JP2010019232A - Engine control apparatus - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To check a read-only memory without deteriorating startability and reducing reliability, during engine startup. <P>SOLUTION: There are executed initial processing including startup area check processing for checking a storage area of data needed for startup control in at least the read-only memory after startup, startup control processing for performing the startup control of the engine based on the data required for the starting control after finishing the initial processing, normal area check processing for checking the storage area of data needed for normal control in the read-only memory in the timing when the startup control processing is not executed, and normal control processing for performing normal control of the engine based on the data needed for the normal control after finishing the startup control processing and the normal area check processing. <P>COPYRIGHT: (C)2010,JPO&INPIT

Description

 The present invention relates to an engine control device, and more particularly to an engine control device having a check function of a read-only memory provided therein as one of initial processes at the time of startup.

In an engine control apparatus represented by an ECU (Engine Control Unit), it is common to perform a SUM check of a ROM (Read Only Memory) provided therein as one of initial processes at the time of activation. As a method of ROM check in such an engine control device, (1) a method of performing engine start control and normal control after finishing the SUM check for all storage areas in the ROM, and (2) ROM check after engine start (3) A method of performing SUM by reading out data byte by byte from the ROM at the time of ROM check.
JP 2004-308476 A

  In the method (1), it takes a long time to shift to the normal control of the engine, and the startability deteriorates in a system that needs to shift to the normal control early with limited power, such as a batteryless system. There is. In the method (2), the engine start control is performed without checking the storage area of the data related to the engine start control in the ROM. Therefore, there is a possibility that the reliability may be lowered, and the reliability is not lowered. For this reason, there is a problem that processing is complicated and processing is complicated. In the method (3), since the number of loops of the process of reading 1 byte of data from the ROM → SUM increases, it takes a long time to shift to the normal control and the startability deteriorates. .

    The present invention has been made in view of the circumstances described above, and provides an engine control device capable of checking a read-only memory without degrading startability and lowering reliability at the time of engine start. The purpose is to provide.

  In order to achieve the above object, the present invention provides a read-only memory for storing data necessary for engine start control and normal control, and a read-only memory, as a first solution means for an engine control device. An engine control device comprising a control processing unit for performing engine start control and normal control based on the stored data, wherein the control processing unit stores at least data necessary for start control in the read-only memory after startup. An initial process including a start area check process for checking a storage area; a start control process for performing engine start control based on data required for the start control after the completion of the initial process; and the start control Check the storage area of data required for normal control in the read-only memory at the timing when processing is not performed. And a normal control process for performing normal control of the engine based on data required for the normal control after the start control process and the normal area check process are completed. Features.

    Further, as a second solving means relating to the engine control apparatus, in the first solving means, the control processing unit can read from the storage area at a time in the start area check process and the normal area check process. A check SUM for the storage area is calculated by repeating a read process for reading out a maximum amount of data and an addition process for adding the data read in the read process in units of 1 byte. To do.

  According to the present invention, in the initial processing after startup, the initial storage is performed by checking only the storage area of the data necessary for the start control, instead of checking the entire storage area in the read-only memory as in the prior art. It is possible to shorten the processing time and shift to the start control at an early stage. In other words, it is possible to reliably bring the engine to a complete explosion state and shift to normal control in a small cranking period by a single start operation, and as a result, it is possible to prevent deterioration of startability.

Further, according to the present invention, before starting control, the storage area of data necessary for starting control in the read-only memory is checked, and before performing normal control, it is necessary for normal control in the read-only memory. Since the data storage area is checked, it is possible to prevent a decrease in reliability.
Further, according to the present invention, when the read-only memory is checked, a read process for reading the maximum amount of data that can be read from the storage area at a time, and the data read by the read process are read in units of 1 byte. By repeating the addition process of dividing and adding, the number of processing loops necessary to calculate the check SUM can be reduced, so the check time of the data storage area required for start control, that is, the initial processing time Can be further shortened, which contributes to improvement of startability.

Hereinafter, an embodiment of the present invention will be described with reference to the drawings.
FIG. 1 is a schematic configuration diagram of an engine control system including an engine control device (hereinafter referred to as an ECU) in the present embodiment. As shown in FIG. 1, the engine control system in the present embodiment is roughly configured by an engine 1, a power supply unit 2, a fuel supply unit 3, and an ECU (Engine Control Unit) 4. The engine control system in the present embodiment will be described by exemplifying a batteryless system that does not include a battery and starts the engine by manual cranking (for example, kick).

  The engine 1 is a four-cycle single-cylinder engine, and includes a cylinder 10, a piston 11, a connecting rod 12, a crankshaft 13, an intake valve 14, an exhaust valve 15, an ignition plug 16, an ignition coil 17, an intake pipe 18, an exhaust pipe 19, and an air cleaner. 20, a throttle valve 21, an injector 22, an intake pressure sensor 23, an intake air temperature sensor 24, a throttle opening sensor 25, a coolant temperature sensor 26, and a crank angle sensor 27.

  The cylinder 10 is a hollow cylindrical member for reciprocating the piston 11 provided therein by repeating four strokes of intake, compression, combustion (expansion), and exhaust, and is a mixture of air and fuel. Intake port 10a that is a flow path for supplying the combustion chamber 10b to the combustion chamber 10b, the air-fuel mixture is stopped, the combustion chamber 10b that is a space for burning the air-fuel mixture compressed in the compression stroke in the combustion stroke, and combustion in the exhaust stroke An exhaust port 10c, which is a flow path for exhausting exhaust gas from the chamber 10b to the outside, is provided. Further, a cooling water passage 10 d for circulating the cooling water is provided on the outer wall of the cylinder 10.

  A crankshaft 13 for converting the reciprocating motion of the piston 11 into a rotational motion is connected to the piston 11 via a connecting rod 12. The crankshaft 13 extends in a direction orthogonal to the reciprocating direction of the piston 11, and includes a flywheel (not shown), a transmission gear, a kick gear connected to a kick pedal for manually starting the engine 1, and a power source described later. It is connected to the rotor 30a in the supply unit 2.

  The intake valve 14 is a valve member for opening and closing an opening on the combustion chamber 10b side in the intake port 10a, and is connected to a camshaft (not shown) and is driven to open and close by the camshaft according to each stroke. . The exhaust valve 15 is a valve member for opening and closing the opening on the combustion chamber 10b side in the exhaust port 10c, and is connected to a camshaft (not shown), and is driven to open and close according to each stroke by the camshaft. .

  The spark plug 16 is provided at the uppermost part of the combustion chamber 10 b with the electrodes facing the combustion chamber 10 b, and generates a spark between the electrodes by a high-voltage ignition voltage signal supplied from the ignition coil 17. The ignition coil 17 is a transformer composed of a primary winding and a secondary winding, boosts an ignition voltage signal supplied from the ECU 4 to the primary winding, and supplies the boosted voltage signal to the ignition plug 16 from the secondary winding.

  The intake pipe 18 is a pipe for supplying air, and is connected to the cylinder 10 so that the internal intake flow path 18a communicates with the intake port 10a. The exhaust pipe 19 is a pipe for exhaust gas discharge, and is connected to the cylinder 10 so that the internal exhaust passage 19a communicates with the exhaust port 10c. The air cleaner 20 is provided on the upstream side of the intake pipe 18, cleans the air taken in from the outside, and sends it to the intake passage 18a. The throttle valve 21 is provided inside the intake passage 18a, and is rotated by a throttle (or an accelerator) (not shown). That is, as the throttle valve 21 rotates, the cross-sectional area of the intake passage 18a changes, and the intake air amount changes. The injector 22 is provided in the intake pipe 18 with the injection port directed toward the intake port 10a, and injects fuel supplied from the fuel supply unit 3 from the injection port in accordance with an injector drive signal supplied from the ECU 4. .

  The intake pressure sensor 23 is a semiconductor pressure sensor using, for example, a piezoresistive effect, and is provided in the intake pipe 18 with the sensitivity surface facing the intake flow path 18 a on the downstream side of the throttle valve 21. An intake pressure signal corresponding to the intake pressure is output to the ECU 4. The intake air temperature sensor 24 is provided in the intake pipe 18 with the sensing portion facing the intake flow path 18a on the upstream side of the throttle valve 21, and outputs an intake air temperature signal corresponding to the intake air temperature in the intake pipe 18 to the ECU 4. . The throttle opening sensor 25 outputs a throttle opening signal corresponding to the opening of the throttle valve 21 to the ECU 4. The cooling water temperature sensor 26 is provided with the sensitive part facing the cooling water passage 10d of the cylinder 10, and outputs a cooling water temperature signal corresponding to the temperature of the cooling water flowing through the cooling water passage 10d to the ECU 4. The crank angle sensor 27 outputs a crank angle signal every time the crankshaft 13 rotates by a predetermined angle in synchronization with the rotation of the crankshaft 13.

  The power supply unit 2 includes a generator 30, a regulated rectifier 32, and a capacitor 33. The generator 30 is a magnet type AC generator, and is connected to the crankshaft 13 of the engine 1 to rotate synchronously, a permanent magnet 30b attached to the inner peripheral side of the rotor 30a, and a power generation output. 3 phase stator coils 30c, 30d and 30e are provided. That is, in the generator 30, the rotor 30 a (that is, the permanent magnet 30 b) rotates with respect to the fixed stator coils 30 c, 30 d, and 30 e, so that three-phase AC voltage is generated from the stator coils 30 c, 30 d, and 30 e by electromagnetic induction. The three-phase AC voltage is output to the regulating rectifier 32.

As shown in FIG. 2, a plurality of protrusions are provided on the outer periphery of the rotor 30a so that the rear ends of the protrusions are equiangularly spaced (for example, 20 ° apart) with respect to the rotational direction. Further, the position in front of the position corresponding to the top dead center TDC in the rotation direction, for example, BTDC 10 °, that is, the position 10 ° before the top dead center is set as the crank angle reference position, and the rear end of the protrusion is located at the crank angle reference position. The protrusion to be provided is provided with a protrusion (crank angle reference protrusion 30a ₁ ) that is longer (for example, twice) in the rotation direction than the other protrusions. Hereinafter, it referred the projection other than the crank angle reference projection 30a ₁ and the auxiliary projections 30a _2. Moreover, the permanent magnet 30b is attached to the inner peripheral side of the rotor 30a so that one set of N poles and S poles is arranged every 60 °.

Crank angle sensor 27 described above, for example, an electromagnetic pickup sensor, as shown in FIG. 2, provided near the outer circumference of the rotor 30a, the crank angle reference projection 30a ₁ and the auxiliary projections 30a ₂ is near the crank angle sensor 27 Each time it passes, a pair of pulsed crank angle signals having different polarities are output to the ECU 4. More specifically, the crank angle sensor 27 outputs a pulse signal having a negative amplitude when the front end of each protrusion passes in the rotation direction, and the rear end of each protrusion passes in the rotation direction. In this case, a pulse signal having a positive polarity is output.

  Referring back to FIG. 1, the regulated rectifier 32 includes a rectifier circuit 32a and an output voltage adjustment circuit 32b. The rectifier circuit 32a is composed of six rectifier elements connected in a three-phase bridge for rectifying the three-phase AC voltage input from the stator coils 30c, 30d, and 30e. The voltage is rectified to a DC voltage and output to the output voltage adjustment circuit 32b. The output voltage adjustment circuit 32b adjusts the DC voltage input from the rectifier circuit 32a to generate a power supply voltage for the ECU 4, and supplies the power supply voltage to the ECU 4. The capacitor 33 is a smoothing capacitor for stabilizing the power supply, and both ends thereof are connected between the output terminals of the output voltage adjustment circuit 32b.

  The fuel supply unit 3 includes a fuel tank 40 and a fuel pump 41. The fuel tank 40 is a container for storing fuel such as gasoline. The fuel pump 41 is provided in the fuel tank 40 and pumps out the fuel in the fuel tank 40 and supplies it to the injector 22 in accordance with a pump drive signal input from the ECU 4.

As shown in FIG. 3, the ECU 4 includes a waveform shaping circuit 50, a rotation speed counter 51, an A / D converter 52, a ROM (Read Only Memory) 53, a RAM (Random Access Memory) 54, a CPU (Central Processing unit (control processing unit) 55, ignition circuit 56, injector drive circuit 57, and pump drive circuit 58. ECU4 having such a structure is used to drive the power supply voltage supplied from the power supply unit 2, V _IG terminal of ECU4 is connected to the output terminal of the positive side of the output voltage adjustment circuit 32 b, GND terminal Output The voltage adjustment circuit 32b is connected to the negative output terminal and the ground line.

  The waveform shaping circuit 50 converts the pulsed crank angle signal input from the crank angle sensor 27 into a square wave (for example, the negative crank angle signal is set to high level, and the positive and ground level crank angle signals are set to low level. The waveform is shaped and output to the rotation number counter 51 and the CPU 55. That is, the crank angle signal after waveform shaping is a signal whose period is the time required for the crankshaft 13 to rotate 20 °. Hereinafter, the crank angle signal after waveform shaping is referred to as a timing signal. The rotational speed counter 51 calculates the engine rotational speed based on the timing signal and outputs a rotational speed signal indicating the engine rotational speed to the CPU 55. The A / D converter 52 digitally converts the output signals of the intake pressure sensor 23, the intake temperature sensor 24, the throttle opening sensor 25, and the cooling water temperature sensor 26, so that the intake pressure value, the intake temperature value, and the throttle opening value are converted. The coolant temperature value is generated and output to the CPU 55.

  The ROM 53 is a read-only nonvolatile memory that stores data (for example, control program, table data, map data, etc.) necessary for starting control and normal control of the engine 1 in advance. As shown in FIG. 3, the internal storage area of the ROM 53 includes a start control data storage area 53a in which data required for start control (hereinafter referred to as start control data) is stored, and is necessary for normal control. Data (hereinafter referred to as normal control data) is stored in a normal control data storage area 53b. The RAM 54 is a working memory used as a temporary storage destination of data when the CPU 55 performs various arithmetic processes.

  The CPU 55 stores start control data and normal control data stored in the ROM 53, a timing signal output from the waveform shaping circuit 50, a rotational speed signal output from the rotational speed counter 51 (that is, engine rotational speed), A / The engine 1 is controlled based on the intake pressure value, intake temperature value, throttle opening value, and cooling water temperature value converted by the D converter 52.

 Although details will be described later, the CPU 53 performs an initial process including a start area check process for checking (SUM check) at least the start control data storage area 53a in the ROM 53 after the start, and a start control after the end of the initial process. Start control process for performing start control of the engine 1 based on the data for use, and normal area check for checking the normal control data storage area 53b in the ROM 53 (SUM check) at a timing when the start control process is not performed After the process and the start control process and the normal area check process are completed, the normal control process for performing the normal control of the engine 1 based on the normal control data is executed. It should be noted that the priority of the initial process is the highest, the priority of the start control process and the normal control process is the highest, and the priority of the normal area check process is the lowest.

  Here, “starting control” refers to control for shifting the engine 1 to the complete explosion state by performing initial fuel injection (simultaneous injection) and initial energization / ignition at a timing determined in advance based on a timing signal. . “Normal control” means calculating the fuel injection amount, fuel injection timing, and ignition timing based on various engine information such as engine speed, intake pressure value, intake air temperature value, throttle opening value, and coolant temperature value. It is obtained by processing and refers to controlling the engine 1 based on these calculation results.

The ignition circuit 56 includes a capacitor (not shown) that accumulates the V _IG voltage, that is, the power supply voltage supplied from the power supply unit 2. Under the control of the CPU 55, the charge accumulated in the capacitor is converted into an ignition voltage signal. To the primary winding of the ignition coil 17. The injector drive circuit 57 generates an injector drive signal for injecting a predetermined amount of fuel from the injector 22 under the control of the CPU 55, and outputs the injector drive signal to the injector 22. The pump drive circuit 58 generates a pump drive signal for supplying fuel from the fuel pump 41 to the injector 22 under the control of the CPU 55, and outputs the pump drive signal to the fuel pump 41.

 Next, in the engine control system including the ECU 4 of the present embodiment configured as described above, the operation of the ECU 4 (particularly the CPU 55) when the engine 1 is started will be described with reference to FIGS. FIG. 4 is a timing chart showing temporal correspondence relationships between the crank angle signal output from the crank angle sensor 27, the timing signal output from the waveform shaping circuit 50, and various processes executed by the CPU 55. FIG. 5 is a flowchart showing the operation after the CPU 55 is activated.

  In this embodiment, since a batteryless engine control system is assumed, the power supply voltage cannot be supplied to the ECU 4 unless the crankshaft 13 rotates and a three-phase AC voltage is generated from the generator 30. Accordingly, the user needs to perform a predetermined start operation (in this embodiment, kick the kick pedal) when starting the engine 1 to rotate the crankshaft 13. In the present embodiment, as shown in FIG. 4, the starting operation is performed at time t1, and the power supply voltage supplied from the power supply unit 2 to the ECU 4 at time t2 reaches the voltage value necessary for starting the ECU 4. And That is, the ECU 4 is activated at time t2, and the CPU 55 starts the operation shown in the flowchart of FIG. Although the crank angle signal is generated as the power supply voltage is increased after the start operation is performed, the waveform shaping circuit 50 does not operate unless the ECU 4 is activated. Therefore, the timing signal is not generated during the period from time t1 to t2.

  As shown in FIG. 5, when the CPU 55 is started at time t2, the interrupt input is prohibited (step S1). That is, after the ECU 4 is activated, a timing signal is input to the CPU 55 as an interrupt signal, but the CPU 55 ignores the interrupt input of this timing signal. The CPU 55 performs general-purpose register read / write (R / W) check (step S2), RAM 54 R / W check and write data clear (step S3), and input / output port setting as initial processing after startup. SFR initial setting (step S4), which is an initial setting related to the function of the CPU 55, etc., SUM check of the start control data storage area 53a in the ROM 53 (step S5: start area check process), and application initialization process (step S6) Run sequentially.

  Here, the CPU 55 in the present embodiment performs a reading process of reading the maximum amount of data that can be read from the start control data storage area 53 a at a time when performing a SUM check of the start control data storage area 53 a in the ROM 53. The check SUM in the start control data storage area 53a is calculated by repeating the addition process of dividing the data read out in the reading process into 1-byte units and adding the data. FIG. 6 shows a check SUM calculation method in the case where, for example, a 32-bit CPU 55 is assumed and data is read from the start control data storage area 53a 4 bytes at a time.

 As shown in FIG. 6, the CPU 55 reads (loads) 4 bytes of data from the start control data storage area 53a at a time, and adds the lower “0” -th byte data to the check SUM. Subsequently, the data is shifted to the right by 1 byte, and the “1” -th 1-byte data is added to the check SUM. After repeating this up to the upper “3” -th 1-byte data, the next 4-byte data is read again from the start control data storage area 53a and sequentially added to the check SUM in the same manner as described above. The CPU 55 compares the value of the check SUM finally obtained as described above with a predetermined reference value, whereby an abnormality is detected in the start control data stored in the start control data storage area 53a of the ROM 53. Judge whether there is no.

 Returning to FIG. 5 and continuing the description, the CPU 55 permits an interrupt input when the above-described initial processing ends at time t3 (see FIG. 4) (step S7). That is, the CPU 55 monitors the timing signal interrupt input after time t3, and performs initial fuel injection (simultaneous injection) and initial energization / ignition at a predetermined timing to shift the engine 1 to a complete explosion state. The start control process is started (step S8).

 Specifically, the CPU 55 controls the injector drive circuit 57 and the pump drive circuit 58 so that simultaneous injection is performed in synchronization with the falling edge of the first timing signal after the end of the initial process. However, for example, as shown in FIG. 4, when the time when the falling edge of the first timing signal occurs is t4 and there is a period in which the start control process is not performed from the initial process end time t3 to t4, the CPU 55 The period from t3 to t4 is determined as the execution timing of the normal area check process with the lowest priority, and in the period from t3 to t4, that is, the period until the falling edge of the first timing signal occurs, the ROM 53 A SUM check is performed on the normal control data storage area 53b (step S9: normal area check process).

  In this step S9, the CPU 55 reads out the maximum amount of data that can be read at once from the normal control data storage area 53b, as well as the start area check process in step S5, and the read process. The check SUM in the normal control data storage area 53b is calculated by repeating the addition process of dividing the data into 1-byte units and adding the data. As shown in FIG. 4, it is assumed that the normal area check process does not end completely during the period from t3 to t4.

  As described above, when the falling edge of the first timing signal occurs at time t4 without completely ending the normal area check process, the CPU 55 drives the injector so that simultaneous injection is performed as the start control process with a high priority. The circuit 57 and the pump drive circuit 58 are controlled. Then, when the simultaneous injection is completed at time t5, the CPU 55 determines that the normal area check process having a lower priority order is executed again, and continues the SUM check of the normal control data storage area 53b in the ROM 53.

  When the falling edge of the timing signal corresponding to the crank angle reference position BTDC that is 10 ° before the compression top dead center TDC occurs at time t6, the CPU 55 synchronizes with the falling edge of this timing signal. Thus, the ignition circuit 56 is controlled so that the first energization / ignition is performed as the start control process with a high priority. If the SUM check of the normal control data storage area 53b is not completed at this time, the SUM check of the normal control data storage area 53b in the ROM 53 is continued after the initial energization / ignition.

  Assuming that the time when the engine control 1 is completed and the SUM check of the normal control data storage area 53b is completed is t7, the CPU 55 starts the engine speed after this time t7. Based on various engine information such as intake air pressure value, intake air temperature value, throttle opening value and cooling water temperature value, the fuel injection amount, fuel injection timing, and ignition timing are obtained by calculation processing, and the engine is based on these calculation results. 1 is controlled (step S10: normal control processing).

  The operation of the ECU 4 (CPU 55) after the start operation has been described above. As shown in FIG. 4, simultaneous injection and energization / ignition in the start control are performed while the crankshaft 13 is rotated 720 ° (that is, two rotations). To be executed. This is because the compression top dead center that is the ignition timing comes only once while the crankshaft 13 rotates twice.

  In the case of an engine that is started by manual cranking using a kick pedal or the like as in the present embodiment, and in the case of a large displacement or high compression ratio engine, the cranking can be cranked only about three revolutions in one start operation. There are many. Therefore, in order to complete the initial process and the start control process in one start operation (transition to the engine complete explosion state), the initial process is completed during one crank rotation and the remaining two crank rotations are completed. It is desirable to finish the start control process. Furthermore, in the case of a battery-less system, as shown in FIG. 7, when the engine does not shift to a complete explosion state during the period from the start of the ECU to the compression top dead center and the engine speed decreases, the power supply voltage decreases accordingly. As a result, the ECU stops operating, so it is necessary to end the initial process and the start control process at an early stage and shift to the normal control process.

  However, in the method of performing the engine start control and normal control after completing the SUM check for all the storage areas in the ROM as in the prior art, the time required for the initial process becomes long, and the remaining cranking The compression top dead center that is the ignition timing does not arrive, and the start operation must be performed many times (deterioration of startability).

  In this regard, according to the present embodiment, the initial processing time can be shortened by performing only the SUM check of the start control data storage area 53a in the ROM 53 in the initial processing after startup. That is, after the start operation is performed and the ECU 4 is started, the initial process is completed early (at least within one crank rotation) and the process proceeds to the start control process, and most of the remaining cranking period (two crank rotations) is started. Since the engine 1 is assigned for control processing, the engine 1 can be completely exploded in one start operation to shift to normal control, and deterioration of startability can be prevented.

  In addition, according to the present embodiment, before performing the start control, the SUM check is performed on the start control data storage area 53a in which data necessary for the start control is stored, and the normal control is performed before performing the normal control. Since the SUM check is performed on the normal control data storage area 53b in which data necessary for control is stored, it is possible to prevent a decrease in reliability. Further, in the present embodiment, when the SUM check of the ROM 53 is performed, a read process for reading the maximum amount of data (4 bytes in the present embodiment) that can be read from the ROM 53 at a time, and the data read by the read process By repeating the addition process for dividing and adding 1 byte units, the number of processing loops necessary to calculate the check SUM can be reduced, so the SUM check time in the start control data storage area 53a, That is, the initial processing time can be further shortened, which contributes to improvement of startability.

  In the above embodiment, when the SUM check of the ROM 53 is performed, the maximum amount of data that can be read from the ROM 53 at a time is set to 4 bytes on the assumption that the 32-bit CPU 55 is used. The amount of data to be read may be changed as appropriate according to the performance of the CPU 55. For example, when a 64-bit CPU 55 is used, data is read by 8 bytes, and when a 16-bit CPU 55 is used, data is read by 2 bytes. In addition, it is not always necessary to read out data by several bytes, and data may be read out byte by byte as in the prior art.

  In the above embodiment, a batteryless system has been described as an example. However, even in an engine control system including a battery, a manual (kick pedal) may be used when the remaining voltage of the battery drops to a level at which the starter cannot be operated. If the system can perform the starting operation by the above, the same problem arises, so that the present invention can be applied.

1 is a schematic configuration diagram of an engine control system including an engine control device (ECU 4) according to an embodiment of the present invention. It is detailed explanatory drawing of the rotor 30a which comprises the generator 30 which concerns on one Embodiment of this invention. 1 is a configuration block diagram of an engine control device (ECU 4) according to an embodiment of the present invention. It is a timing chart showing operation of an engine control device (ECU4) concerning one embodiment of the present invention. It is a flowchart showing operation | movement of the engine control apparatus (ECU4) which concerns on one Embodiment of this invention. It is explanatory drawing showing the method of the ROM SUM check by the engine control apparatus (ECU4) which concerns on one Embodiment of this invention. It is a supplementary explanatory drawing which shows the problem of a batteryless engine control system.

Explanation of symbols

 DESCRIPTION OF SYMBOLS 1 ... Engine, 2 ... Power supply part, 3 ... Fuel supply part, 4 ... ECU (Engine Control Unit), 10 ... Cylinder, 11 ... Piston, 12 ... Connecting rod, 13 ... Crankshaft, 14 ... Intake valve, 15 ... Exhaust Valve, 16 ... Spark plug, 17 ... Ignition coil, 18 ... Intake pipe, 19 ... Exhaust pipe, 20 ... Air cleaner, 21 ... Throttle valve, 22 ... Injector, 23 ... Intake pressure sensor, 24 ... Intake temperature sensor, 25 ... Throttle Opening sensor 26 ... Cooling water temperature sensor 27 ... Crank angle sensor 30 ... Generator 32 ... Regulator rectifier 33 ... Condenser 40 ... Fuel tank 41 ... Fuel pump 50 ... Wave shaping circuit 51 ... Rotation speed counter, 52 ... A / D converter, 53 ... ROM (Read Only Memory), 54 ... RAM (Random Access Memory), 55 ... CPU (Central Processing Unit) 56 ... Ignition circuit 57 ... Injector drive circuit 58 ... Pump drive circuit

Claims (2)

Engine control provided with a read-only memory for storing data necessary for engine start control and normal control, and a control processing unit for performing engine start control and normal control based on the data stored in the read-only memory A device,
The control processing unit includes an initial process including a start area check process for checking a storage area of data necessary for start control in at least the read-only memory after startup, and
A start control process for performing engine start control based on data required for the start control after the completion of the initial process;
A normal area check process for checking a storage area of data necessary for normal control in the read-only memory at a timing when the start control process is not performed;
An engine control device that executes normal control processing for performing normal control of the engine based on data necessary for the normal control after the start control processing and the normal region check processing are completed.   In the start area check process and the normal area check process, the control processing unit reads a maximum amount of data that can be read from the storage area at a time, and reads 1 byte of data read in the read process. 2. The engine control apparatus according to claim 1, wherein a check SUM of the storage area is calculated by repeating an addition process of dividing and adding the unit.

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