JP2010236510A - Electronic control type engine - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide an electronic control type engine preventing degradation in detection accuracy of a crank angle. <P>SOLUTION: A crank angle sensor 2 outputs an analogue pulsating flow signal 51 corresponding to detection based on detection of thick walls and clearances configuring a reference tooth missing part 48, crank angle corresponding teeth 47, and a clearance 50 between teeth, that is between the crank angle corresponding teeth 47, 47, passing in front of its detection part 5, and the analogue pulsating flow signal 51 is converted to a pulse signal 54 based on prescribed threshold values 52, 53 by a waveform shaping circuit. A control means detects a detection reference position of the crank angle and the crank angle by the pulse signal 54. The reference tooth missing part 48 includes a thick wall 55 stepped downward in the direction separating further from the detection part 5 than the adjacent crank angle corresponding tooth 47. <P>COPYRIGHT: (C)2011,JPO&INPIT

Description

  The present invention relates to an electronically controlled engine, and more particularly to an electronically controlled engine that can prevent a decrease in crank angle detection accuracy.

  As illustrated in FIG. 10, a conventional electronically controlled engine includes a rotor plate (1) and a crank angle sensor (2) as crank angle detection means, and the rotor plate (1) is integrated with the crankshaft (3). The detected portion (4) is provided at the outer peripheral edge of the rotor plate (1), and the detected tooth (4) is a reference tooth corresponding to the crank angle detection reference position. A notch portion (48) and a plurality of crank angle corresponding teeth (47) arranged at predetermined intervals in the circumferential direction corresponding to the crank angle are provided, and a crank angle sensor ( Based on the detection of the detected part (4) passing through the front of the detecting part (5) by the crank angle sensor (2), the detecting part (5) at the tip of 2) is opposed to the crankshaft (3 ) Is detected (for example, see Patent Document 1).

This type of engine has an advantage that electronic control such as fuel injection timing can be performed by detecting the crank angle of the crankshaft.
However, in this type of electronically controlled engine, as illustrated in FIG. 10, the crank angle sensor (2) has a reference tooth missing part (48) passing through the front of the detection part (5) and a crank angle corresponding tooth ( 47) and an analog pulsating flow signal (51) corresponding to these detections based on the detection of the wall and the gap constituting the interdental gap (50) between the teeth corresponding to the crank angle (47) and (47). The analog pulsating flow signal (51) is converted into a pulse signal (54) based on a predetermined threshold value (52) (53) by a waveform shaping circuit, and the control means uses the pulse signal (54). In detecting the crank angle detection reference position and the crank angle, there is a problem because the reference tooth missing portion (48) is a space without a wall.

JP 2002-327645 A

<< Problem >> The detection accuracy of the crank angle may be lowered.
As illustrated in FIG. 10, since the reference tooth missing portion (48) is a space without a wall, the waveform of the analog pulsating flow signal (51) overshoots when the reference tooth missing portion (48) is detected. When the crank angle corresponding tooth (47) following the reference tooth missing portion (48) is detected, the reaction causes overshooting in the reverse direction, and when the subsequent crank angle corresponding tooth (47) is detected, the pulse signal (54) is shaped. May be lost, and the crank angle detection accuracy may be reduced.

  It is an object of the present invention to provide an electronically controlled engine that can solve the above-described problems, that is, an electronically controlled engine that can prevent a decrease in crank angle detection accuracy.

Invention specific matters of the invention according to claim 1 are as follows.
As illustrated in FIG. 1 and FIG. 2, a rotor plate (1) and a crank angle sensor (2) are provided as crank angle detection means, and the rotor plate (1) is rotated integrally with the crankshaft (3). The rotor plate (1) is provided with a detected portion (4) on the outer peripheral edge thereof, and the detected tooth portion (48) corresponding to the crank angle detection reference position is provided as the detected portion (4). And a plurality of crank angle corresponding teeth (47) arranged at predetermined intervals in the circumferential direction corresponding to the crank angle, and the detected portion (4) has a tip of the crank angle sensor (2). The crank angle of the crankshaft (3) is determined based on the detection of the detected part (4) that faces the detection part (5) and passes the front of the detection part (5) by the crank angle sensor (2). In an electronically controlled engine designed to be detected,
As illustrated in FIG. 8 or FIG. 9, the crank angle sensor (2) includes a reference tooth missing portion (48), a crank angle corresponding tooth (47), and a crank angle corresponding tooth (47) passing in front of the detecting portion (5). 47) (47) Based on the detection of the wall or gap constituting the interdental gap (50), an analog pulsating flow signal (51) corresponding to these detections is output, and this analog pulsating flow is output. The signal (51) is converted into a pulse signal (54) based on a predetermined threshold value (52) (53) by a waveform shaping circuit, and the control means uses this pulse signal (54) to determine the crank angle detection reference position and the crank signal. In detecting corners,
Electronic control characterized in that the reference tooth missing portion (48) includes a wall (55) stepped down in a direction away from the detecting portion (5) relative to the adjacent crank angle corresponding tooth (47). Expression engine.

(Invention of Claim 1)
<Effect> It is possible to prevent a decrease in crank angle detection accuracy.
As illustrated in FIG. 8 or FIG. 9, the meat wall (55) in which the reference tooth missing part (48) is stepped down in a direction away from the detecting part (5) relative to the adjacent crank angle corresponding tooth (47). Since the waveform of the analog pulsating flow signal (51) does not overshoot when the reference tooth missing part (48) is detected, the waveform of the pulse signal (54) is shaped when the subsequent tooth corresponding to the crank angle (47) is detected. There is no possibility of missing or the like, and a decrease in crank angle detection accuracy due to this can be suppressed.

(Invention of Claim 2)
In addition to the effect of the invention according to claim 1, the following effect is achieved.
<Effect> It is possible to prevent a decrease in crank angle detection accuracy.
As illustrated in FIG. 9, the detected surface (56) of the flesh wall (55) of the reference tooth missing part (48) detected by the detection part (5) is the detection part (5) at the center in the circumferential direction. Since the concave surface recedes in the direction away from the analog pulsating flow signal (51), the rate of change of the separation distance from the detection unit (5) is increased to some extent, and the analog pulsating flow signal (51) passing through a predetermined threshold (52) (53). The rate of change of the output value of the analog pulsating current signal can be increased to some extent, and the stagnation of the output value of the analog pulsating flow signal (51) in the vicinity of the threshold values (52) and (53) hardly occurs. For this reason, even if the analog pulsating flow signal (51) picks up a scratch or the like on the detected surface (56) of the wall (55) of the reference tooth missing portion (48), it is detected as a threshold value (52) (53 ) On the basis of the pulse signal (54), the crank angle detection accuracy can be prevented from being lowered.

(Invention according to claim 3)
In addition to the effect of the invention according to claim 1 or claim 2, the following effect is achieved.
<Effect> The rotor plate can be reduced in size.
As illustrated in FIGS. 1 and 2, the rotor plate (1) is externally fixed to the crankshaft (3), so that the rotor plate (1) is externally fixed to the flywheel (6). The rotor plate (1) can be reduced in size.

<Effect> A decrease in detection accuracy of the crank angle sensor can be suppressed.
As illustrated in FIGS. 1 and 2, the detection portion (5) of the crank angle sensor (2) faces the detected portion (4) of the rotor plate (1) in the timing transmission case (8). However, since the timing transmission case (8) is not opened to the outside, the entry of dust from the outside is prevented, and the detection accuracy of the crank angle sensor (2) is reduced due to the adhesion of dust to the detection unit (5). Can be suppressed.

<Effect> Adjustment of the crank angle sensor becomes easy.
As illustrated in FIGS. 1 and 2, the rotor plate () is mounted on the crankshaft (3) in the timing transmission case (8) provided separately from the flywheel housing (7) in which the flywheel (6) is accommodated. 1) is fitted and fixed, and the crank angle sensor (2) is attached to the case wall (9) of the timing transmission case (8). The timing transmission case (8) and the timing transmission device (22) Since the structure does not need to be changed even if the type of machine on which the engine is mounted changes, the shape of the rotor plate (1), the mounting position and mounting structure of the crank angle sensor (2), the rotor plate (1) and the crank The relative orientation of the angle sensor (2) does not change, and there is no need to change the adjustment method of the crank angle sensor (2).
For this reason, the adjustment of the crank angle sensor (2) can be unified with other engines having different machines, and the adjustment of the crank angle sensor (2) is facilitated.

<Effect> Management of engine parts is simplified.
As illustrated in FIGS. 1 and 2, a rotor plate (3) is mounted on a crankshaft (3) in a timing transmission case (8) provided separately from a flywheel housing (7) in which a flywheel (6) is accommodated. 1) is fitted and fixed, and the crank angle sensor (2) is attached to the case wall (9) of the timing transmission case (8), so the mounting structure of the rotor plate (1) and the crank angle sensor (2) The flywheel and flywheel housing of a non-electronically controlled industrial engine that does not include the above can be directly used as an electronically controlled industrial engine.
In this case, unlike the non-electronically controlled industrial engine, it is necessary to externally fix the rotor plate (1) to the crankshaft (3). For example, a thin crank gear (13) is used. The rotor plate (1) is attached to the crankshaft by a simple structure such as sandwiching the inner peripheral edge (14) of the rotor plate (1) between the crank gear (13) and the seat (12) of the crankshaft (3). Since it can be fixed to (3), it is sufficient to prepare one kind of thin crank gear (13) or the like, and the number of kinds of engine parts can be increased little.
Unlike the non-electronically controlled industrial engine, the timing transmission case (8) requires a mounting portion for the crank angle sensor (2), but the timing transmission case (8) is a machine equipped with the engine. Because there is no need to change the structure even if the type changes, the timing transmission case (8) for the electronically controlled industrial engine equipped with the crank angle sensor (2) attachment is used for the non-electronically controlled industrial It is sufficient to prepare one type separately from the timing transmission case for the engine, and the number of types of engine parts is small.
As described above, since the increase in the types of engine parts is small, the management of the engine parts is simplified.

(Invention of Claim 4)
In addition to the effect of the invention according to claim 3, the following effect is achieved.
<Effect> It is possible to suppress the base end portion of the crank angle sensor from greatly protruding from the timing transmission gear case.
As illustrated in FIG. 2, the crank angle sensor (2) is inclined with respect to the axis of the crankshaft (3), so that the crank angle sensor is both in the axial direction of the crankshaft (3) and in the orthogonal direction thereof. It can suppress that the base end part (11) of (2) protrudes largely from the timing transmission case (8).

(Invention according to claim 5)
In addition to the effect of the invention according to claim 4, the following effect is achieved.
<Effect> A large-capacity oil pump can be arranged without interfering with the base end of the crank angle sensor.
As illustrated in FIG. 2, an oil pump (10) surrounding the crankshaft (3) is provided in the timing transmission case (8), and a crank angle sensor ( Since the base end portion (11) of 2) is further away from the crankshaft (3) than the detection portion (5) at the front end, a large capacity oil pump (10) is connected to the base end portion of the crank angle sensor (2). It can arrange | position, without making it interfere with (11).

(Invention of Claim 6)
In addition to the effects of the invention according to any one of claims 3 to 5, the following effects are provided.
<Effect> The rotor plate can be easily fixed.
As illustrated in FIG. 2, the inner peripheral edge (14) of the rotor plate (1) is sandwiched between a seat (12) provided on the crankshaft (3) and the crank gear (13). Since the rotor plate (1) is fixed to the crankshaft (3), use a thinner crank gear (13) than that of a non-electronically controlled industrial engine without the rotor plate (1). Thus, the rotor plate (1) can be easily fixed.

(Invention of Claim 7)
In addition to the effect of the invention according to claim 6, the following effect is achieved.
<Effect> Mounting of parts such as a rotor plate becomes easy.
As illustrated in FIG. 2, the mounting bolt (17) for attaching the crank pulley (15) to the crankshaft (3) includes a crank pulley (15), a pump drive unit (16), a crank gear (13), and a rotor plate ( 1) and the crankshaft (3) are fastened together, so that it is easy to attach components such as the rotor plate (1).

It is a front view of the timing transmission case used with the electronically controlled industrial engine which concerns on embodiment of this invention. It is the II-II sectional view taken on the line of FIG. It is a figure explaining the nonmagnetic plate arrange | positioned in the timing transmission case of FIG. 4A and 4B are diagrams for explaining a rotor plate used in an electronically controlled industrial engine according to an embodiment of the present invention, where FIG. 4A is a front view, and FIG. 4B is a cross-sectional view taken along line BB in FIG. It is. 1 is a front view of an electronically controlled industrial engine according to an embodiment of the present invention. It is a right view of the engine of FIG. It is a left view of the engine of FIG. FIG. 6 is an explanatory diagram of a relationship among a detected portion of the engine of FIG. 5, an analog pulsating flow signal, and a pulse signal. FIG. 6 is an explanatory diagram of a relationship between a modified example of the detected portion of the engine of FIG. 5 and an analog pulsating flow signal and a pulse signal. It is a relationship explanatory drawing of the to-be-detected part of the conventional engine, an analog pulsating flow signal, and a pulse signal.

  Embodiments of the present invention will be described with reference to the drawings. 1 to 9 are views for explaining an electronically controlled industrial engine according to an embodiment of the present invention. In this embodiment, a vertical four-cycle in-line four-cylinder water-cooled common rail industrial diesel engine will be described.

The outline of the engine according to the embodiment of the present invention is as follows.
As shown in FIG. 6, the cylinder head (24) is assembled to the upper part of the cylinder block (23), the head cover (25) is assembled to the upper part of the cylinder head (24), and the oil pan is installed to the lower part of the cylinder block (23). (26) is assembled. A timing transmission case (8) and a water pump (43) are assembled to the front part of the cylinder block (23), and an engine cooling fan (44) is attached to the front part of the water pump (43). A flywheel housing (7) is assembled to the rear part of the cylinder block (23), and the flywheel (6) is accommodated in the flywheel housing (7).

  As shown in FIG. 7, an intake manifold (28) is assembled on the left side of the cylinder head (24), a common rail (29) is arranged on the left side of the intake manifold (28), and a fuel supply is arranged on the left side of the cylinder block (23). A pump (30) is arranged. An injector (not shown) in the head cover (25) is connected to the common rail (29), and an electromagnetic valve of the injector is controlled to open and close by an ECU (engine control unit), and a predetermined amount of fuel is injected at a predetermined fuel injection timing. To be done. This fuel injection timing is set based on detection of the crank angle of the crankshaft (3) and cylinder discrimination.

The configuration of the crank angle detection means is as follows.
As shown in FIGS. 1 and 2, a rotor plate (1) and a crank angle sensor (2) are provided as crank angle detecting means, and the rotor plate (1) is rotated integrally with the crankshaft (3). The detected portion (4) is provided on the outer peripheral edge of the rotor plate (1). The detected portion (4) includes a reference tooth-less portion (48) corresponding to the crank angle detection reference position. A plurality of crank angle corresponding teeth (47) arranged at predetermined intervals in the circumferential direction corresponding to the crank angle are provided, and the detected portion (4) detects the tip of the crank angle sensor (2). The crank angle of the crankshaft (3) is detected based on the detection of the detected part (4) that faces the part (5) and passes in front of the detection part (5) by the crank angle sensor (2). To be. The crank angle sensor (2) is an electromagnetic coil pickup called an MPU sensor.

As shown in FIG. 8, the crank angle sensor (2) includes a reference tooth missing portion (48), a crank angle corresponding tooth (47), and a crank angle corresponding tooth (47) (47) passing in front of the detecting portion (5). ) Based on the detection of the wall or gap forming the interdental gap (50), the rate of change in the separation distance from the detector (5) to the wall and the magnetic flux density generated by the wall or gap The analog pulsating flow signal (51) corresponding to the detection of the wall and the gap is output based on the change rate of the analog pulsating flow, and the analog pulsating flow signal (51) is set to a predetermined threshold value (52) (53) by the waveform shaping circuit. Based on this, the pulse signal (54) is converted, and the control means detects the crank angle detection reference position and the crank angle based on the pulse signal (54). The reference tooth missing part (48) includes a wall wall (55) stepped down in a direction away from the detecting part (5) relative to the adjacent crank angle corresponding tooth (47). The detected surface (56) of the flesh wall (55) of the reference tooth missing portion (48) detected by the detecting portion (5) is a flat surface. The control means is an engine ECU and controls the fuel injection timing based on the detection of the crank angle. ECU is an abbreviation for electronic control unit. As the waveform shaping circuit, a Schmitt trigger circuit having two threshold values (52) and (53) is used.
As shown in the modified example of FIG. 9, the detected surface (56) of the flesh wall (55) of the reference tooth missing portion (48) detected by the detection unit (5) is the detection unit ( It may be a concave surface that recedes in a direction away from 5). In FIG. 9, the same elements as those in FIG. 8 are denoted by the same reference numerals.

  As shown in FIGS. 1 and 2, a rotor plate (1) is mounted on a crankshaft (3) in a timing transmission case (8) provided separately from a flywheel housing (7) in which a flywheel (6) is accommodated. ) Is fitted and fixed, the crank angle sensor (2) is attached to the case wall (9) of the timing transmission case (8), and the detector (5) of the crank angle sensor (2) is connected to the timing transmission case (8 ) Is opposed to the detected portion (4) of the rotor plate (1).

The configuration of the cylinder discrimination means is as follows.
As shown in FIG. 1, the cylinder discriminating means includes a sensor plate (31) and a cylinder discriminating sensor (32). The sensor plate (31) is a valve that rotates once while the crankshaft (3) rotates twice. It is attached to the cam shaft (33), and one detected portion (49) is provided on the outer peripheral edge of the sensor plate (31), and this detected portion (49) is detected by the cylinder discrimination sensor (32). Based on this, it is determined whether the reference position of the crank angle detected by the crank angle sensor (2) is the reference position corresponding to which stroke of which cylinder. Specifically, it is determined that the reference position of the crank angle is the top dead center position of the compression stroke of the first cylinder.

  As shown in FIG. 1, a sensor plate (31) is mounted on a valve camshaft (33) in a timing transmission case (8) provided separately from a flywheel housing (7) in which a flywheel (6) is accommodated. Is fitted and fixed, a cylinder discrimination sensor (32) is attached to the case wall (9) of the timing transmission case (8), and a detection part of the cylinder discrimination sensor (32) is a sensor in the timing transmission case (8). It faces the detected part of the plate (31).

  As shown in FIG. 1, the timing transmission case (8) is a timing transmission gear case, and the internal timing transmission device (22) is a timing transmission gear train. The crank gear (13) and the first idle gear are provided. (34), a valve operating cam gear (35), a second idle gear (36), and a fuel supply pump gear (37).

As shown in FIG. 2, the crank angle sensor (2) is inclined with respect to the axis of the crankshaft (3).
An oil pump (10) surrounding the crankshaft (3) is provided in the timing transmission case (8), and a proximal end portion (11) of a crank angle sensor (2) disposed on the peripheral side of the oil pump (10). ) Is further away from the crankshaft (3) than the detection part (5) at the tip.
The oil pump (10) is a trochoid pump, and an inner rotor (39) and an outer rotor (40) are accommodated in a pump case (38) formed integrally with the timing transmission case (8).

As shown in FIG. 2, the inner peripheral edge (14) of the rotor plate (1) is sandwiched between a seat (12) provided on the crankshaft (3) and the crank gear (13), so that the rotor The plate (1) is fixed to the crankshaft (3).
A crank pulley (15) is disposed at the tip of the crankshaft (3), and a pump drive section (16) of the oil pump (10) is sandwiched between the crank pulley (15) and the crank gear (13). .
The crank pulley (15), the pump drive unit (16), the crank gear (13), and the rotor plate (1) are connected to the crankshaft (3) by a mounting bolt (17) for attaching the crank pulley (15) to the crankshaft (3). ) And fastened together.
The crank pulley (15) is a pulley that drives the fan belt (45) of the engine cooling fan (44).

As shown in FIG. 2, the seat (12) is provided adjacent to the journal portion (41) of the crankshaft (3) and receives the rotor plate (1), but the rotor plate (1) is not attached. In this case, the crank gear (13) is received. As shown in FIG. 2, a knock pin (43) attached to the crank gear (13) is engaged with the notch (42) of the rotor plate (1) shown in FIGS. 1) is prevented from rotating.
The crank gear (13) is made thinner by the thickness of the rotor plate (1) than when the rotor plate (1) is not attached. The crank gear (13) is fitted into the crankshaft (3) with a gap. The crank gear (13) may be an intermediate fit or an interference fit on the crankshaft (3).
The pump drive unit (16) is a pump drive gear that is externally fitted and fixed to the crankshaft (1) and has an inner rotor (39) that is externally fitted and fixed.

As shown in FIG. 2, there is a magnetic body (18) in front of the detection part (4) in front of the detection part (5) of the crank angle sensor (2), and the detection part of the rotor plate (1). When the crank angle sensor (2) detects the detected portion (4) based on the magnetism of (4), the magnetic body (18) is covered with a nonmagnetic plate (19).
As shown in FIGS. 4 (A) and 4 (B), the detected part (4) has a large number of teeth (47) provided at predetermined intervals in the circumferential direction on the outer peripheral edge of an annular iron plate that is a magnetic body. (47) and a tooth missing part (48). As shown in FIG. 2, the magnetic body (18) is a wall of a cylinder block (23) made of cast iron. The nonmagnetic plate (19) is an aluminum alloy plate and covers only a small area in front of the detection section (5) as shown in FIG. Reference numeral (46) in FIG. 3 denotes an end plate, which is attached to the end face of the cylinder block (23) and constitutes the end wall of the timing transmission case (8) together with the end face of the cylinder block (23).

(1) Rotor plate
(2) Crank angle sensor
(3) Crankshaft
(4) Detected part
(5) Detection unit
(6) Flywheel
(7) Flywheel housing
(8) Timing transmission case
(9) Case wall
(10) Oil pump
(11) Base end of crank angle sensor
(12) Seat
(13) Crank gear
(14) Inner peripheral edge of rotor plate
(15) Crank pulley
(16) Pump drive
(17) Mounting bolt
(18) Magnetic material
(19) Non-magnetic plate
(47) Crank angle compatible teeth
(50) Interdental gap
(51) Analog pulsating flow signal
(52) Threshold
(53) Threshold
(54) Pulse signal
(55) Meat wall
(56) Surface to be detected

Claims (7)

A rotor plate (1) and a crank angle sensor (2) are provided as crank angle detection means, and the rotor plate (1) is attached to rotate integrally with the crankshaft (3). A detected portion (4) is provided on the outer peripheral edge, and the detected portion (4) is a predetermined reference in the circumferential direction corresponding to the reference tooth-less portion (48) corresponding to the crank angle detection reference position and the crank angle. A plurality of teeth corresponding to the crank angle (47) arranged at intervals, and a detecting portion (5) at the tip of the crank angle sensor (2) is opposed to the detected portion (4), and the detecting portion In the electronically controlled engine in which the crank angle of the crankshaft (3) is detected based on the detected part (4) passing in front of (5) being detected by the crank angle sensor (2) ,
The crank angle sensor (2) includes a reference tooth gap (48) that passes in front of the detecting portion (5), a gap between the crank angle corresponding teeth (47), and the crank angle corresponding teeth (47) (47). On the basis of the detection of the wall and the gap constituting (50), an analog pulsating flow signal (51) corresponding to these detections is output, and this analog pulsating flow signal (51) is predetermined by a waveform shaping circuit. Based on the threshold values (52) and (53), the signal is converted into a pulse signal (54), and the control means detects the crank angle detection reference position and the crank angle based on the pulse signal (54).
Electronic control characterized in that the reference tooth missing portion (48) includes a wall (55) stepped down in a direction away from the detecting portion (5) relative to the adjacent crank angle corresponding tooth (47). Expression engine. The electronically controlled engine according to claim 1,
The detected surface (56) of the flesh wall (55) of the reference tooth missing portion (48) detected by the detecting portion (5) is a concave surface that retreats in the direction in which the central portion in the circumferential direction is separated from the detecting portion (5). An electronically controlled engine characterized by that. The electronically controlled engine according to claim 1 or 2,
When used as an industrial engine,
The rotor plate (1) is fitted and fixed to the crankshaft (3) in a timing transmission case (8) provided separately from the flywheel housing (7) in which the flywheel (6) is accommodated, and the timing transmission is performed. The crank angle sensor (2) is attached to the case wall (9) of the case (8), and the detection part (5) of the crank angle sensor (2) is covered with the rotor plate (1) in the timing transmission case (8). An electronically controlled industrial engine characterized by facing the detector (4). The electronically controlled engine according to claim 3,
An electronically controlled engine characterized in that the crank angle sensor (2) is inclined with respect to the axis of the crankshaft (3). The electronically controlled engine according to claim 4,
An oil pump (10) surrounding the crankshaft (3) is provided in the timing transmission case (8), and a proximal end portion (11) of a crank angle sensor (2) disposed on the peripheral side of the oil pump (10). ) Is an electronically controlled engine characterized in that it is further away from the crankshaft (3) than the tip detection section (5). The electronically controlled engine according to any one of claims 3 to 5,
An inner peripheral edge (14) of the rotor plate (1) is sandwiched between a receiving seat (12) provided on the crankshaft (3) and a crank gear (13), and the rotor plate (1) is attached to the crankshaft. An electronically controlled engine characterized by being fixed to (3). The electronically controlled engine according to claim 6,
A crank pulley (15) is disposed at the tip of the crankshaft (3), and a pump drive section (16) of the oil pump (10) is sandwiched between the crank pulley (15) and the crank gear (13).
The crank pulley (15), the pump drive unit (16), the crank gear (13), and the rotor plate (1) are connected to the crankshaft (3) by a mounting bolt (17) for attaching the crank pulley (15) to the crankshaft (3). ), An electronically controlled engine characterized by being fastened together.

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