JP2007248435A - Rotating speed detector, and engine controller - Google Patents

Rotating speed detector, and engine controller Download PDF

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Publication number
JP2007248435A
JP2007248435A JP2006076438A JP2006076438A JP2007248435A JP 2007248435 A JP2007248435 A JP 2007248435A JP 2006076438 A JP2006076438 A JP 2006076438A JP 2006076438 A JP2006076438 A JP 2006076438A JP 2007248435 A JP2007248435 A JP 2007248435A
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Prior art keywords
crankshaft
rotational speed
time
rotation
error information
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JP2006076438A
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Japanese (ja)
Inventor
Yoshito Aihara
Takayuki Demura
隆行 出村
義人 相原
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Fujitsu Ten Ltd
Toyota Motor Corp
トヨタ自動車株式会社
富士通テン株式会社
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Priority to JP2006076438A priority Critical patent/JP2007248435A/en
Publication of JP2007248435A publication Critical patent/JP2007248435A/en
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Abstract

<P>PROBLEM TO BE SOLVED: To provide a rotating speed detector and an engine controller, usable for the correction of a detection result of a rotational speed of a crankshaft, and capable of acquiring error information, using a relatively simple procedure. <P>SOLUTION: This rotating speed detector is applied to an internal combustion engine 1 mounted on a hybrid vehicle provided with an electric motor 20 for travel, a generator 22 and the like, and is provided with a rotation position sensor 30 attached integrally rotatably to the crankshaft, and having a timing rotor 31 provided with a plurality of tooth parts 31a. The rotation time of the crankshaft 7 required for a prescribed angle of rotation is measured, based on the detection result detected by the rotation position sensor 30, under the condition where the crankshaft 7 is controlled at a fixed target rotational speed, by a continuous variable transmission 21 provided with the generator 22; the rotation time corresponding to a measured result therein is calculated as a reference time, based on a target rotational speed; and an error rate obtained as a ratio of the reference time to the rotation time is calculated as the error information. <P>COPYRIGHT: (C)2007,JPO&INPIT

Description

  The present invention relates to a rotational speed detection device that detects the rotational speed of a crankshaft of an internal combustion engine.

  As a detection device for detecting the rotational speed of the crankshaft, a rotating body in which detected portions such as a plurality of protrusions and grooves are formed at equal intervals is mounted on the crankshaft, and a detection signal corresponding to the position of the detected portion is provided. It is widely known to output and calculate the rotational speed of the crankshaft based on the detection signal. In such an apparatus, there is a variation in the interval between detected parts due to mechanical errors such as manufacturing errors. Therefore, for example, Patent Document 1 discloses that the influence of mechanical errors is reduced by specifying the actual interval (segment length) of the detected portion and correcting the detection result based thereon. .

JP-T 9-500216

  If it is known that the rotation speed of the crankshaft is constant, the actual interval between the detected parts can be accurately measured by measuring the time when the detected part is detected. As a result, a rotational speed in which the mechanical error of the detected part is compensated can be obtained. However, in a normal internal combustion engine, the rotational speed of the crankshaft fluctuates and the rotational speed is acquired by the rotational speed detection device, so that it is possible to specify that the rotational speed of the crankshaft is accurately constant. Can not. Therefore, on the premise that the actual rotational speed of the internal combustion engine 1 fluctuates, the device of Patent Document 1 divides the rotational speed into a plurality of regions and calculates a plurality of types of adaptation values corresponding to each region. As a result, the accuracy of the error information used for correcting the detection result is improved. This complicates the procedure for obtaining such error information.

  SUMMARY OF THE INVENTION An object of the present invention is to provide a rotational speed detection device that can acquire error information that can be used to correct the detection result of the rotational speed of a crankshaft by a relatively simple procedure.

  The rotational speed detection device of the present invention comprises a drive means capable of driving a crankshaft using an electric motor, and a drive control means capable of controlling the drive means so that the crankshaft is driven at a constant target rotational speed. A rotational speed detecting device applied to an internal combustion engine provided with a rotating body attached to the crankshaft so as to be integrally rotatable, and having a plurality of detected portions provided along a rotational direction; A position detecting means for detecting the positions of the plurality of detected portions of the rotating body; and the drive means being controlled by the drive control means so that the crankshaft is driven at the target rotational speed. , Time measuring means for measuring a rotation time required for rotation of the crankshaft by a predetermined angle based on a detection result of the position detection means, the target rotational speed, and the crank obtained from the measurement result of the time measuring means. Of the error information calculating means for calculating an error information related to the difference between the rotational speed, by providing, for solving the above problems (claim 1).

  According to this rotational speed detection device, the time required for the crankshaft to rotate at a predetermined angle can be measured by the time measuring means while the crankshaft is driven at a constant target rotational speed. Since the target rotational speed is used for controlling the driving means, it can be regarded as the actual rotational speed of the crankshaft. Therefore, the difference between the target rotational speed and the rotational speed of the crankshaft obtained from the measurement result of the time measuring means is as close as possible to the actual difference. For this reason, the accuracy of the error information calculated by the error information calculation means is improved. Moreover, this rotational speed detection device is applied to an internal combustion engine in which the crankshaft may be rotated at a constant target rotational speed using an electric motor. And since this rotational speed detection apparatus calculates error information using the target rotational speed, there is no need for complicated processing on the assumption that the rotational speed of the crankshaft fluctuates. Therefore, accurate error information can be acquired by a relatively simple procedure.

  The form of the error information of the present invention is not limited as long as it relates to the difference between the target rotational speed and the rotational speed of the crankshaft obtained from the measurement result of the time measuring means. For example, it may be a ratio between the target rotational speed and the rotational speed obtained from the measurement result of the time measuring means. According to another aspect, the apparatus further comprises reference time calculation means for calculating a reference time corresponding to the rotation time measured by the time measuring means based on the target rotation speed, and the error information calculation means includes the rotation time An error rate given as a ratio of the reference time to the error time may be calculated as the error information. In this case, the error information calculation unit may calculate the error rate at different opportunities to generate a plurality of error rates, and calculate an average value of the plurality of error rates as the error information. (Claim 3). This improves the accuracy of the error rate.

  In the rotational speed detection device of the present invention, when the number of cylinders of the internal combustion engine is 2n (where n is an integer of 2 or more), the predetermined angle is set to 720 / 2n (°). The error information calculation means may calculate n pieces of error information for one rotation of the crankshaft. According to this aspect, since the number of calculated error information can be reduced according to the number of cylinders of the internal combustion engine, it is possible to suppress an increase in calculation load and storage capacity of the error information calculating means.

  The present invention can be specified as an engine control device in addition to the rotation angle detection device described above. That is, the engine control apparatus of the present invention uses a motor to control drive means so that the crankshaft is driven at a constant target rotational speed, and the crankshaft is driven at the target rotational speed. As described above, in the state where the drive means is controlled by the drive control means, the rotation time required for the crankshaft to rotate at a predetermined angle is used to detect the position of the detected portion provided on the crankshaft. Time measuring means for measuring based on the detection result from the detecting means, and error information calculating means for calculating error information related to the difference between the target rotational speed and the rotational speed of the crankshaft obtained from the measurement result of the time measuring means (Claim 5). This engine control device can also solve the problems described above.

  As described above, the present invention is applied to an internal combustion engine in which the crankshaft may be rotated at a constant target rotational speed using an electric motor. Then, in a state where the crankshaft is driven at a constant target rotational speed, the rotation time required for the crankshaft to rotate at a predetermined angle can be measured by the time measuring means, and the rotational speed of the crankshaft obtained from the measurement result Error information relating to the difference between the actual rotation speed and the target rotation speed that can be considered is calculated by the error information calculation means. Therefore, the accuracy of the error information calculated by the error information calculation means is improved. In addition, since error information is calculated using the target rotation speed, there is no need for complicated processing on the assumption that the rotation speed of the crankshaft fluctuates, so accurate error information is obtained with a relatively simple procedure. be able to.

  FIG. 1 shows an internal combustion engine to which a rotational speed detection device according to an embodiment of the present invention is applied and a main part of a vehicle on which the internal combustion engine is mounted. The internal combustion engine 1 is configured as an in-line four-cylinder reciprocating four-cycle gasoline engine mounted on a vehicle as a power source for traveling. The internal combustion engine 1 has an intake passage 3 and an exhaust passage 4 communicating with a cylinder 2, and a piston 5 is accommodated in the cylinder 2. The piston 5 is connected to the crankshaft 7 via a connecting rod 6. The intake passage 3 is provided with a throttle valve 8 that adjusts the flow rate of air passing through an air filter (not shown). Further, the internal combustion engine 1 is provided with an intake valve 9 for opening and closing the intake passage 3 and an exhaust valve 10 for opening and closing the exhaust passage 4. The operating state of the internal combustion engine 1 is controlled by an engine control unit (ECU) 11 that controls each part of the internal combustion engine 1 based on output signals of various sensors. The ECU 11 is a computer having a microprocessor and peripheral devices such as ROM and RAM necessary for its operation.

  A vehicle on which the internal combustion engine 1 is mounted is also provided with a traveling motor 20 as another power source for traveling. Such a vehicle is known as a so-called hybrid vehicle. The hybrid vehicle is equipped with a continuously variable transmission mechanism 21 that can change the rotational speed of the internal combustion engine 1 steplessly and transmit the power to the drive wheels 14 via the speed reduction mechanism 13. The continuously variable transmission mechanism 21 divides the power transmission path of the internal combustion engine 1 into a path for driving the drive wheels 14 and a path for driving the generator 22. The power split mechanism 23 distributes the power of the internal combustion engine 1 to these paths. The power split mechanism 23 is configured as a planetary gear mechanism. Although the internal structure is not shown, the power split mechanism 23 has a sun gear connected to the generator 22, a ring gear connected to the traveling motor 20, and a planetary carrier connected to the crankshaft 7 of the internal combustion engine 1. is doing. A plurality of planetary gears are rotatably supported by the planetary carrier, and each planetary gear is disposed between the sun gear and the ring gear and meshes with both gears.

  An inverter 25 is connected to each of the traveling motor 20 and the generator 22, and the inverter 25 is connected to a battery 24. The traveling electric motor 20 can be driven by at least one of the electric power generated by the generator 22 and the electric power of the battery 24. The generator 22 is driven by the power of the internal combustion engine 1 according to the running state of the vehicle and the remaining capacity of the battery 24. The electric power generated by the generator 22 is used not only for driving the electric motor 20 for traveling but also for charging the battery 24. The traveling electric motor 20 can also function as a generator when the vehicle is decelerated or braked to perform regenerative power generation. The electric power collected by the traveling motor 20 is charged in the battery 24.

  The inverter 25 is supplied with the motor control signal C1 and the generator control signal C2 from the hybrid control device 26, respectively. The hybrid control device 26 receives an output signal from a rotational position sensor 20a such as a resolver built in the electric motor 20 for traveling and an output signal from a rotational position sensor 22a such as a resolver built in the generator 22. . The hybrid control device 26 is connected to the ECU 11, whereby various information indicating the operating state of the internal combustion engine 1 is input to the hybrid control device 26. The hybrid control device 26 supplies the motor control signal C1 and the generator control signal C2 to the inverter 25 while monitoring information input from the ECU 11 and signals from the rotational position sensors 20a and 22a. The rotational speeds of the generator 20 and the generator 22 can be freely controlled.

  The operations of the traveling motor 20 and the generator 22 are controlled according to various control laws in accordance with the operating state of the internal combustion engine 1. Although not all the control laws will be described here, in the present embodiment, at least the following control is performed by the hybrid control device 26. For example, since the driving wheel 14 is stopped when the internal combustion engine 1 is started, the ring gear of the power split mechanism 23 is also stopped. Therefore, the hybrid control device 26 rotates the crankshaft 7 of the internal combustion engine 1 by supplying current to the generator 22 and rotating the sun gear of the power split mechanism 23 in order to start the internal combustion engine 1. That is, in this scene, the generator 22 functions as a starter motor. When the internal combustion engine 1 is started, the hybrid control device 26 outputs the rotational speed of the generator 22 from the rotational position sensor 22a so that the rotational speed of the crankshaft 7 becomes a constant target rotational speed (for example, 800 rpm). The amount of power supplied to the generator 22 is adjusted by monitoring the signal. In this case, the target rotational speed of the generator 22 corresponds to the target rotational speed of the crankshaft 7 multiplied by the speed ratio of the power transmission path. In addition, when the vehicle is traveling at a low speed, the operation of the internal combustion engine 1 may be stopped and the drive wheels 14 may be controlled to be driven only by the power of the traveling motor 20.

  As shown in FIG. 1, the internal combustion engine 1 is provided with a rotational position sensor 30 that detects the rotational position of the crankshaft 7, and an output signal as a detection result from the sensor 30 is input to the ECU 11. The ECU 11 can calculate the rotational speed (rotational speed) of the crankshaft 7 based on the output signal from the rotational position detection sensor 30. The rotational speed detection device of the present invention is realized by the ECU 11 and the rotational position detection sensor 30. FIG. 2 shows an outline of the rotational position detection sensor. As shown in FIGS. 1 and 2, the rotational position sensor 30 is attached to the crankshaft 7 so as to be integrally rotatable, and a timing rotor 31 provided with a plurality of tooth portions 31 a along the outer periphery. It has an electromagnetic pickup 32 disposed so as to face the tooth portion 31a, and a waveform shaper 33 that shapes the waveform of an electric signal output from the electromagnetic pickup 32. The plurality of tooth portions 31 a are designed along the rotation direction D of the timing rotor 31 so that the angle between the adjacent tooth portions 31 a is 10 °. That is, in the timing rotor 31, a total of 36 tooth portions 31 a are arranged on the outer periphery of the timing rotor 31 at equal intervals.

  The electromagnetic pip-up 32 is disposed so as to form a predetermined air gap G with the timing rotor 31. Accordingly, when the timing rotor 31 rotates together with the crankshaft 7, the size of the air gap G changes according to the approach and separation of the tooth portions 31a. For this reason, the magnetic flux which passes the coil part (not shown) of the electromagnetic pick-up 32 increases / decreases, and an electromotive force generate | occur | produces in a coil part. Since the voltage of this electromotive force is opposite to each other depending on the approach and separation of each tooth portion 31a, an pick-up signal P in an AC voltage format is output from the electromagnetic pip-up 32. The waveform shaper 33 has a waveform shaping circuit that shapes an input signal into a predetermined waveform such as a rectangular wave or a trapezoidal wave. Accordingly, the pickup signal P input to the waveform shaper 33 is shaped into an output signal having a predetermined waveform and input to the ECU 11. An output signal input to the ECU 11 is converted into a digital signal by an A / D converter (not shown) provided in the ECU 11.

  FIG. 3 shows an example of the output signal Ne converted into a digital signal. The ECU 11 has means for measuring the time required from one rising edge to the next rising edge of the output signal Ne or from one falling edge to the next falling edge. In the present embodiment, since the angle between the adjacent tooth portions 31a is set to 10 °, this time corresponds to the rotation time required for the crankshaft 7 to rotate 10 ° CA. If the rotation time T [sec] can be obtained, the rotation speed Ne [rpm] of the crankshaft 7 can be obtained.

  If it is considered that there is no mechanical error such as a manufacturing error of the timing rotor 31 or an assembly error to the crankshaft 7, the rotational speed based on the detection result of the rotational position sensor 30 matches the true rotational speed of the crankshaft 7. . However, since such a mechanical error actually exists, a difference occurs between the rotational speed based on the detection result of the rotational position sensor 30 and the true rotational speed. That is, as shown in FIG. 3, differences d1, d2,... Occur between the rotation time T and the rotation time Tt required for the crankshaft 7 obtained from the true rotation speed to rotate at 10 ° CA. Therefore, in consideration of such a difference, the ECU 11 executes an error learning routine described below so that the detection result of the rotational position sensor 30 can be used for a predetermined process.

  FIG. 4 is a flowchart showing an example of an error learning routine according to the present embodiment. A program of this routine is stored in the ROM of the ECU 11 and is executed by the ECU 11 when it is repeated at a predetermined interval or when a predetermined learning start condition is satisfied. First, in step S1, the ECU 11 determines whether or not the rotational speed of the generator 22 is controlled by the hybrid controller 26 so that the crankshaft 7 is driven at a constant target rotational speed. In the present embodiment, the state in which the generator 22 is cranked when the internal combustion engine 1 is started corresponds to this. If a positive determination is made in step S1, the process proceeds to step S2. If a negative determination is made, the subsequent processing is skipped and the current routine is terminated.

  In step S2, the ECU 11 calculates a rotation time T ′ [sec] required for the crankshaft 7 to rotate 10 ° CA from the target rotation speed as a reference time, and stores the rotation time T ′. Since the target rotation speed can be regarded as a true rotation speed on the assumption that the control with respect to the generator 22 is accurate, the rotation time T ′ may be said to be substantially the same as the rotation time Tt shown in FIG. . The rotation time T ′ can be calculated by the following equation (1) when the target rotation speed is NEt [rpm].

        T '= 60 / NEt / 36 (1)

  The rotation time T ′ can also be calculated using the target rotation speed on the generator 22 side without directly using the target rotation speed on the crankshaft 7 side. That is, when the target rotational speed on the generator 22 side is net [rpm] and the speed ratio of the power transmission path from the crankshaft 7 to the generator 22 is γ, the target rotational speed NEt on the crankshaft 7 side is NEt = It is given by γ * net. Therefore, if this equation is substituted into the above (1), the rotation time T ′ can be calculated from the target rotation speed on the generator 22 side.

  Next, in step S3, the ECU 11 calculates a rotation time T based on the detection result of the rotation position detection sensor 30, and stores this rotation time T [sec] (see FIG. 3). This rotation time T is acquired as many as the number of tooth portions 31a per one rotation of the crankshaft 7. That is, when these are distinguished from each other, 36 data of T1, T2,... T36 are obtained per one rotation of the crankshaft 7.

  Next, in step S4, the ECU 11 has error information related to the difference between the target rotational speed of the crankshaft 7 and the rotational speed obtained from the rotational time T calculated by the ECU 11 based on the detection result of the rotational position sensor 30. An error rate αi given by the following equation (2) is calculated, and this error rate αi is stored. A storage area for storing the error rate αi is allocated to the ECU 11, and this storage area is appropriately updated by processing described later.

αi = T ′ / Ti (2)
However, i = 1, 2,... 36

  Next, in step S5, it is determined whether or not the magnitude of the error rate αi exceeds a predetermined range. This predetermined range is appropriately set in consideration of various factors such as the calculation accuracy of the error rate αi. In this embodiment, a negative determination is made when all of the error rates αi are within a predetermined range, and an affirmative determination is made when at least one of the error rates αi exceeds the predetermined range. If an affirmative determination is made in step S5, the process proceeds to step S6. If a negative determination is made, step S6 is skipped and the current routine is terminated.

  In step S6, the error rate αi calculated in step S4 is stored as a learning value. That is, the storage area of the ECU 11 described above is updated. Then, the current routine is terminated. In step S6, all of the error rate αi may be updated, or only the error rate αi that exceeds the predetermined range may be updated.

  By executing the above error learning routine, an error rate αi as error information can be obtained. Therefore, the mechanical error of the timing rotor 31 can be removed using the error rate αi when the detection result of the rotational position sensor 30 is used for a predetermined process related to the internal combustion engine 1. Therefore, since the mechanical error of the timing rotor 31 can be taken into account in the predetermined processing, the processing accuracy can be improved.

  The error rate αi can be used for various processes using the detection result of the rotational position sensor 30. As an example, a misfire detection process executed by the ECU 11 will be described. FIG. 5 is a flowchart showing the contents of the misfire detection routine. This misfire detection routine is repeatedly executed at predetermined intervals in parallel with the error learning routine of FIG.

  In step S11, the ECU 11 first determines whether or not the rotational position of the crankshaft 7 is in the misfire determination section. The rotational position of the crankshaft 7 in this process is corrected by using the error rate αi as a result of detection by the rotational position sensor 30. The misfire determination section is set to a predetermined section near the compression TDC of each cylinder 2. If it is not the misfire determination section, the current routine is terminated. If it is the misfire determination section, the process proceeds to step S12. In step S12, the ECU 11 calculates a misfire determination time Td that is a time required for the crankshaft 7 to rotate at 30 ° CA. The misfire determination time Td is calculated by multiplying the measurement time Tm (Tm = T1 + T2 + T3) obtained based on the detection result of the rotational position sensor 30 by the error rate αi described above. That is, the misfire determination time Td is expressed by the following equation (3). For convenience of explanation, the sum from T1 to T3 is expressed as the measurement time Tm in Equation (3).

      Td = Tm * αi = T1 * α1 + T2 * α2 + T3 * α3 (3)

  Next, in step S13, the ECU 11 compares the misfire determination time Td calculated in step S12 with the normal time Tds. The reference time Tds is a value determined in advance according to the operating state of the internal combustion engine 1, and is held in the ECU 11 as a map. When misfire occurs, the rotational speed of the crankshaft 7 is slower than normal, so the misfire determination time Td becomes longer than the reference time Tds. Therefore, in the next step S14, the ECU 11 determines whether or not the misfire determination time Td is longer than the reference time Tds by a predetermined value β or more, thereby determining the presence or absence of misfire. If an affirmative determination is made in step S14, it is determined that a misfire has occurred, and the current routine ends. On the other hand, if a negative determination is made, this routine is terminated without determining that there is a misfire.

  According to the process of FIG. 5, the error rate αi is used for each of the rotational position of the crankshaft 7 used in step S11 and the misfire determination time Td calculated in step S12, and learning by the error learning routine of FIG. The result will be reflected. Therefore, the accuracy of misfire detection processing is improved.

  In the above embodiment, the generator 22 is the electric motor of the present invention, the continuously variable transmission mechanism 21 is the driving means of the present invention, the hybrid control device 26 is the driving control means of the present invention, and the rotational position sensor 30 is the present invention. In the position detection means, the timing rotor 31 corresponds to the rotating body of the present invention, and the plurality of tooth portions 31a correspond to the detected portion of the present invention. Further, when the ECU 11 executes the process of step S3 in FIG. 4, the ECU 11 functions as a time measuring unit of the present invention, and when the ECU 11 executes the process of step S4 of FIG. 4, the ECU 11 performs the error information calculating unit of the present invention. As a result, the ECU 11 functions as the reference time calculation means of the present invention by executing the processing of step S2 in FIG.

  However, the present invention is not limited to the above embodiment, and can be implemented in various forms. For example, as the position detecting means of the present invention, a rotating body in which a plurality of slits (detected parts) are provided along the rotation direction, a light emitting means for irradiating light toward the slit, and a light emitting means sandwiching the rotating body It may be implemented by a pickup means provided on the opposite side of the light receiving means for receiving the light irradiated by the light emitting means and outputting an electric signal corresponding to the light intensity.

  Further, as described above, the error information of the present invention is not limited to the error rate αi that is the rotation time ratio, but may be calculated as the error information that is the rotation speed ratio. In short, the error information of the present invention is information related to the difference between the target rotational speed and the rotational speed of the crankshaft obtained based on the detection result of the rotational position sensor 30, and when executing predetermined processing. Any form can be used as long as the information can be used so that mechanical errors caused by the rotational position sensor 30 can be removed.

  The error rate may be calculated based on data for one rotation of the crankshaft 7. However, the data is acquired for a plurality of rotations of the crankshaft 7, and an error rate is calculated for each rotation to generate a plurality of error rates. In other words, the error rate is calculated at different occasions and a plurality of error rates are calculated. An error rate may be generated, and an average value of the plurality of error rates may be used as the error rate. This improves the accuracy of the error rate.

  As described above, the error rate αi may be calculated for the number of adjacent tooth portions 31a, in other words, for all the tooth portions 31a, but every other tooth portion 31a, The error rate αi may be obtained at an arbitrary interval such as every other two. For example, if the timing rotor 31 is provided with a tooth missing portion for top dead center determination, a total of 12 error rates ai may be calculated every two, that is, every 30 °.

  Further, the calculated number of error rates ai may correspond to the number of cylinders of the internal combustion engine 1. As is well known, in a normal internal combustion engine, each stroke from the intake stroke to the exhaust stroke for one cylinder is completed when the crankshaft rotates twice (720 ° CA). Since the piston position of each cylinder of a multi-cylinder internal combustion engine is grasped on the basis of the top dead center and the bottom dead center, if the position of the top dead center and the bottom dead center of each cylinder can be accurately detected depending on the contents of the processing, It may be enough.

Therefore, for example, the error rate αi may be calculated according to the number of cylinders of the internal combustion engine as follows.
(1) In the case of four cylinders Two error rates α1 and α2 are calculated as error information for 180 ° CA.
(2) In the case of 6 cylinders Three error rates α1, α2, and α3 are calculated as error information for 120 ° CA.
(3) In the case of 8 cylinders Four error rates α1, α2, α3, and α4 are calculated as error information for 90 ° CA.
(4) In the case of 12 cylinders Six error rates α1, α2, α3, α4, α5, and α6 are calculated as error information for 60 ° CA.

  In other words, when the number of cylinders of the internal combustion engine is 2n (where n is an integer equal to or greater than 2), n error rates are obtained for one revolution of the crankshaft as error information for 720 / 2n (°). It will be calculated. With this configuration, the number of error rates to be calculated is reduced, so that it is possible to suppress an increase in the calculation load and the storage capacity of the ECU 11.

  Moreover, the rotational speed detection apparatus of this invention is not limited to the form applied to the internal combustion engine mounted in the hybrid vehicle mentioned above. For example, an internal combustion engine provided with drive means for driving a crankshaft using a starter motor and drive control means for controlling the operation of the drive means so that the rotational speed of the crankshaft becomes a constant target rotational speed. The rotational speed detection device of the present invention can also be applied to an engine.

  In the above-described embodiment, the hybrid control device 26 as drive control means is provided as a separate device from the ECU 11, but by incorporating this hybrid control device 26 in the ECU 11, it can also be realized as a single engine control device. . In this case, the ECU 11 as the engine control device includes the drive control means according to the present invention.

The figure which showed the principal part of the internal combustion engine with which the rotational speed detection apparatus which concerns on one Embodiment of this invention was applied, and the internal combustion engine are mounted. The figure which showed the outline | summary of the rotation angle sensor of FIG. Explanatory drawing which showed an example of the output signal Ne converted into the digital signal. The flowchart which showed an example of the error learning routine. The flowchart which showed an example of the misfire detection routine.

Explanation of symbols

1 Internal combustion engine 7 Crankshaft 11 ECU (Time measuring means, error information calculating means, reference time calculating means)
21 continuously variable transmission mechanism (drive means)
22 Generator (electric motor)
26 Hybrid control device (drive control means)
30 Rotation position sensor (position detection means)
31 Timing rotor (rotary body)
31a Tooth part (detected part)

Claims (5)

  1. The present invention is applied to an internal combustion engine provided with drive means capable of driving a crankshaft using an electric motor and drive control means capable of controlling the drive means so that the crankshaft is driven at a constant target rotational speed. A rotational speed detecting device,
    Position detecting means for detecting the position of the plurality of detected portions of the rotating body, having a rotating body attached to the crankshaft so as to be integrally rotatable and having a plurality of detected portions provided along a rotation direction. And detecting the position of the rotation time required for the crankshaft to rotate at a predetermined angle in a state where the drive means is controlled by the drive control means so that the crankshaft is driven at the target rotational speed. Time measuring means for measuring based on the detection result of the means, error information calculating means for calculating error information related to the difference between the target rotational speed and the rotational speed of the crankshaft obtained from the measurement result of the time measuring means; A rotation speed detection device comprising:
  2. Reference time calculating means for calculating a reference time corresponding to the rotation time measured by the time measuring means based on the target rotation speed,
    The rotational speed detection device according to claim 1, wherein the error information calculation unit calculates an error rate given as a ratio of the reference time to the rotation time as the error information.
  3.   The error information calculation means calculates the error rate at different opportunities to generate a plurality of error rates, and calculates an average value of the plurality of error rates as the error information. The rotational speed detection apparatus described in 1.
  4. When the number of cylinders of the internal combustion engine is 2n (where n is an integer of 2 or more),
    The predetermined angle is set to 720 / 2n (°),
    The rotational speed detection device according to any one of claims 1 to 3, wherein the error information calculation unit calculates n pieces of the error information for one rotation of the crankshaft.
  5.   Drive control means for controlling the drive means so that the crankshaft is driven at a constant target rotational speed using an electric motor; and the drive means for controlling the drive so that the crankshaft is driven at the target rotational speed. The rotation time required for the crankshaft to rotate at a predetermined angle in a state controlled by the means is based on the detection result from the position detecting means for detecting the position of the detected portion provided on the crankshaft. Time measuring means for measuring, and error information calculating means for calculating error information related to the difference between the target rotational speed and the rotational speed of the crankshaft obtained from the measurement result of the time measuring means. Engine control device.
JP2006076438A 2006-03-20 2006-03-20 Rotating speed detector, and engine controller Withdrawn JP2007248435A (en)

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Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US8204641B2 (en) 2009-07-31 2012-06-19 Denso Corporation Traction motor control apparatus for vehicle
US8487563B2 (en) 2009-11-27 2013-07-16 Denso Corporation Drive motor control apparatus for vehicle, motor control system, method for correcting rotation angle of motor, program for performing the same, rotation detecting apparatus

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US8204641B2 (en) 2009-07-31 2012-06-19 Denso Corporation Traction motor control apparatus for vehicle
US8487563B2 (en) 2009-11-27 2013-07-16 Denso Corporation Drive motor control apparatus for vehicle, motor control system, method for correcting rotation angle of motor, program for performing the same, rotation detecting apparatus

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