JP2006220097A - Cylinder determination device for engine - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To accurately determine cylinders when only one sensor is defective by signals from the remaining normal sensors. <P>SOLUTION: This cylinder determination device for an engine comprises a crank angle detection part having a signal plate for crankshaft and detectors for crankshaft disposed on the outer periphery of the signal plate in proximity to each other and a first detected part having equal interval parts arranged at equal angular intervals and unequal interval parts formed by arranging at least two first detected parts at angular intervals larger than the equal intervals. The cylinders are determined based on signals A indicating a same crank angle position in the prescribed stroke of each cylinder from the detectors and signals B from a cam angle detection part detecting cam angles. When the signals B are defective, only one prescribed cylinder is ignited at a prescribed timing based on the signals A. When a variation in the detected frequency of the unequal interval parts arranged at angular intervals larger than those of the equal interval parts of the signals A is larger than a prescribed value, the explosion stroke of the ignited prescribed one cylinder is determined to determine the cylinder. <P>COPYRIGHT: (C)2006,JPO&NCIPI

Description

  The present invention relates to an engine cylinder determination device that determines which cylinder is in a specific stroke based on a signal obtained from a rotation angle sensor such as a crank angle sensor in a multi-cylinder engine, and in particular, a single rotation. The present invention relates to an angle sensor or an engine cylinder determination device that enables cylinder determination even when an abnormality occurs in a signal from the sensor.

  The engine has one cycle of operation consisting of a plurality of strokes, for example, 2 or 4. For this reason, in a multi-cylinder engine having two or more cylinders, any one of them is required for controlling ignition timing, fuel injection timing, and the like. It is necessary to identify whether the cylinder is in a particular stroke, for example a compression stroke. For this reason, a cylinder determination device is required.

  By the way, such a cylinder determination device usually includes a rotation angle sensor such as a crank angle sensor or a cam angle sensor. This rotation angle sensor is usually composed of a signal plate (circular rotating member) and a detector arranged in the vicinity of the outer periphery of the signal plate. Protrusions and the like (detected parts) are provided in a predetermined arrangement state, and the detector is configured to generate a pulse as a signal each time the detected part is detected, and based on a signal obtained from the detector Then, a predetermined crank angle position of the predetermined cylinder is detected, and cylinder determination is performed. Therefore, when the cylinder determination is performed with only one rotation angle sensor, if the signal obtained from the sensor is abnormal, the cylinder determination is impossible, and the ignition timing, fuel injection timing, etc. cannot be controlled, and the engine is started. It becomes impossible.

  In order to cope with such an abnormal situation, there is a technique in which cylinder determination is performed based on signals obtained from three rotation angle sensors, as can be seen in Patent Document 1 below. That is, a single sensor is provided with an equally spaced portion and an unequally spaced portion so that a signal A representing the same crank angle position can be obtained in a predetermined stroke of each cylinder, and the remaining two sensors are unequal. Signals B and C representing different crank angle positions in a predetermined stroke of each cylinder at intervals are obtained, and when the signal A is abnormal, cylinder determination is performed from two signals B and C that are not abnormal. It has been proposed to do.

JP 2001-234895 A

  However, in the conventional cylinder determination device, the cylinder determination cannot be performed when the signals obtained from the two sensors are abnormal. That is, when performing cylinder determination based on signals obtained from a plurality of sensors, it is not possible to perform cylinder determination using only a signal obtained from one normal sensor.

  The present invention has been made in view of the above-described conventional problems. The object of the present invention is to obtain only signals obtained from the remaining one normal sensor when the signal obtained from one sensor is abnormal. It is an object of the present invention to provide a cylinder determination device for an engine that can perform cylinder determination without error and can appropriately perform control of ignition timing, fuel injection timing, and the like without any trouble.

The above-mentioned problem is based on one or a plurality of rotation angle sensors including a signal plate that is rotated integrally with the rotating portion of the engine and a detector disposed in proximity to the outer periphery of the signal plate, and a signal obtained from the sensor. A cylinder determination device for an engine, comprising:
On the outer periphery of the signal plate, there are at least two equally spaced portions in which a first detected portion comprising at least one of teeth, protrusions, concave portions, convex portions, and holes is arranged over a predetermined angular range at equal angular intervals. Of the first detected parts are arranged at an angular interval larger than the equal interval part, and a signal A representing the same crank angle position in a predetermined process of each cylinder is provided from the detector. Is to be obtained,
Separately from the above, a plurality of second detected parts consisting of at least one of teeth, protrusions, concave parts, convex parts, and holes are provided at unequal intervals on the outer periphery of the signal plate. Is such that a signal B representing a different crank angle position in a predetermined process of each cylinder is obtained,
While measuring the detection period of non-uniformly spaced portions arranged at larger angular intervals than the equally spaced portions of the signal A,
When it is determined that the signal B obtained from the sensor is abnormal, the control means injects a predetermined fuel injection amount into a predetermined cylinder at a predetermined timing with the signal A as a reference, and predetermined one cylinder Only when ignition is performed at a predetermined timing with reference to the signal A, and the fluctuation of the detection period of the non-uniformly spaced portions arranged at an angular interval larger than the equally spaced portion of the signal A becomes larger than a predetermined value, This is achieved by a cylinder determination device for an engine, which performs cylinder determination by determining an explosion process of a predetermined one cylinder that has been ignited.

The above-described problem is a cylinder determination device for an engine including a crank angle sensor, a cam angle sensor, and a control unit that performs cylinder determination based on signals obtained from both the sensors.
The crank angle sensor includes a crankshaft signal plate that is rotated integrally with the crankshaft, and a crankshaft detector that is disposed close to the outer periphery of the signal plate. , A first detected part consisting of at least one of a concave part, a convex part, and a hole is arranged at equal angular intervals over a predetermined angle range, and at least two of the first detected parts are the same And an unequal interval portion arranged at an angular interval larger than the interval portion, and a signal A representing the same crank angle position in a predetermined process of each cylinder is obtained from the detector,
The cam angle sensor includes a camshaft signal plate that is rotated integrally with the camshaft, and a camshaft detector that is disposed close to the outer periphery of the signal plate. A plurality of second detected parts comprising at least one of teeth, protrusions, concave parts, convex parts, and holes are provided at unequal intervals, and different crank angle positions in a predetermined process of each cylinder are provided from the detector. The signal B that represents is obtained,
While measuring the detection period of non-uniformly spaced portions arranged at larger angular intervals than the equally spaced portions of the signal A,
When it is determined that the signal B obtained from the sensor is abnormal, the control means injects a predetermined fuel injection amount into a predetermined cylinder at a predetermined timing with the signal A as a reference, and predetermined one cylinder Only when ignition is performed at a predetermined timing with reference to the signal A, and the fluctuation of the detection period of the non-uniformly spaced portions arranged at an angular interval larger than the equally spaced portion of the signal A becomes larger than a predetermined value, It is also achieved by an engine cylinder determining apparatus that performs cylinder determination by determining an explosion process of a predetermined one cylinder that has been ignited.

  The cylinder determination apparatus according to the present invention can perform cylinder determination without error only by signals obtained from the remaining normal rotation angle sensors when a signal obtained from one rotation angle sensor is abnormal. Therefore, it is possible to appropriately control the ignition timing, the fuel injection timing, and the like without any trouble.

  Embodiments of an engine cylinder determination apparatus according to the present invention will be described below with reference to the drawings. FIG. 1 is a schematic configuration diagram showing an embodiment of a cylinder determination device according to the present invention together with a vehicle-mounted V-type 6-cylinder engine to which the cylinder determination device is applied.

  In FIG. 1, an engine 1 includes a cylinder 1a provided with six cylinders (# 1 to # 6) and a piston 1b slidably fitted into each cylinder, and is disposed in a combustion chamber 1c above the piston 1b. Is provided with an ignition plug (connected to the ignition coil 14) 16 and an intake valve 26 and an exhaust valve 27. The intake system (the intake passage including the intake branch pipe 7) has an air cleaner 31, an air flow sensor 2 for measuring the intake air amount, a throttle body 4 having a throttle valve 5 for adjusting the intake air amount, and an opening of the throttle valve 5. A throttle sensor 6 for detecting the degree, an idle speed control valve (ISC valve) 3 and the like are appropriately arranged, and the intake branch pipe 7 is provided with an electronically controlled fuel injection valve 8. The exhaust system is provided with an air-fuel ratio sensor 15, an exhaust purification catalytic converter, and the like. Further, the throttle valve 5 may be a so-called electric throttle control device that performs control including the ISC function by being driven by a motor (not shown).

  The fuel in the fuel tank 33 is sucked out by the fuel pump 32, regulated by the pressure regulator 11 via the fuel pipe 13, guided to the fuel injection valve 8, and injected from the fuel injection valve 8 toward the intake port. The

  Further, the engine 1 is provided with a crank angle detection unit 18, a cam angle detection unit 29, and a control unit 100 that are used for cylinder determination, as will be described in detail later.

  The control unit 100 receives signals from the air flow sensor 2, the throttle sensor 6, the air-fuel ratio sensor 15, the water temperature sensor 17, the crank angle detection unit 18, the cam angle detection unit 29, and the like. Based on the signal, fuel injection control by the fuel injection valve 8, control of the ignition timing by the spark plug 16, and the like are performed. In FIG. 1, reference numeral 21 denotes a battery, and reference numeral 22 denotes a main relay for the control unit 100.

  The crank angle detector 18 is a magnetic type comprising a crankshaft signal plate 18a that is rotated integrally with the crankshaft, and a crankshaft detector 18b that is disposed close to the outer periphery of the signal plate 18a. On the outer periphery of the crankshaft signal plate 18a, a large number of detected parts made up of teeth, protrusions, recesses, protrusions, holes and the like are arranged over a predetermined angle range at equal angular intervals (here, 10 ° CA). The engine 1 includes an equally spaced portion and an unequally spaced portion (tooth missing portion) in which at least two of the detected portions are arranged at an angular interval larger than the equally spaced portion (here, 30 ° CA). The number of cylinders is alternately provided by 1/2 (here, 3) (therefore, a signal representing the tooth-missing portion arrives six times while the crankshaft rotates twice).

  The crankshaft detector 18b detects a change in the magnetic field that occurs every time the detected portion passes directly opposite (detects the detected portion), and generates a pulse as a signal in an internal processing circuit. Supply to the control unit 100. Therefore, as shown in FIG. 3, the crankshaft detector 18b (crank angle detector 18) obtains a signal (reference signal) representing the same crank angle position in a predetermined process of each cylinder.

  The cam angle detector 29 is a magnetic type comprising a cam shaft signal plate 29a that is rotated integrally with the cam shaft, and a cam shaft detector 29b that is disposed in the vicinity of the outer periphery of the signal plate 29a. On the outer periphery of the cam shaft signal plate 29a, a plurality of detected parts made up of teeth, protrusions, recesses, protrusions, holes and the like are provided at unequal intervals. The cam shaft detector 29b (cam angle detection unit 29) captures a change in the magnetic field that occurs every time the detected portion passes directly opposite the detected portion (detects the detected portion), and outputs it as a signal in an internal processing circuit. A pulse is generated and supplied to the control unit 100. Therefore, as shown in FIG. 3, the cam angle detection unit 29 obtains signals representing different crank angle positions in the predetermined process of each cylinder.

  FIG. 2 shows the internal configuration of the control unit 100. The control unit 100 includes a microcomputer including an input circuit 191, an A / D changing unit 192, a central processing unit 193, a ROM 194, a RAM 195, and an output circuit 196. When the input signal 190 is an analog signal (for example, a signal from the water temperature sensor 17, the throttle sensor 6, etc.), the input circuit 191 removes a noise component from the approximate signal and sends the signal to the A / D converter 192. It is for output. The central processing unit 193 has a function of executing the above-described control and diagnosis by taking in the A / D conversion result and executing the fuel injection control program and other control programs stored in the medium such as the ROM 194. Yes. The calculation result and the A / D conversion result are temporarily stored in the RAM 195, and the calculation result is output as a control signal 197 through the output circuit 196 to control the fuel injection valve 8, the ignition coil 14, and the like. Used for.

  On the other hand, the signals from the crank angle detection unit 18 and the cam angle detection unit 29 are identified by the input circuit 191 as to the presence or absence of signals, and sent to the central processing unit 193 through the signal line 198 as a High / Low signal. The central processing unit 193 performs interrupt processing when the voltage level of the signal line 198 changes from Low to High, that is, at the falling timing of the crank angle sensor signal and the cam angle sensor signal in FIGS. It is the composition that is called.

  3 and 4 show the operating states of the respective parts when performing cylinder determination by the cylinder determination apparatus 10 of the present embodiment, that is, the stroke of each cylinder (# 1 to # 6), the crank angle sensor signal, and the cam angle sensor. It is the figure which showed the bit pattern generation state of the cylinder determination data from the generation | occurrence | production (arrival) state of a signal, and the generation | occurrence | production (arrival) positional relationship of a crank angle sensor signal and a cam angle sensor signal.

  Hereinafter, a signal from the crank angle detection unit 18 (hereinafter abbreviated as “crank angle sensor signal”) and a signal from the cam angle detection unit 29 (hereinafter referred to as “cam angle sensor signal”) with reference to FIGS. Cylinder abbreviation) will be described.

First, every time the crank angle sensor signal arrives, the time (interval) between the crank angle sensor signals is measured, and the time between the crank angle sensor signals of the previous time (CRT2) and the crank angle sensor signal of the previous two times are measured. From the time (CRT1) between the time (CRT3) and the current crank angle sensor signal,
When CRT2 / CRT1> α and CRT2 / CRT3> β (α and β are constant values) are satisfied, the current crank angle sensor signal (the signal immediately after the missing tooth portion arrives) is converted into a BTDC 75 ° signal (reference Signal). Further, the crank angle sensor signal that arrives at the sixth time after recognizing the BTDC 75 ° signal is recognized as a BTDC 15 ° signal (reference signal).

  Next, when the BTDC 75 ° signal and the BTDC 15 ° signal are recognized, the data of the cylinder determination data (CYLJDG) is shifted to the left by 1 bit, and the value of the cam angle sensor signal counter (CAMCNT) is set to the lower bits of the data of CYLJDG. Reflect, and then clear the value of CAMCNT. CAMCNT counts up when a cam angle sensor signal is generated.

It is checked whether the bit pattern of the CYLJDG data calculated in this way matches a predetermined bit pattern as shown in FIG. 9 to determine which cylinder has a BTDC 75 ° signal. With this determination, it is possible to determine which cylinder has the BTDC 15 ° signal in the BTDC 15 ° signal. From this determination result, a cylinder to be injected with fuel, a cylinder to be ignited, and the like can be selected and determined.

Next, a process (routine) executed when the control unit 100 performs the cylinder determination as described above will be described with reference to the flowcharts of FIGS. 10, 11, and 12.

  FIG. 10 is a routine performed every time the crank angle sensor signal is input. In step 101, the time between the crank angle sensor signals one time before (CRT2), the time between the crank angle sensor signals two times before (CRT3), It is determined from the time (CRT1) between the crank angle sensor signals this time whether CRT2 / CRT1> α and CRT2 / CRT3> β are satisfied. If it is established, the process proceeds to step 102 and the current crank angle sensor signal is recognized as a BTDC 75 ° signal. After the recognition, the process proceeds to step 103, the cylinder recognition counter (REFCNT) is cleared, and this routine is finished. If not, the process proceeds to step 104, and REFCNT is counted up. Thereafter, in step 105, it is determined whether or not the value of REFCNT is 6. When REFCNT is 6, the routine proceeds to step 106, where the current crank angle sensor signal is recognized as a BTDC 15 ° signal, and this routine is terminated. When REFCNT is not 6, this flow is finished as it is.

  FIG. 11 is a routine executed when the crank angle sensor signal is recognized as a BTDC 75 ° signal and a BTDC 15 ° signal. First, in step 201, the value of CYLJDG is shifted to the left by one bit. Thereafter, the process proceeds to step 202, where the value of CAMCNT is set to the least significant bit of CYLJDG. In step 203, the value of CAMCNT is cleared, and this routine is terminated.

FIG. 12 is a routine executed when the crank angle sensor signal is recognized as BTDC 75 °. In step 301, it is checked whether the pattern of the lower 3 bits of CYLJDG is 1, 0, 1. If they match, in step 302, the BTDC 75 ° signal of the first cylinder (# 1) is recognized and CYLCNT is set to 0. . If the patterns do not match, the process proceeds to step 303 to check whether the pattern is 0, 0, 1 or not. If they match, in step 304 it is recognized as a BTDC 75 ° signal of the second cylinder (# 2) and CYLCNT is set to 5 And If the patterns do not match, go to step 305 to check whether the pattern is 1, 0, 0. If they match, in step 306, recognize the BTDC 75 ° signal for the third cylinder (# 3),
Let CYLCNT be 4. If the patterns do not match, the process proceeds to step 307 to check whether the pattern is 0, 1, 1 or not. If they match, in step 308, the BTDC 75 ° signal of the fourth cylinder (# 4) is recognized and CYLCNT is set to 3. And If the patterns do not match, the process proceeds to step 309, where it is checked whether the pattern is 1, 1, 0. If they match, in step 310, the BTDC 75 ° signal of the fifth cylinder (# 5) is recognized and CYLCNT is set to 2. And If the patterns do not match, the process proceeds to step 311 to check whether the pattern is 1, 1, 1 or not. If they match, in step 312, the BTDC 75 ° signal of the sixth cylinder (# 6) is recognized and CYLCNT is set to 1. And If the patterns do not match, the process proceeds to step 313, CYLCNT is set to 255, and cylinder determination is performed again.

5 and 6 are diagrams illustrating an example in which cylinder determination is performed when the signal from the cam angle detection unit 29 is abnormal. When the cam angle detection unit 29 is abnormal and cannot determine the cylinder, first, fuel injection is performed to a predetermined cylinder at a predetermined timing based on the BTDC 75 ° signal (reference signal) of the crank angle detection unit 18. In this embodiment, fuel is injected only into the first cylinder (# 1) at the timing of the reference signal. Thereafter, ignition is performed on one predetermined cylinder at a predetermined timing based on a signal from the crank angle detection unit 18. In this embodiment, only the first cylinder (# 1) is ignited. Ignition is performed at a predetermined timing with reference to the signal from the crank angle detection unit 18 every time the BTDC 75 ° signal (reference signal) is recognized by the crank angle detection unit 18, so that a predetermined cylinder (implemented) In the case of the example, when the fuel is sucked into the first cylinder (# 1) and the ignition is performed in the compression process, the first explosion (first explosion) occurs. By this initial explosion, the cycle (TDATA) between the BTDC 75 ° signals (reference signals) of the crank angle detector 18 is shortened, and the cylinder is determined from the change in TDATA.

7 and 8 are diagrams showing details of the cylinder determination after the initial explosion and the state after the cylinder determination. When TDATA at the time of the first explosion is TDATAold, the TDATA after the first explosion is
Shorter than TDATAold. Therefore, if TDATA after the first explosion is TDATAnew, when TDATAold / TDATAnew becomes larger than a predetermined value, the combustion process of the predetermined cylinder (in this embodiment, the first cylinder (# 1)) can be recognized in advance. Since the order of the steps from the first cylinder (# 1) to the sixth cylinder (# 6) is determined, CYLCNT = 3 and the second cylinder according to the recognition of the combustion process of the first cylinder (# 1). (# 2) fuel injection and ignition of the fifth cylinder (# 5) are possible. Thereafter, the cylinder determination can be made by counting up CYLCNT every time the crank angle detector 18 recognizes the BTDC 75 ° signal (reference signal).

In the present embodiment, since fuel injection is performed only to the first cylinder (# 1), the first explosion after the first cylinder (# 1) occurs again. This is the second cylinder (# 2) capable of injection. In this way, there is about 480 ° CA from the first explosion until the second explosion occurs, so when the engine friction is large, such as when the engine is not warmed, the rotation cannot be continued until the second explosion. Can be considered. Therefore, as shown in FIG. 14, the number of cylinders to which fuel is injected is made variable according to the engine coolant temperature. For example, as can be seen from the process of each cylinder in FIGS. 5 and 6, the exhaust of the first cylinder (# 1) Cylinder determination by the first explosion of the first cylinder (# 1) by injecting fuel into the fifth cylinder (# 5), the fourth cylinder (# 4), and the third cylinder (# 3) in the process or the intake process After that, since the suction process is completed in the fifth cylinder (# 5), the fourth cylinder (# 4), and the third cylinder (# 3), the fifth cylinder (# 5), the fourth cylinder (# 4), Explosion occurs in the third cylinder (# 3), and rotation can be continued. Cylinder determination is possible even when the engine coolant temperature is low.

  Even in the fuel injection amount, when the engine is not warmed, the fuel adheres to the intake pipe, and it is difficult for the fuel to enter the combustion chamber in the intake process. Therefore, as shown in FIG. Since the injection amount is increased and the fuel can easily enter the combustion chamber, the frequency of occurrence of initial explosion is improved and the frequency of cylinder determination is improved.

  Further, when the first explosion does not occur, it is necessary to perform fuel injection again. Therefore, the number of times of recognition of the BTDC 75 ° signal (reference signal) of the crank angle detector 18 after fuel injection (REF75CNT) is counted, and REF75CNT is counted. When a predetermined number of times (k1) is reached, fuel injection is performed again to a predetermined cylinder. Prior to cylinder determination, the timing of fuel injection cannot be determined as to which process of a predetermined cylinder. For example, in the case of a 6-cylinder engine, if the value of k1 is set to 7 times, Since the timing of injection changes from the process of the predetermined cylinder where the previous fuel injection was performed to a process 120 ° CA ahead, it is possible to shift to fuel injection in a process where fuel can be sucked, and the frequency of occurrence of initial explosions The frequency of cylinder determination is improved. As described above, when the engine is not warmed, fuel adheres to the intake pipe, and it is difficult for the fuel to enter the combustion chamber during the intake process. Therefore, when the engine coolant temperature is low as shown in FIG. By setting the value to 4 times or 1 time, it is possible to increase the number of injections and shift the timing of fuel injection, improve the frequency of occurrence of initial explosions, and improve the frequency of cylinder determination. .

FIGS. 16 and 17 are flowcharts showing a routine executed by the control unit 100 every time the BTDC 75 ° signal (reference signal) is recognized by the crank angle detection unit 18. In the routine of FIG. Check if is abnormal. If it is not abnormal, the process is terminated as it is. If it is abnormal, the process proceeds to step 402 to check whether the crank angle detector 18 is abnormal. If the crank angle sensor is abnormal, the process ends. If not abnormal, the process proceeds to step 403 to check whether the cylinder determination is completed. If the cylinder determination is not completed, the process proceeds to step 407, and the fluctuation of the cycle (TDATAold / TDATAnew> k) between the BTDC 75 ° signals (reference signals) of the crank angle detector 18 is checked. When the fluctuation is large (when TDATAold / TDATAnew> k is established), the occurrence of the first explosion of the first cylinder (# 1) is recognized, CYLCNT = 3 is set at step 408, and the cylinder determination is ended at step 409. Exit. When fluctuation is small (TDATAold / TDATAnew>
When k is not established), since the first explosion has not occurred, the cylinder cannot be determined, and CYLCNT = 255 is set in step 410 and this routine is terminated. If the completion of cylinder determination can be recognized in step 403, the process proceeds to step 404, CYLCNT is counted up, and the process proceeds to step 405. In step 405, it is checked whether CYLCNT = 6. If CYLCNT = 6, the process proceeds to step 406 and CYLCNT is cleared. If not CYLCNT = 6, this routine is terminated as it is.

  As described above, even if the cam angle detection unit 29 is abnormal, CYLCNT is determined from the fluctuation of the cycle between the BTDC 75 ° signals (reference signals) of the crank angle detection unit 18 when the first explosion occurs, and then the reference signal By counting up CYLCNT for each input, it is possible to determine the cylinder, determine the cylinder to be injected with fuel, the cylinder to be ignited, etc., and start the engine.

FIG. 17 is a routine related to fuel injection. In step 501, it is checked whether REF75CNT = 0. If REF75CNT = 0, the routine proceeds to step 502, and the predetermined fuel injection amount determined from FIG. The fuel is injected into a predetermined cylinder based on the determined number of cylinders. Thereafter, the process proceeds to step 503, REF75CNT = 1 is set, and this routine is terminated. If REF75CNT is not 0 in step 501, the process proceeds to step 504, and REF75CNT is counted up. Thereafter, the process proceeds to step 505, where it is checked whether or not REF75CNT matches the threshold (k1) of REF75CNT determined from FIG. The routine ends and prepares for the next fuel injection. If REF75CNT has not reached the threshold (k1), this routine ends.

  As described above, the fuel injection amount required for the first explosion can be injected into an appropriate cylinder at an appropriate timing, and the cylinder determination frequency can be improved even if the cam angle detection unit 29 is abnormal.

  As mentioned above, although one Embodiment of this invention was explained in full detail, this invention is not limited to the said embodiment, In design, without deviating from the mind of this invention described in the claim Various changes can be made.

1 is a schematic configuration diagram showing an embodiment of a cylinder determination device according to the present invention together with an in-vehicle V-type 6-cylinder engine to which it is applied. The internal block diagram of a control unit. The figure which shows the operation state of each part at the time of cylinder determination at the time of a cam angle sensor (signal) normal (Crank angle is the range of 0 degree-330 degrees). The figure which shows the operation state of each part at the time of cylinder determination at the time of cam angle sensor (signal) normal (Crank angle is the range of 330 degrees-720 degrees). The figure which shows the operation state until it leads to the first explosion at the time of cylinder determination at the time of cam angle sensor (signal) abnormality (crank angle is the range of 0 degree-330 degrees). The figure which shows the operation state until it leads to the first explosion at the time of cylinder determination at the time of cam angle sensor (signal) abnormality (a crank angle is the range of 330 degrees-720 degrees). The figure which shows the operation state after the first explosion at the time of cylinder determination at the time of cam angle sensor (signal) abnormality (Crank angle is the range of 0 degree-330 degrees). The figure which shows the operation state after the first explosion at the time of cylinder determination at the time of cam angle sensor (signal) abnormality (Crank angle is the range of 330 degrees-720 degrees). The figure which shows the relationship between a bit pattern and the reference position of each cylinder. The flowchart which shows the example of one routine performed when a control unit performs cylinder determination. The flowchart which shows the example of another one routine performed when a control unit performs cylinder determination. The flowchart which shows the example of another one routine performed when a control unit performs cylinder determination. The figure which shows the relationship between the engine coolant temperature and the fuel injection amount. The figure which shows the relationship between the cooling water temperature of an engine, and the number of cylinders which perform fuel injection. The figure which shows the relationship between the cooling water temperature of an engine, and the period which performs fuel injection again when the first explosion cannot be recognized. The flowchart which shows the example of one routine which a control unit performs at the time of cylinder determination in preparation for abnormality of a cam angle sensor (signal). The flowchart which shows the example of another one routine which a control unit performs in the case of cylinder determination in preparation for abnormality of a cam angle sensor (signal).

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 ... Engine, # 1- # 6 ... Cylinder, 10 ... Cylinder determination apparatus, 16 ... Spark plug, 18 ... Crank angle detection part, 18a ... Crankshaft signal plate, 18b ... Crankshaft detector, 29 ... Cam angle Detection unit, 29a ... cam shaft signal plate, 29b ... cam shaft detector, 100 ... control unit.

Claims (8)

One or a plurality of rotation angle sensors comprising a signal plate that is rotated integrally with the rotating portion of the engine and a detector disposed in the vicinity of the outer periphery of the signal plate, and cylinder determination based on a signal obtained from the sensor An engine cylinder determination device comprising:
On the outer periphery of the signal plate, there are at least two equally spaced portions in which a first detected portion comprising at least one of teeth, protrusions, concave portions, convex portions, and holes is arranged over a predetermined angular range at equal angular intervals. Of the first detected parts are arranged at an angular interval larger than the equal interval part, and a signal A representing the same crank angle position in a predetermined process of each cylinder is provided from the detector. Is to be obtained,
Separately from the above, a plurality of second detected parts consisting of at least one of teeth, protrusions, concave parts, convex parts, and holes are provided at unequal intervals on the outer periphery of the signal plate. Is such that a signal B representing a different crank angle position in a predetermined process of each cylinder is obtained,
While measuring the detection period of non-uniformly spaced portions arranged at larger angular intervals than the equally spaced portions of the signal A,
When it is determined that the signal B obtained from the sensor is abnormal, the control means injects a predetermined fuel injection amount into a predetermined cylinder at a predetermined timing with the signal A as a reference, and predetermined one cylinder Only when ignition is performed at a predetermined timing with reference to the signal A, and the fluctuation of the detection period of the non-uniformly spaced portions arranged at an angular interval larger than the equally spaced portion of the signal A becomes larger than a predetermined value, A cylinder determination apparatus for an engine, wherein cylinder determination is performed by determining an explosion process of a predetermined cylinder that has been ignited. A cylinder determination device for an engine, comprising: a crank angle sensor; a cam angle sensor; and a control unit that performs cylinder determination based on signals obtained from both the sensors.
The crank angle sensor includes a crankshaft signal plate that is rotated integrally with the crankshaft, and a crankshaft detector that is disposed close to the outer periphery of the signal plate. , A first detected part consisting of at least one of a concave part, a convex part, and a hole is arranged at equal angular intervals over a predetermined angle range, and at least two of the first detected parts are the same And an unequal interval portion arranged at an angular interval larger than the interval portion, and a signal A representing the same crank angle position in a predetermined process of each cylinder is obtained from the detector,
The cam angle sensor includes a camshaft signal plate that is rotated integrally with the camshaft, and a camshaft detector that is disposed close to the outer periphery of the signal plate. A plurality of second detected parts comprising at least one of teeth, protrusions, concave parts, convex parts, and holes are provided at unequal intervals, and different crank angle positions in a predetermined process of each cylinder are provided from the detector. The signal B that represents is obtained,
While measuring the detection period of non-uniformly spaced portions arranged at larger angular intervals than the equally spaced portions of the signal A,
When it is determined that the signal B obtained from the sensor is abnormal, the control means injects a predetermined fuel injection amount into a predetermined cylinder at a predetermined timing with the signal A as a reference, and predetermined one cylinder Only when ignition is performed at a predetermined timing with reference to the signal A, and the fluctuation of the detection period of the non-uniformly spaced portions arranged at an angular interval larger than the equally spaced portion of the signal A becomes larger than a predetermined value, A cylinder determination apparatus for an engine, wherein cylinder determination is performed by determining an explosion process of a predetermined cylinder that has been ignited.   The control means, after injecting a predetermined fuel injection amount into the predetermined cylinder, before determining the explosion process of the predetermined one cylinder that has ignited, at an angular interval larger than the equally-spaced portion of the signal A The engine cylinder determination according to claim 1 or 2, wherein when the number of detections of the arranged unequal interval portions reaches a predetermined number, a predetermined fuel injection amount is again injected into the predetermined cylinder. apparatus.   3. The engine according to claim 1, wherein the control unit detects a state of the engine, and an injection amount to inject fuel into the predetermined cylinder is variable depending on the detected state of the engine. 4. Cylinder determining device.   3. The engine according to claim 1, wherein the control unit detects a state of the engine, and a cylinder that injects the predetermined fuel injection amount is variable depending on the detected state of the engine. 4. Cylinder determining device.   The fluctuation of the detection period of the unequal interval part arranged at an angular interval larger than the equal interval part of the signal A according to claim 1 or 2 is detected by dividing the previous period by the current period. The engine cylinder determination device according to claim 1 or 2, wherein   An equal interval portion in which the first detected portions are arranged over a predetermined angle range at equal angular intervals, and an inequality in which at least two of the first detected portions are arranged at an angular interval larger than the equal interval portion. 3. The engine cylinder determining apparatus according to claim 1, wherein the interval portions are alternately arranged. 3. The engine cylinder discrimination device according to claim 1, wherein detection periods of unequal intervals arranged at an angular interval larger than the equal intervals of the signal A are sequentially measured.

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