A first crank angle position for the third cylinder set at a position advanced from the corresponding crank angle position and a third cylinder position set near the crank angle position corresponding to the top dead center of the piston of the third cylinder A crank angle sensor that generates a series of pulses including a first pulse and a second pulse for the third cylinder each reaching a threshold value at the second crank angle position of
One set of pulses including the first pulse and the second pulse for the first cylinder is used as a crank angle detection signal for the first cylinder, and one set of pulses including the first pulse and the second pulse for the second cylinder. As a crank angle detection signal for the second cylinder, and a set of pulses composed of the first pulse and the second pulse for the third cylinder as a crank angle detection signal for the third cylinder. Cylinder determination means for determining a crank angle detection signal for each cylinder from a series of pulses;
A rotor is attached to a camshaft of the internal combustion engine, and the crank angle position of the internal combustion engine does not include the first crank angle position for the first cylinder of the internal combustion engine, but the second crank angle for the first cylinder A second setting set to include both the first crank angle position and the second crank angle position for the second cylinder of the internal combustion engine while the position is in the first set section set to include During a section and during a third set section that includes the first crank angle position for the third cylinder of the internal combustion engine but does not include the second crank angle position for the third cylinder. A cam angle sensor that indicates a first level and is configured to generate a cam angle signal indicating a second level when the crank angle position of the internal combustion engine is in another section;
The setting is such that the combination of the levels of the cam angle signal when the first pulse and the second pulse constituting the crank angle detection signal are respectively generated is different for each cylinder corresponding to each crank angle detection signal. A section is defined,
When the cam angle signal indicates the second level and the first level at the time of generation of the first pulse and at the time of generation of the second pulse, respectively, the first and second pulses are determined by the cylinder discriminating means. When the cam angle signal indicates a first level when the first pulse is generated and when the second pulse is generated, it is determined that the pulse is a pulse constituting the crank angle detection signal for the first cylinder. It is determined that the first and second pulses are pulses constituting the crank angle detection signal for the second cylinder, and when the first pulse and the second pulse are generated, the cam angle signal becomes the first level, respectively. And when the signal indicates the second level, the first and second pulses are determined to be pulses constituting the crank angle detection signal for the third cylinder.
A crank angle detection device for a four-stroke internal combustion engine, characterized in that: For each cylinder of the four-stroke four-cylinder internal combustion engine, each of which includes a series of strokes of the first to fourth cylinders with a phase difference of 180 ° in crank angle. A crank angle detection device for a four-cycle internal combustion engine that generates a crank angle detection signal,
First and second reluctors provided on the rotor attached to the crankshaft of the internal combustion engine at 180-degree intervals corresponding to the first, third, second, and fourth cylinders of the internal combustion engine, respectively The first crank angle position for the first cylinder set at a position advanced from the crank angle position corresponding to the top dead center of the piston of the first cylinder of the internal combustion engine, and the first cylinder A first pulse and a second pulse for the first cylinder each reaching a threshold value at a second crank angle position for the first cylinder set near a crank angle position corresponding to the top dead center of the piston, The first and second crank angle positions for the second cylinder reach the threshold values at the first and second crank angle positions for the second cylinder that are 180 degrees behind the first and second crank angle positions for the first cylinder, respectively. 1st pulse and 1st And a pulse that reaches a threshold value at the first and second crank angle positions for the third cylinder 180 degrees behind the first and second crank angle positions for the second cylinder, respectively. A first pulse and a second pulse for the third cylinder, and a first crank angle position and a second crank for the fourth cylinder which are delayed by 180 degrees from the first crank angle position and the second crank angle position for the third cylinder. A crank angle sensor that generates a series of pulses including a first pulse and a second pulse for a fourth cylinder that each reach a threshold value at an angular position;
One set of pulses including the first pulse and the second pulse for the first cylinder is used as a crank angle detection signal for the first cylinder, and one set of pulses including the first pulse and the second pulse for the second cylinder. As a crank angle detection signal for the second cylinder, a set of pulses including the first pulse and the second pulse for the third cylinder as a crank angle detection signal for the third cylinder, A cylinder discriminating means for discriminating a crank angle detection signal for each cylinder from a series of pulses generated by the crank angle sensor, using a set of pulses consisting of one pulse and a second pulse as a crank angle detection signal for the fourth cylinder; ,
A rotor is attached to a camshaft of the internal combustion engine, and the crank angle position of the internal combustion engine does not include the first crank angle position for the first cylinder of the internal combustion engine, but the second crank angle for the first cylinder A second setting set to include both the first crank angle position and the second crank angle position for the second cylinder of the internal combustion engine while the position is in the first set section set to include During the interval and during a third set interval including the first crank angle position for the fourth cylinder of the internal combustion engine and not including the second crank angle position for the fourth cylinder. And a cam angle sensor configured to generate a cam angle signal indicating a second level when the crank angle position of the internal combustion engine is in another section.
The setting is such that the combination of the levels of the cam angle signal when the first pulse and the second pulse constituting the crank angle detection signal are respectively generated is different for each cylinder corresponding to each crank angle detection signal. A section is defined,
When the cam angle signal indicates the second level and the first level at the time of generation of the first pulse and at the time of generation of the second pulse, respectively, the first and second pulses are determined by the cylinder discriminating means. When the cam angle signal indicates a first level when the first pulse is generated and when the second pulse is generated, it is determined that the pulse is a pulse constituting the crank angle detection signal for the first cylinder. It is determined that the first and second pulses are pulses constituting the crank angle detection signal for the second cylinder, and when the first pulse and the second pulse are generated, the cam angle signal changes to the second level. When the first pulse and the second pulse are generated, it is determined that the first and second pulses are pulses constituting the crank angle detection signal for the third cylinder. The signal is at the first level Be configured the first and second pulses to determine that the pulses constituting the crank angle detection signal for the fourth cylinder when showing the second level,
A crank angle detection device for a four-stroke internal combustion engine, characterized in that:

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