JP2010096083A - Control device and method for controlling the same - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a control device capable of preventing an ignition cut from being canceled even when a crank position is corrected. <P>SOLUTION: This control device includes a software processing part 120 which performs a processing for calculating an ignition timing for controlling an ignition device by a crank position sensor signal, a processing for controlling the ignition device according to the ignition timing calculated by an ignition timing calculation processing when the mode is an ignition mode, a processing for changing the mode to an ignition cut mode by storing ignition cut permission information in a RAM 113 when determining whether the execution of an ignition cut control processing is permitted or not according to an external signal and permitting the execution of the ignition cut control processing, a processing for changing the mode to the ignition mode by correcting crank position information according to the signal from a crank position sensor, and a processing for changing the mode again to the ignition cut mode when the crank position information is corrected, the mode is the ignition mode, and the ignition cut permission information is stored in the RAM 113. <P>COPYRIGHT: (C)2010,JPO&INPIT

Description

  The present invention relates to a control device and a control method thereof. In particular, the present invention relates to an ignition control technique when a crank position is corrected during control of an internal combustion engine.

  2. Description of the Related Art Conventionally, a control device for an internal combustion engine (hereinafter, an engine will be described as an example) has a control mode in which ignition is not instructed to the ignition device even when the ignition timing is reached, and ignition is cut. In this control mode, for example, when the temperature in the cylinder of the engine suddenly rises and a pre-ignition phenomenon occurs that self-ignites before spark ignition, or when the ignition device in the igniter fails, the ignition is fail-safe. This is done when canceling itself. Further, in a vehicle equipped with an eco-run control device that gives an instruction to stop the engine when a predetermined engine stop condition is satisfied, control for cutting off this ignition is performed when shifting to eco-run control.

  The ignition control of the engine control device will be described with reference to FIGS. First, the normal ignition control in which the ignition cut is not performed will be described with reference to FIG. Note that the engine control device executes vehicle state determination processing, crank position / ignition timing calculation processing, and ignition control processing, which will be described later, by software control. The vehicle state determination process is a process for determining a vehicle state such as the pre-ignition or igniter failure described above. The crank position / ignition timing calculation process is a process for determining the rotation position of the crankshaft and the ignition timing for each cylinder from a signal indicating the rotation position of a crankshaft or camshaft described later. The ignition control process is a process for controlling the ignition device at the ignition timing calculated by the crank position / ignition timing calculation process.

  At the timing when the rotational position of the crankshaft (hereinafter referred to as the crank position) is BTDC (Before Top Dead Center) 240 °, the crank position and the ignition timing are calculated for each cylinder by the crank position / ignition timing calculation process. In the crank position / ignition timing calculation process, the crankshaft rotation signal output from the crank position sensor (hereinafter referred to as the NE signal) and the camshaft of the engine that rotates at a ratio of 1/2 with respect to the rotation of the crankshaft. A camshaft rotation signal (hereinafter referred to as a G signal) output from the cam position sensor according to the rotation is input, and the crank position and the ignition timing of the ignition device are calculated for each cylinder. The calculated crank position and ignition timing are notified to the ignition control process and stored in the memory.

  Further, at the timing of BTDC 240 °, a sensor signal for measuring the state of the vehicle is input, and the vehicle state is determined by the vehicle state determination process. In the vehicle state determination process, based on the input sensor signal, it is determined whether the above-described pre-ignition or knocking has occurred, whether an igniter failure has occurred, or whether an eco-run control has been performed. To do. If any one of these is generated or implemented, an instruction to shift to the ignition cut mode is notified from the vehicle state determination process to the ignition control process. Here, it is assumed that there is no instruction to shift to the ignition cut mode.

  Next, processing at BTDC 240 ° to 90 ° will be described. At BTDC 240 ° to 90 °, it is determined whether the engine is rotating forward or reversely through vehicle state determination processing. When it is determined that the engine is rotating in reverse, an instruction to shift to the ignition cut mode is output to the ignition control process in order to stop the reverse rotation of the engine. The ignition control process that has received the instruction to shift to the ignition cut mode shifts to the ignition cut mode when the ignition mode is not set to the ignition cut mode. Here, it is assumed that the instruction to shift to the ignition cut mode has not been issued.

Next, processing in BTDC 90 ° to TDC (Top Dead Center) will be described. First, in the vehicle state determination process, it is determined whether or not the ignition control process is instructed to shift to the ignition cut mode until BTDC 90 °. When the transition to the ignition cut mode is not instructed, that is, when the execution of the ignition control is instructed, the ignition mode instruction is notified to the ignition control process. This ignition mode includes a fixed ignition process and a calculated ignition process. For example, a fixed ignition process for igniting at a constant ignition timing is performed while the engine is in a starting state and until a predetermined period elapses from the end of starting, and then calculated based on the operating state of the engine. Then, a control for shifting to a calculation ignition process for igniting at the optimum ignition timing is performed. For this reason, the vehicle state determination process instructs the ignition control process in the ignition mode. The ignition control process shifts to the ignition process mode notified from the vehicle state determination process.
In the ignition control process, the crank position calculated in the crank position calculation process is stored in a memory. In the ignition control process, when the ignition timing is reached, an ignition signal is output to the ignition device to start energization to the ignition device. When a predetermined time has elapsed from the start of energization of the ignition device, the ignition control process stops outputting the ignition signal and stops energization of the ignition device. The ignition device that has been de-energized generates a spark by the high voltage stored in the ignition coil included in the ignition device, and burns the air-fuel mixture in the combustion chamber.

  FIG. 2 shows a correspondence relationship between the processing mode of the ignition control process in the normal control for performing ignition of the ignition device and the crank position. In the ignition control process, it is determined whether or not there is an ignition cut request from the vehicle state determination process at BTDC 240 °. If there is no ignition cut request, the ignition control process shifts to the ignition preparation state. The ignition control process sets a timer for starting energization to the ignition device with BTDC 60 ° as a reference, and then shifts to an energization start standby state. Further, the ignition control process sets a timer for ending energization to the ignition device with BTDC 30 ° as a reference, and then shifts to an energization end standby state. The ignition control process shifts to a resting state when the process for igniting the spark plug is completed.

  Next, the processing timing when the ignition cut is performed will be described with reference to FIG. As in the normal ignition control shown in FIG. 1, when the crank position is BTDC 240 °, the crank position is calculated by the crank position / ignition timing calculation process, and the vehicle state is determined by the vehicle state determination process. If it is determined that the transition to the ignition cut mode is necessary as a result of the determination of the vehicle state, an instruction to shift to the ignition cut mode is notified from the vehicle state determination process to the ignition control process. Upon receiving the notification, the ignition control process shifts the process mode to the ignition cut mode and enters an ignition cut standby state.

  Next, at BTDC 240 ° to BTDC 90 °, it is determined whether the engine is rotating forward or reversely by the vehicle state determination process. When it is determined that the engine is rotating in reverse, the vehicle state determination process outputs an instruction to shift to the ignition cut mode to the ignition control process in order to prevent reverse rotation of the engine.

Next, processing from BTDC 90 ° to TDC will be described. First, in the vehicle state determination process, it is determined whether or not a transition to the ignition cut mode is instructed before BTDC 90 °. If the transition to the ignition cut mode is instructed, no vehicle state determination process is performed.
The ignition control process stores the crank position and ignition timing calculated in the crank position / ignition timing calculation process in a memory. Since the ignition control process is set to the ignition cut mode, the ignition signal is not output to the ignition device even when the ignition timing comes, and the ignition cut is performed.

  FIG. 4 is a diagram illustrating a correspondence relationship between the processing mode of the ignition control process when the ignition cut is performed and the crank position. First, it is determined whether or not there is an ignition cut request from the vehicle state determination process at BTDC 240 °. When there is an ignition cut request, the ignition control process shifts to an ignition cut standby state. Thereafter, the ignition cut standby state is maintained until the crank position reaches TDC, and when the crank position exceeds TDC, a transition is made to a resting state. As is clear from comparison between FIG. 2 and FIG. 4, in the ignition cut mode, the energization start processing for the ignition device based on BTDC 60 ° is not performed, and the energization of the ignition device based on BTDC 30 ° is completed. No processing is performed.

  Patent Document 1 discloses a control device that controls the ignition timing of the engine to be an optimal timing based on the above-described NE signal and G signal.

JP-A-6-257547

  The engine control device has a function of correcting the crank position when noise or the like is added to the sensor signal output from the crank position sensor and incorrect crank position information is input. For example, when the crank position sensor erroneously detects the crank position or when noise is added to the sensor signal measured by the crank position sensor, the control device has a function of correcting the erroneous sensor signal with a G signal or the like. is doing.

  However, when the crank position is corrected, the ignition control is performed again from the initial state, so that the set ignition cut mode is also reset. For this reason, when the crank position is corrected after BTDC 240 ° where the transition to the ignition cut mode is instructed, the transition to the ignition cut mode is not instructed and the ignition cut cannot be performed. Patent Document 1 does not disclose a technique for solving such a problem.

  The present invention has been made in view of the above circumstances, and an object thereof is to provide a control device and a control method thereof that can prevent the ignition cut from being released even when the crank position is corrected.

In order to achieve such an object, a control device of the present invention is a control device for controlling an internal combustion engine, and stores a storage unit that stores information related to control of the internal combustion engine, and controls an ignition device by a crank position sensor signal. Ignition timing calculation process for calculating the ignition timing, an ignition control process for controlling the ignition device based on the ignition timing calculated by the ignition timing calculation process when the mode is the ignition mode, and an ignition cut control process based on the external signal When the execution of the ignition cut control process is permitted, the ignition cut permission information is stored in the storage unit and the mode is set to the ignition cut mode, and the signal from the crank position sensor Crank position information correction processing for correcting the crank position information and setting the mode to the ignition mode based on When the crank position information is corrected by the crank position information correction process, the mode is the ignition mode, and the ignition cut permission information is stored in the storage unit, the ignition cut re-change to change the mode to the ignition cut mode again. And an execution unit that executes determination processing.
Therefore, according to the present invention, it is possible to prevent the ignition cut from being canceled even if the crank position is corrected.

The control device of the present invention is a control device for controlling an internal combustion engine, and includes an ignition timing calculation process for calculating an ignition timing for controlling the ignition device based on a crank position sensor signal, and an ignition mode when the mode is an ignition mode. When the ignition control process for controlling the ignition device based on the ignition timing calculated by the timing calculation process and the determination of whether or not to execute the ignition cut control process based on the external signal and permitting the execution of the ignition cut mode control process The ignition cut determination process for setting the mode to the ignition cut mode, the crank position information correction process for correcting the crank position information based on the signal from the crank position sensor, and the mode for the ignition mode, and the crank position information correction process If the crank position information is corrected by the An execution unit that performs the ignition cut re-determination process for determining again whether or not to execute the ignition control process and changing the mode to the ignition cut mode again when the execution of the ignition cut control process is permitted. .
Therefore, according to the present invention, it is possible to prevent the ignition cut from being canceled even if the crank position is corrected.

  In the above control device, the ignition cut determination process, or the ignition cut determination process and the ignition cut re-determination process, when a temperature increase of a cylinder in the internal combustion engine is detected by a sensor signal output from a sensor, Execution of the ignition cut control process may be permitted at least in one of the cases where a failure of the ignition device is detected by a monitor signal for monitoring the operating state of the ignition device.

  The control method of the present invention is a control method for controlling an internal combustion engine, the step of calculating an ignition timing for controlling an ignition device by a crank position sensor signal, and the calculated ignition when the mode is an ignition mode. The step of controlling the ignition device based on the timing and the determination of whether or not to execute the ignition cut control process based on the external signal and permitting the execution of the ignition cut control process, store the ignition cut permission information in the storage unit. The mode is changed to the ignition cut mode, the crank position information is corrected based on the signal from the crank position sensor, the mode is changed to the ignition mode, the crank position information is corrected, and the mode is set to the ignition mode. If the ignition cut permission information is stored in the storage unit, the mode is changed to the ignition cut mode again. And the step, the has.

  The control method of the present invention is a control method for controlling an internal combustion engine, the step of calculating an ignition timing for controlling an ignition device by a crank position sensor signal, and the calculated ignition when the mode is an ignition mode. A step of controlling the ignition device based on the timing; a step of determining whether or not to execute the ignition cut control process based on an external signal and permitting the execution of the ignition cut mode control process; and setting the mode to the ignition cut mode. , Correcting the crank position information based on the signal from the crank position sensor and setting the mode to the ignition mode; and if the crank position information is corrected and the mode is the ignition mode, the ignition cut based on the external signal When it is judged again whether or not to execute the control process, and the execution of the ignition cut is permitted, the mode is changed to the ignition cut mode again. And a step of further.

  According to the present invention, it is possible to prevent the ignition cut from being canceled even if the crank position is corrected.

  Preferred embodiments of the present invention will be described with reference to the accompanying drawings.

  First, the configuration of the embodiment will be described with reference to FIG. FIG. 5 shows a configuration of an embodiment in which the present invention is applied to an engine ECU. An engine ECU (Electronic Control Unit) 100 includes an input circuit 101, an A / D (Analog / Digital) converter 102, a microcomputer 103, and an output circuit 104.

A signal output from the crank position sensor 10 and a signal output from the cam position sensor 13 are input to the input circuit 101. Further, signals from the idle switch 16 and the starter switch 17 are also input to the input circuit 101.
Sensor signals from sensors such as the ion sensor 18, knock sensor 19, and vehicle speed sensor are input to the A / D converter 102. Further, an igniter monitor signal for monitoring the operating state of the igniter 150 is input to the A / D converter 102. The microcomputer 103 determines whether or not to execute the ignition cut control process of the ignition device based on these external signals input from the input circuit 101 and the A / D converter 102.

The crank position sensor 10 includes a rotor 11 fixed to the crankshaft of the engine, and a signal output unit 12 provided to face the outer periphery of the rotor 11. The signal output unit 12 detects teeth formed at intervals of a predetermined angle on the outer periphery of the rotor 11 and outputs a pulse signal. The pulse signal output from the signal output unit 12 is output to the input circuit 101 as an NE signal. The NE signal is a pulse signal whose signal level changes every time the crankshaft rotates by 10 ° CA (crank angle).
In addition, a tooth missing part having two missing teeth is provided on the outer periphery of the rotor 11. When this tooth missing part comes to a position facing the signal output part 12, a rising edge of a pulsed NE signal is detected. The interval is three times longer.

  The cam position sensor 13 includes a rotor 14 fixed to a camshaft of an engine that rotates at a ratio of 1/2 with respect to the rotation of the camshaft, and a signal output unit 15 provided to face the outer periphery of the rotor 14. I have. The signal output unit 15 outputs a G signal that changes between a high level and a low level in accordance with the rotation of the camshaft. The G signal has a different signal level alternately at each timing when the signal corresponding to the tooth missing portion appears in the NE signal.

  The idle switch 16 outputs to the input circuit 101 a signal that becomes a high level when the accelerator pedal is fully closed. The starter switch 17 is a switch for starting the engine, and outputs a signal that becomes a high level to the input circuit 101 when the switch is on.

  The ion sensor 18 is provided in the combustion chamber of the engine. It is known that when preignition occurs, ions are generated, and when the ions reach the electrode of the spark plug 152, an ion current flows between the electrodes of the spark plug 152 by the ions. The ion sensor 18 detects an ion current generated when preignition occurs, and outputs a signal indicating the detection of the ion current to the input circuit 101.

  The knock sensor 19 is a sensor for detecting engine knocking, and is provided in a cylinder block of the engine. Knock sensor 19 is constituted by a piezoelectric element, and generates a voltage by vibration of the engine. The magnitude of the voltage corresponds to the magnitude of the vibration. Knock sensor 19 transmits a signal representing a voltage to microcomputer 103.

  The vehicle speed sensor 20 detects, for example, the number of rotations of the drive shaft, and transmits this to the microcomputer 103 as a vehicle speed signal.

The microcomputer 103 detects the rotational positions of the crankshaft and the camshaft based on the NE signal and the G signal. Further, the microcomputer 103 performs cylinder discrimination for each cylinder (for example, # 1 to # 4) from the detected rotational positions of the crankshaft and camshaft, and calculates the ignition timing, fuel injection timing, injection amount, etc. for each cylinder. To do. Then, the microcomputer 103 drives the fuel injection valve and the igniter 150 of each cylinder via the output circuit 104 based on the calculation result.
In addition, the microcomputer 103 generates a control signal for controlling the igniter 150 to ignite the spark plug 152, outputs the control signal to the igniter 150, and inputs the igniter monitor signal from the igniter 150 so that the igniter 150 follows the control signal. It is determined whether or not the control is performed.

  An igniter 150 and a fuel injection valve (not shown) are connected to the output circuit 104 of the engine ECU 100. The igniter 150 is connected to the primary coil 151 a of the ignition coil 151. A spark plug 152 is connected to the secondary coil 151 b of the ignition coil 151. A battery voltage is applied to the primary coil 151a and the secondary coil 151b of the spark plug 152. A current flows through the primary coil 151 a of the ignition coil 151 by a signal from the igniter 150, and a high voltage is accumulated in the ignition coil 151. Further, by blocking the current flowing through the primary side coil 151a, the high voltage stored in the ignition coil 151 is applied to the ignition plug 152, and a spark is generated at the ignition plug 152 to burn the air-fuel mixture in the combustion chamber. Hereinafter, the igniter 150, the ignition coil 151, and the spark plug 152 may be referred to as an ignition device.

FIG. 6 shows a hardware configuration of the microcomputer 103. The microcomputer 103 includes a CPU (Central Processing Unit) 111, a ROM (Read Only Memory) 112, a RAM (Random Access Memory) 113, and an input / output unit 114.
The CPU 111 performs calculations according to programs stored in the ROM 112. The RAM 113 is used as a working memory for storing data being calculated by the CPU 111 and data of calculation results. The input / output unit 114 inputs sensor signals, switch signals, NE signals, and G signals output from the input circuit 101 and the A / D converter 102 and outputs them to the CPU 111. Further, the input / output unit 114 outputs a control signal generated by the calculation of the CPU 111 to the output circuit 104.

  FIG. 7 shows a configuration of the software processing unit 120 realized by cooperation of hardware such as the CPU 111 and software stored in the ROM 112 or the like. The software processing unit 120 includes a vehicle state determination process (corresponding to an ignition cut determination process and an ignition cut redetermination process) 121, a crank correction determination process (corresponding to a crank position information correction process) 122, and a crank position / ignition timing. Calculation processing (corresponding to ignition timing calculation processing) 123 and ignition control processing (corresponding to ignition control processing) 124 are executed.

The vehicle state determination processing 121 determines the vehicle state by inputting sensor signals from the ion sensor 18, knock sensor 19 and vehicle speed sensor 20, switch signal from the idle switch 16 and starter switch 17, and igniter monitor signal from the igniter 150. To do. For example, based on sensor signals from the ion sensor 18 and the knock sensor 19, it is determined whether or not preignition or knocking has occurred in the combustion chamber of the engine. In the vehicle state determination process 121, an igniter monitor signal is input to determine whether or not the igniter 150 is performing control according to the control signal generated in the ignition control process 124. For example, the vehicle state determination processing 121 determines whether or not the igniter 150 is actually controlling the energization of the ignition coil 151 when a control signal for instructing ignition to the igniter 150 is output from the ignition control processing 124. Detect with monitor signal. When the igniter 150 is not performing the energization control of the ignition coil 151, it is determined that the igniter 150 has failed.
Further, the vehicle state determination processing 121 determines whether or not the engine is in an idling state based on a switch signal from the idle switch 16 and a vehicle speed signal from the vehicle speed sensor 20. When the switch signal from the idle switch 16 indicates the fully closed state of the accelerator pedal and the vehicle speed signal is 0 km / h, it is determined that the vehicle is idling.
When the occurrence of pre-ignition or knocking is detected, when an igniter failure is detected by an igniter monitor signal, or when an engine idling state is detected, the vehicle state determination process 121 performs an ignition cut process on the ignition control process 124. Output an execution request. At this time, the vehicle state determination process 121 also notifies the ignition control process 124 of the cylinder number for performing the ignition cut.
Further, when the vehicle state determination process 121 outputs an ignition cut execution request to the ignition control process 124, the vehicle state determination process 121 records permission information indicating that the ignition cut execution is permitted in the RAM 113.

In addition, the vehicle state determination process 121 detects reverse rotation of the engine and outputs a request to cut the ignition of the engine to the ignition control process 124.
For example, when an explosion that reversely rotates the engine occurs, the rotation speed rapidly decreases to 0 when the rotation of the crankshaft shifts from the forward direction to the reverse direction. The vehicle state determination process 121 determines the reverse rotation of the engine based on the NE signal, and outputs a request to cut the ignition of the engine to the ignition control process 124.

If it is determined that an abnormality has occurred in the NE signal measured by the crank position sensor 10, the crank correction determination process 122 corrects the rotational position of the crankshaft calculated based on the NE signal. The NE signal is also a sensor signal. If the tooth of the rotor 11 is erroneously detected or if noise is added to the NE signal, the crank position calculated by the NE signal also indicates an incorrect position. Therefore, if the crank correction determination process 122 determines that an abnormality has occurred in the NE signal, the crank correction determination process 122 corrects the NE signal based on the G signal measured by the cam position sensor 13 or the like. In addition, the change timing of the NE signal is recorded in the RAM 113, and the NE signal is corrected when a shift is detected between the NE signal measured by the crank position sensor 10 and the change timing of the recorded NE signal. It may be. The corrected NE signal and G signal are output to the crank position / ignition timing calculation process 123. When crank correction is performed by the crank correction determination process 122, an initialization signal is output to the ignition control process 124, and the mode of the ignition control process 124 is set to the ignition mode. Furthermore, when the crank correction is performed, the crank correction determination process 122 notifies the vehicle state determination process 121 that the crank correction has been performed.
When the crank correction determination process 122 determines that no abnormality has occurred in the NE signal, the NE signal measured by the crank position sensor 10 and the G signal measured by the cam position sensor 13 are converted into the crank position / ignition. It is output to the timing calculation process 123.

  In the crank position / ignition timing calculation process 123, the rotational positions of the crankshaft and the camshaft are detected based on the NE signal measured by the crank position sensor 10 and the G signal measured by the cam position sensor 13. The crank position / ignition timing calculation process 123 performs cylinder discrimination for each cylinder (for example, # 1 to # 4) from the rotational positions of the crankshaft and the camshaft, and the cylinder to be injected and ignited and its cylinder. The ignition timing is determined.

  When the ignition control process 124 receives an ignition cut request from the vehicle state determination process 121, the ignition control process 124 stops the execution of the ignition control. The ignition control process 124 generates a control signal for igniting the spark plug 152 at the ignition timing calculated by the crank position / ignition timing calculation process 123 when the ignition cut request is not received from the vehicle state determination process 121. And output to the igniter 150.

  When the crank position is corrected by the crank correction determination process 122, the engine control is reset to the initial state. The crank correction determination process 122 outputs an initialization signal to the ignition control process 124, and sets the mode of the ignition control process 124 to the ignition mode. For this reason, the ignition timing for each cylinder calculated by the ignition cut mode and ignition mode set by the vehicle state determination process 121 and the crank position / ignition timing calculation process 123 is also initialized. Accordingly, when the crank correction is performed after BTDC 240 ° in which the ignition control process 124 is set to the ignition cut mode by the vehicle state determination process 121, the ignition control process 124 does not enter the ignition cut mode, and the ignition to the igniter 150 is performed. Control will be implemented. However, in spite of the fact that the ignition cut is set, if ignition is performed along with the correction of the crank position, this ignition becomes an unnecessary mis-ignition, resulting in a decrease in the life of the ignition device and a decrease in performance. It becomes.

Therefore, in this embodiment, when the crank position is corrected after BTDC 240 °, the crank correction determination process 122 notifies the vehicle state determination process 121 of the execution of the crank correction. In addition, when the vehicle state determination process 121 outputs an instruction to shift to the ignition cut mode to the ignition control process 124, the permission information indicating that the ignition cut is permitted is recorded in the RAM 113. When the vehicle state determination process 121 receives a crank correction execution notification from the crank correction determination process 122, the vehicle state determination process 121 refers to the RAM 113 to determine whether or not ignition cut permission information is recorded. When the ignition cut permission information is recorded in the RAM 113, the vehicle state determination process 121 notifies the ignition control process 124 of an instruction to shift to the ignition cut mode again. The vehicle state determination process 121 instructs the ignition control process 124 to shift to the ignition cut mode again before the ignition control is performed by the ignition control process 124.
Thus, even when the crank position is corrected after BTDC 240 °, if the ignition cut mode is set at BTDC 240 °, the ignition control process 124 is set to the ignition cut mode, and the ignition cut is performed. Can be implemented.
Further, the cycle in which it is determined that the ignition cut is necessary by the vehicle state determination process 121 giving an instruction to shift the ignition control process 124 to the ignition cut mode until the ignition control process 124 performs the ignition control. It is possible to carry out an ignition cut inside.
In addition to recording the ignition cut permission information in the RAM 113 and resetting the ignition control process 124 to the ignition cut mode, the vehicle state determination process 121 again needs to enter the ignition cut mode again. It may be determined whether or not. That is, when the vehicle state determination process 121 receives a notification of the execution of crank correction from the crank correction determination process 122, the vehicle state determination process 121 again receives signals from the ion sensor 18, the knock sensor 19, the vehicle speed sensor 20, and the idle switch 16, and the igniter. It is determined whether or not it is necessary to shift to the ignition cut mode from the state of the monitor signal or the like. When it is determined that the transition to the ignition cut mode is necessary, the vehicle state determination process 121 notifies the ignition control process 124 of the instruction to shift to the ignition cut mode again.
The ignition cut permission information recorded in the RAM 113 may be deleted after the vehicle state determination processing 121 refers to the RAM 113 in response to the notification of the execution of crank correction.

  FIG. 8 shows the processing timing of conventional ignition control for resetting the ignition cut request when crank correction is performed. 8A shows a count value of a crank counter provided for each cylinder, FIG. 8B shows an ignition instruction mode notified to the ignition control processing 124, and FIG. Shows the operating state of the igniter 150. The crank counter is, for example, a counter that is incremented when the signal level of the NE signal changes from a low level to a high level. The crank position / ignition timing calculation process 123 determines a crank position for each cylinder based on a count value of a crank counter provided for each cylinder.

As shown in FIG. 8, when the crank position is BTDC 240 °, a request for ignition cut is output from the vehicle state determination process 121 to the ignition control process 124, and the ignition control process 124 shifts to the ignition cut mode (see FIG. 8B). ). Thereafter, it is assumed that the crank position is corrected by the crank correction determination process 122 at a timing when the crank position is BTDC 30 °.
In the conventional microcomputer control, when the crank correction is performed after BTDC 240 °, an initialization signal is output to the crank correction determination process 122 and the ignition control process 124, and the mode of the ignition control process 124 is set to the ignition mode. For this reason, the ignition cut request set in the ignition control process 124 is reset, and the ignition instruction mode to the ignition control process 124 is changed to fixed ignition. Therefore, as shown in the igniter state of FIG. 8C, the ignition cut is not performed, and the ignition control is performed.

FIG. 9 shows the processing timing of the ignition control of this embodiment in which the ignition cut request is again made when the crank correction is performed. As in FIG. 8, FIG. 9A shows the count value of the crank counter provided for each cylinder, and FIG. 9B shows the ignition instruction mode notified to the ignition control processing 124. FIG. 9C shows the operating state of the igniter 150.
In this embodiment, when the crank position is corrected after BTDC 240 °, the crank correction determination process 122 outputs an initialization signal to the ignition control process 124 and also performs crank correction in the vehicle state determination process 121. A signal indicating that is output.
Receiving the notification, the vehicle state determination process 121 refers to the RAM 113 to determine whether or not the ignition cut permission information is recorded in the RAM 113. If the ignition cut permission information is recorded in the RAM 113, the vehicle state determination process 121 requests the ignition control process 124 again to instruct the ignition cut mode. For this reason, as shown in FIG. 9B, the ignition control process 124 is set again to the ignition cut mode even when the crank correction is performed, and the igniter 150 becomes the ignition timing as shown in FIG. 9C. Ignition control is not performed.

FIG. 10A shows a correspondence relationship between the processing mode of the conventional ignition control process in which the ignition control is performed without performing the ignition cut when the crank correction is performed, and the crank position. FIG. 10B shows a correspondence relationship between the processing mode of the ignition control processing 124 of the present embodiment in which the ignition cut is performed even when the crank correction is performed, and the crank position.
In the conventional ignition control process shown in FIG. 10A, when the crank position is corrected after BTDC 240 °, which is the ignition cut request timing, the ignition control process 124 is reset by the initialization signal from the crank correction determination process 122. It will be in a state, and it shifts to the ignition standby state by this reset. Thereafter, the ignition control process sets a timer for starting energization to the ignition coil 151 starting from the timing of BTDC 60 °, and shifts to the energization start standby state. The ignition control process sets a timer for ending energization to the ignition coil 151 with the timing of BTDC 30 ° as a starting point, and then shifts to an energization end standby state. Energization to the ignition coil 151 is cut at the timing set by the timer, and a high voltage is applied to the ignition plug 152. The ignition control process shifts to a rest state when the process for igniting the spark plug 152 is completed.
On the other hand, in the ignition control process 124 of the present embodiment shown in FIG. 10B, when the crank position is corrected after BTDC 240 ° which is the ignition cut request timing, the ignition control process 124 is once reset. However, the ignition cut standby state is set again in response to a request from the vehicle state determination process 121. Accordingly, the ignition control process 124 maintains this state even when BTDC is 60 ° and BTDC is 30 °, so the ignition control is not performed.

The processing flow of the software processing unit 120 of the microcomputer 103 will be described with reference to the flowchart shown in FIG.
First, the crank correction determination process 122 determines whether or not it is necessary to perform crank correction. If it is determined that correction is necessary, crank correction is performed (step S1). The crank correction determination process 122 that has performed the crank correction outputs an initialization signal to the ignition control process 124, and sets the mode of the ignition control process 124 to the ignition mode (step 2). The ignition control process 124 initializes the ignition cut mode and the ignition mode set by the vehicle state determination process 121, the ignition timing for each cylinder calculated by the crank position / ignition timing calculation process 123, and the like by inputting an initialization signal. . Further, the crank correction determination processing 122 that has performed the crank correction determines whether or not the correction execution timing is after BTDC 240 ° that is the ignition cut request timing (step S3). If the correction execution timing is not after BTDC 240 ° (step S3 / NO), this process is terminated. When the correction execution timing is after BTDC 240 ° (step S3 / YES), the crank correction determination process 122 notifies the vehicle state determination process 121 of the execution of the crank position correction. The vehicle state determination process 121 that has received the notification determines whether or not the ignition cut execution permission information is recorded in the RAM 113 (step S4). If the ignition cut execution permission information is recorded in the RAM 113 (step S4 / YES), the vehicle state determination process 121 instructs the ignition control process 124 to shift to the ignition cut mode again (step S5). . If the ignition cut execution permission information is not recorded in the RAM 113 (step S4 / NO), the vehicle state determination process 121 ends this process.

  In this way, in this embodiment, even if the crank correction is performed after BTDC 240 °, which is the ignition cut request timing, the ignition control process 124 for performing the ignition control can be reset to the ignition cut mode. Therefore, unnecessary false ignition can be prevented, and the life and performance of the ignition device can be prevented from decreasing.

  The embodiment described above is a preferred embodiment of the present invention. However, the present invention is not limited to this, and various modifications can be made without departing from the scope of the present invention.

It is a figure which shows the process timing at the time of normal ignition control in which ignition cut is not performed. It is a figure which shows the correspondence of the process mode at the time of normal ignition control in which ignition cut is not performed, and a crank position. It is a figure which shows the process timing at the time of the ignition cut control which performs an ignition cut. It is a figure which shows the correspondence of the process mode at the time of the ignition cut control which performs an ignition cut, and a crank position. It is a block diagram which shows the structure of engine ECU. It is a figure which shows the hardware constitutions of a microcomputer. It is a figure which shows the structure of the software processing part of a microcomputer. It is a figure which shows the process timing of the conventional ignition control in which the ignition cut mode is reset by crank correction. It is a figure which shows the processing timing of the ignition control in which the ignition cut mode is set again after crank correction. (A) is a figure which shows the transition of the process mode of the conventional ignition control in which the ignition cut mode is reset by crank correction, (B) is the process of the ignition control in which the ignition cut mode is set again after crank correction. It is a figure which shows transition of a mode. It is a flowchart which shows the process sequence of the software process part of a microcomputer.

Explanation of symbols

DESCRIPTION OF SYMBOLS 10 Crank position sensor 13 Cam position sensor 16 Idle switch 17 Starter switch 18 Ion sensor 19 Knock sensor 20 Vehicle speed sensor 100 Engine ECU
DESCRIPTION OF SYMBOLS 101 Input circuit 102 A / D converter 103 Microcomputer 104 Output circuit 121 Vehicle state determination processing 122 Crank correction determination processing 123 Crank position / ignition timing calculation processing 124 Ignition control processing

Claims (6)

A control device for controlling an internal combustion engine,
A storage unit for storing information relating to control of the internal combustion engine;
An ignition timing calculation process for calculating an ignition timing for controlling the ignition device based on the crank position sensor signal;
An ignition control process for controlling the ignition device based on the ignition timing calculated by the ignition timing calculation process when the mode is the ignition mode;
Ignition cut determination that determines whether or not to execute the ignition cut control process based on an external signal and stores the ignition cut permission information in the storage unit and sets the mode to the ignition cut mode when permitting the execution of the ignition cut control process Processing,
Crank position information correction processing for correcting the crank position information based on a signal from the crank position sensor and setting the mode to the ignition mode;
When the crank position information is corrected by the crank position information correction process and the mode is the ignition mode, and the ignition cut permission information is stored in the storage unit, the ignition cut re-change mode is again changed to the ignition cut mode. Judgment processing,
An execution unit for executing
A control device comprising: A control device for controlling an internal combustion engine,
An ignition timing calculation process for calculating an ignition timing for controlling the ignition device based on the crank position sensor signal;
An ignition control process for controlling the ignition device based on the ignition timing calculated by the ignition timing calculation process when the mode is the ignition mode;
Ignition cut determination processing for determining whether or not to execute ignition cut control processing based on an external signal and setting the mode to ignition cut mode when permitting execution of the ignition cut mode control processing;
Crank position information correction processing for correcting the crank position information based on a signal from the crank position sensor and setting the mode to the ignition mode;
When the crank position information is corrected by the crank position information correction process and the mode is the ignition mode, it is determined again whether or not to execute the ignition cut control process based on the external signal, and the execution of the ignition cut control process is permitted. Ignition cut redetermination processing to change the mode to the ignition cut mode again,
An execution unit for executing
A control device comprising:   The ignition cut determination processing includes a case where a temperature increase of a cylinder in the internal combustion engine is detected by a sensor signal output from a sensor and a case where a failure of the ignition device is detected by a monitor signal for monitoring an operating state of the ignition device. The control device according to claim 1, wherein execution of ignition cut control processing is permitted in at least one of them.   The ignition cut determination process and the ignition cut re-determination process are performed when a temperature increase of a cylinder in the internal combustion engine is detected by a sensor signal output from a sensor and by a monitor signal for monitoring an operating state of the ignition apparatus. The control device according to claim 2, wherein the execution of the ignition cut control process is permitted in at least one of a case where a failure is detected. A control method for controlling an internal combustion engine,
Calculating an ignition timing for controlling the ignition device based on a crank position sensor signal;
Controlling the ignition device based on the calculated ignition timing when the mode is the ignition mode;
When determining whether or not to execute the ignition cut control process based on an external signal and permitting the execution of the ignition cut control process, storing the ignition cut permission information in the storage unit and setting the mode to the ignition cut mode;
Correcting the crank position information based on the signal from the crank position sensor and setting the mode to the ignition mode;
When the crank position information is corrected, the mode is the ignition mode, and the ignition cut permission information is stored in the storage unit, the step of changing the mode to the ignition cut mode again;
A control method. A control method for controlling an internal combustion engine,
Calculating an ignition timing for controlling the ignition device based on a crank position sensor signal;
Controlling the ignition device based on the calculated ignition timing when the mode is the ignition mode;
Determining whether or not to execute the ignition cut control process based on an external signal, and allowing the execution of the ignition cut mode control process, setting the mode to the ignition cut mode; and
Correcting the crank position information based on the signal from the crank position sensor and setting the mode to the ignition mode;
When the crank position information is corrected and the mode is the ignition mode, whether or not to execute the ignition cut control process is determined again based on the external signal, and when the execution of the ignition cut is permitted, the mode is changed to the ignition cut mode again. And steps to
A control method characterized by comprising:

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