JP2011111901A - Engine acceleration/deceleration state discriminating device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide an inexpensive engine acceleration/deceleration state discriminating device capable of discriminating an engine acceleration/deceleration state without depending on detection of a throttle valve opening and intake negative pressure. <P>SOLUTION: The device comprises a crank pulse generating device 23 for generating a plurality of pulse signals P per one rotation of an engine crankshaft, revolution fluctuation detecting means 32, 33 for computing rotation fluctuation of a crankshaft in respective strokes of an engine from the pulse signal P, and an acceleration/deceleration discriminating means 34 for discriminating an engine acceleration/deceleration state by comparing rotation fluctuation of the engine in a stroke before the prescribed top dead center with rotation fluctuation in a stroke after the top dead center. <P>COPYRIGHT: (C)2011,JPO&amp;INPIT

Description

  The present invention relates to an improvement in an engine acceleration / deceleration state discriminating apparatus that discriminates whether an engine operating state is an acceleration state or a deceleration state.

  In an engine, generally, the fuel injection amount and ignition timing of the engine are controlled in accordance with the acceleration / deceleration state (see Patent Document 1).

JP-A-63-1131139

  In that case, the acceleration / deceleration state of the engine was determined using the throttle valve opening, intake negative pressure, etc., so multiple types of sensors were required to detect them, and the cost tended to increase. .

  The present invention has been made in view of such circumstances, and an inexpensive engine acceleration / deceleration state discriminating apparatus capable of discriminating the acceleration / deceleration state of the engine without depending on the detection of the throttle valve opening or intake negative pressure. The purpose is to provide.

  In order to achieve the above object, the present invention calculates a crank pulse generator for generating a large number of pulse signals per revolution of an engine crankshaft, and calculates crankshaft rotation fluctuations in each stroke of the engine from the pulse signals. A rotation fluctuation detecting means; and an acceleration / deceleration determining means for determining an acceleration / deceleration state of the engine by comparing a rotation fluctuation in a stroke before a predetermined top dead center of the engine and a rotation fluctuation in a stroke after the upper dead center. It is the first feature that it is provided. Note that the rotation fluctuation detecting means includes an angular velocity calculation circuit 32 and an angular acceleration calculation circuit 33 in the first embodiment of the present invention, which will be described later, and a pulse cycle calculation circuit 42 and a pulse cycle fluctuation calculation calculation in the second embodiment. This corresponds to the circuit 43.

  According to the present invention, in addition to the first feature, the rotation fluctuation detecting means calculates rotation fluctuations in a compression stroke and an expansion stroke arranged with a top dead center therebetween, and the acceleration / deceleration determining means calculates the compression stroke. A second feature is that the deceleration state is determined by comparing each rotation variation in the stroke and the expansion stroke.

  Further, according to the present invention, in addition to the first feature, the rotational fluctuation detecting means calculates each rotational fluctuation in an exhaust stroke and an intake stroke arranged with a top dead center in between, and the acceleration / deceleration determining means calculates the exhaust stroke. The third feature is that the acceleration state is determined by comparing each rotation fluctuation in the intake stroke.

  Furthermore, in addition to the first feature, the present invention has a fourth feature that the rotational fluctuation detecting means calculates the angular acceleration of the crankshaft as the rotational fluctuation of the crankshaft.

  Furthermore, in the present invention, in addition to the first feature, the rotation fluctuation detecting means calculates a pulse period at an initial stage or an end of an adjacent stroke from the pulse signal, and based on these, calculates a pulse period as a rotation fluctuation of the crankshaft. The fifth feature is to calculate the fluctuation rate of.

  According to the first feature of the present invention, it is possible to provide an inexpensive engine acceleration / deceleration state discriminating apparatus capable of discriminating the acceleration / deceleration state of the engine without depending on the detection of the throttle valve opening degree or the intake negative pressure. .

  According to the second feature of the present invention, it is possible to determine the deceleration state of the engine without depending on the detection of the throttle valve opening or intake negative pressure.

  According to the third feature of the present invention, it is possible to determine the acceleration state of the engine without depending on the detection of the throttle valve opening or intake negative pressure.

  According to the fourth feature of the present invention, since it is easy to calculate the angular acceleration from the angular velocity of the crankshaft, it is possible to reduce the burden on the rotation fluctuation detecting means.

  According to the fifth feature of the present invention, since it is easy to calculate the pulse period at the initial stage or the end of the adjacent process from the pulse signal, and to calculate the fluctuation rate of the pulse period based on them, the rotational fluctuation The burden on the detection means can be reduced.

1 is a side view of a main part of a motorcycle including an engine acceleration / deceleration state determination device according to a first embodiment of the present invention; FIG. 3 is a circuit diagram of an electronic control unit in the acceleration / deceleration state determination device for the engine. Action | operation explanatory drawing of 1st Example. The circuit diagram of the electronic control unit which shows 2nd Example of this invention. Action | operation explanatory drawing of 2nd Example.

  Embodiments of the present invention will be described below on the basis of preferred embodiments of the present invention shown in the accompanying drawings.

  The description starts with the description of the first embodiment of the present invention shown in FIGS. First, in FIG. 1, a motorcycle engine E is a four-cycle, single-cylinder type. The engine body 1 is composed of a cylinder block 2 having a cylinder 2a, a crankcase 3 connected to the lower end of the cylinder block 2, and a cylinder head 4 joined to the upper end of the cylinder block 2. A piston 5 is fitted in the cylinder 2 a, and a crankshaft 7 connected to the piston 5 via a connecting rod 6 is accommodated and supported in the crankcase 3. The cylinder head 4 is provided with an intake port 8 and an exhaust port 9 and an intake valve 10 and an exhaust valve 11 that can open and close them.

  The cylinder head 4 is provided with a throttle body 12 having an intake passage 12a connected to the upstream end of the intake port 8, and the intake amount of the engine E can be adjusted by controlling the opening of a throttle valve 13 that opens and closes the intake passage 12a. It is like that.

  Further, a fuel injection valve 14 capable of injecting fuel toward the intake port 8 on the downstream side of the throttle valve 13 is mounted on the throttle body 12, and the fuel injection valve 14 is disposed in a fuel tank 15. A fuel pump 16 is connected via a fuel conduit 17.

  Furthermore, an ignition plug 18 is screwed to the cylinder head 4 and an ignition coil 19 is connected thereto.

  An electronic control unit 20 that controls the operation of the fuel pump 16, the fuel injection valve 14, and the ignition coil 19 is connected. Reference numeral 21 denotes a battery as a power source for the electronic control unit 20.

  The engine E is provided with a crank pulse generator 23. The crank pulse generator 23 has a plurality of teeth N0 to N15 on the outer periphery and rotates integrally with the crankshaft 7, and is fixed to the crankcase 3 so as to face the outer periphery of the pulse rotor 24. And a pickup 25 to be configured. Therefore, the pulse rotor 24 rotates twice per cycle of the engine E.

  In the illustrated example, teeth 0 to 15 N0 to N15 are arranged at intervals of 20 ° on the outer periphery of the pulse rotor 24, and 60 ° between the teeth 0 and N15. A missing tooth region 26 (for two teeth) is provided. Thus, when the crankshaft 7 rotates, that is, when the pulse rotor 24 rotates, the pickup 25 generates a pulse signal P every time the teeth N0 to N15 of the pulse rotor 24 pass immediately before the pickup 25, and the pickup 25 The crank angle position when the 0th tooth N0 passes immediately after the missing tooth region 26 corresponds to the top dead center of the engine. At this time, the top dead center signal output from the pickup 25 and a stroke sensor (not shown) From the output signal, the top dead center TDC1 at the end of the compression stroke (see FIG. 3; hereinafter referred to as the first top dead center TDC1) or the top dead center TDC2 at the end of the exhaust stroke (see FIG. 3, hereinafter the second upper). Whether it is dead point TDC2).

  As shown in FIG. 2, the electronic control unit 20 includes a power supply circuit 30 connected to a battery 21, a fuel pump drive circuit 31 that is powered by the power supply circuit 30 to drive the fuel pump 16, and a crank pulse generator 23. An angular velocity calculation circuit 32 that calculates an angular velocity of the crankshaft 7 (hereinafter referred to as a crank angular velocity) from the pulse signal P generated by the angular velocity, and an angular acceleration calculation circuit 33 that calculates a crank angular acceleration from the crank angular velocity obtained by the angular velocity calculation circuit 32. An acceleration / deceleration determination circuit 34 is provided for determining the acceleration / deceleration state of the engine from the crank angular acceleration obtained by the angular acceleration calculation circuit 33.

  The electronic control unit 20 includes an injection valve drive circuit 37 that opens and closes the fuel injection valve 14 and a fuel injection amount / time determination circuit 36 that determines the fuel injection amount and the injection timing and controls the injection valve drive circuit 37. The output signal of the angular velocity calculation circuit 32 and the acceleration / deceleration determination circuit 43 is input to the fuel injection amount / timing determination circuit 36.

  Further, the electronic control unit 20 is provided with an ignition coil drive circuit 39 for driving the ignition coil 19 and an ignition timing determination circuit 38 for determining the ignition timing and controlling the ignition coil drive circuit 39. This ignition timing determination circuit 38 also receives the output signals of the angular velocity calculation circuit 32 and the acceleration / deceleration determination circuit 43.

  Next, the operation of this embodiment will be described.

  FIG. 3 shows the pulse signal P generated from the crank pulse generator 23 in accordance with the rotational angle position of the crankshaft 7 during operation of the engine E, and the angular velocity of the crankshaft 7 obtained therefrom. In FIG. 3, C is an angular velocity fluctuation curve of the crankshaft 7 during steady operation, D during deceleration operation, and A during acceleration operation. In deceleration operation D, the crank before and after the first top dead center TDC1 is shown. The fluctuation of the angular velocity of the shaft 7 is larger than that in the steady operation, and in the acceleration operation A, the fluctuation of the angular velocity of the crankshaft 7 before and after the second top dead center TDC2 is smaller than that in the steady operation. The acceleration / deceleration state of the engine E is determined.

  That is, first, in the angular velocity calculation circuit 32 of FIG. 2, the angular velocity of the crankshaft 7 in the compression stroke, expansion stroke, exhaust stroke, and intake stroke (hereinafter referred to as crank angular velocity) π / t1, π / t2 from the pulse signal P. , Π / t3, π / t4, and the required times t1, t2, t3, and t4 for each process are calculated therefrom. At this time, in the compression stroke and the exhaust stroke, since the missing tooth region 26 for two teeth exists as described above, the calculation is performed by adding two virtual pulses.

  Next, the angular acceleration calculation circuit 33 calculates a value obtained by dividing the difference between the crank angular velocity π / t1 in the compression stroke and the crank angular velocity π / t4 in the previous stroke by t1, that is, the compression stroke angular acceleration TC0, and the expansion. A value obtained by dividing the difference between the crank angular velocity π / t2 in the stroke and the crank angular velocity π / t1 in the previous stroke by t2, that is, the expansion stroke angular acceleration TC1, is calculated, and the crank angular velocity π / t3 in the exhaust stroke is A value obtained by dividing the difference from the crank angular velocity π / t2 in the stroke by t3, that is, the exhaust stroke angular acceleration TC2 is calculated, and the difference between the crank angular velocity π / t4 in the intake stroke and the crank angular velocity π / t3 in the previous stroke Is divided by t4, that is, the intake stroke angular acceleration TC3 is calculated.

  As a result, the acceleration / deceleration discrimination circuit 34 compares the compression stroke angular acceleration TC0 and the expansion stroke angular acceleration TC1, and if TC0> TC1, determines that the vehicle is in a deceleration state. If TC0 <TC1, the acceleration / deceleration discrimination circuit 34 is not in a deceleration state. Determine. Further, the ratio (TC3 / TC2) between the intake stroke angular acceleration TC3 and the exhaust stroke angular acceleration TC2 is calculated as the angular acceleration ratio TC, and if (current TC) ≈ (previous or next TC), it is determined as a steady state. , (TC)> (TC at steady state), it is determined that the vehicle is in an acceleration state.

  The deceleration state, steady state, and acceleration state signals determined by the acceleration / deceleration determination circuit 34 are sent to a fuel injection amount / timing determination circuit 36 and an ignition timing determination circuit 38. In the deceleration state, the fuel injection amount / timing determination circuit 36 controls the injection valve drive circuit 37 to stop the fuel injection of the fuel injection valve 14 or to reduce the injection amount. In the acceleration state, the fuel of the fuel injection valve 14 The fuel injection amount / timing determination circuit 36 controls the injection valve drive circuit 37 to increase the injection amount and advance the injection timing, and at the same time, the ignition timing determination circuit to retard the ignition timing of the spark plug 18 to avoid knocking. 38 controls the ignition coil drive circuit 39.

  In this way, the fuel injection amount and timing of the engine E and the ignition timing are controlled in accordance with the deceleration, steady state and acceleration states, which can contribute to drivability, fuel efficiency and reduction of exhaust emissions. In addition, the state of deceleration, steady state and acceleration can be determined by calculating the pulse signal P generated by the crank pulse generator 23 driven by the engine E, and a conventional throttle opening sensor or intake negative pressure sensor can be obtained. Compared to the one using the, the configuration is simple and inexpensive, and the driver does not feel uncomfortable.

  Next, a second embodiment of the present invention shown in FIGS. 4 and 5 will be described.

  In the second embodiment, in the electronic control unit 20, a pulse cycle calculation circuit 42 is provided in place of the angular velocity calculation circuit 32 of the previous embodiment, and a pulse cycle variation calculation circuit 43 is an angular acceleration calculation circuit 33 of the previous embodiment. It is provided instead of. Since other configurations are substantially the same as those of the previous embodiment, portions corresponding to those of the previous embodiment in FIG. 4 and FIG. 5 are denoted by the same reference numerals, and redundant description is omitted.

  The pulse cycle calculation circuit 42 calculates the pulse cycles s1, s2, s3, and s4 in the initial or final stages of the compression stroke, the expansion stroke, the exhaust stroke, and the intake stroke from the pulse signal P generated by the crank pulse generator 23. In the illustrated example, the initial pulse period of each stroke is calculated.

  Next, in the pulse cycle variation calculation circuit 43, the pulse cycle difference SC1 between s1 in the compression stroke and s2 in the next stroke, the pulse cycle difference SC2 between s2 in the expansion stroke and s3 in the next stroke, and in the exhaust stroke. A pulse cycle difference SC3 between s3 and s4 in the next stroke is calculated, and a pulse cycle difference SC4 between s4 in the intake stroke and s1 in the next stroke is calculated. The acceleration / deceleration discrimination circuit 34 determines that the vehicle is in a deceleration state if SC1> SC2, and determines that the vehicle is not in a deceleration state if SC1 <SC2. The ratio of the pulse cycle difference SC4 between s4 in the intake stroke and s1 in the next stroke and the pulse cycle difference SC3 between s3 in the exhaust stroke and s4 in the next stroke (SC4 / SC4) is defined as the pulse cycle variation rate SC. If (SC) ≈ (previous or next SC), the steady state is determined, and if (SC)> (SC during steady state), the acceleration state is determined. Since the subsequent operation is the same as that of the previous embodiment, the description thereof is omitted.

  The present invention is not limited to the above embodiment, and various design changes can be made without departing from the scope of the invention. For example, the crank pulse generator 23 may be connected to the valve cam of the engine E so that the pulse rotor 24 rotates once per cycle of the engine E.

E ... Engine 7 ... Crankshaft 23 ... Crank pulse generators 32, 33 ... Rotational fluctuation detection means 32 ... Angular velocity calculation circuit 33 ... Angular acceleration calculation Circuits 42, 43... Rotational fluctuation detection means 42... Pulse cycle calculation calculation 42.

Claims (5)

  A crank pulse generator (23) for generating a number of pulse signals (P) per revolution of the crankshaft (7) of the engine (E), and a crankshaft in each stroke of the engine (E) from the pulse signals (P) Rotational fluctuation detecting means (32, 33; 42, 43) for calculating rotational fluctuation in (7), rotational fluctuation in the stroke before the predetermined top dead center (TDC1, TDC2) of the engine (E), and dead as above Acceleration / deceleration state determination of the engine, characterized by comprising acceleration / deceleration determination means (34) for determining the acceleration / deceleration state of the engine (E) by comparison with the rotational fluctuation in the stroke after the point (TDC1, TDC2) apparatus. The engine acceleration / deceleration state determination device according to claim 1,
The rotational fluctuation detecting means (32, 33) calculates rotational fluctuations in the compression stroke and the expansion stroke arranged with the top dead center (TDC1) in between. The acceleration / deceleration determining means (34) calculates the compression stroke and the expansion stroke. An engine acceleration / deceleration state discriminating apparatus characterized by discriminating a deceleration state by comparing each rotation fluctuation in a stroke. The engine acceleration / deceleration state determination device according to claim 1,
The rotational fluctuation detecting means (32, 33) calculates rotational fluctuations in the exhaust stroke and the intake stroke arranged with the top dead center (TDC2) in between. The acceleration / deceleration determining means (34) calculates the exhaust stroke and the intake stroke. An acceleration / deceleration state discriminating device for an engine, wherein an acceleration state is discriminated by comparing each rotation fluctuation in a stroke. The engine acceleration / deceleration state determination device according to claim 1,
An engine acceleration / deceleration state discriminating apparatus characterized in that the rotation fluctuation detecting means (32, 33) calculates an angular acceleration of the crankshaft (7) as a rotation fluctuation of the crankshaft (7). The engine acceleration / deceleration state determination device according to claim 1,
The rotation fluctuation detecting means (42, 43) calculates the pulse period at the initial stage or the end of the adjacent stroke from the pulse signal, and calculates the fluctuation ratio of the pulse period as the rotation fluctuation of the crankshaft (7) based on the pulse period. An acceleration / deceleration state discrimination device for an engine.

Images