JP4297278B2 - Rotating body position correction control device - Google Patents

Description

  The present invention relates to a position correction control device for a rotator, and in particular, calibrates the output of a sensor that detects rotation fluctuations of the rotator so that it is not affected by variations in the accuracy of placement of a reluctator that is a detected body of the sensor. The present invention relates to a position correction control device for a rotatable body.

  FIG. 15 is a block diagram showing the main functions of a conventional fuel injection control device. In the figure, an intake negative pressure sensor (hereinafter referred to as “PB sensor”) 100 provided in an intake pipe of an engine outputs a detection signal indicating intake negative pressure. The PB value converter 110 converts the detection signal input from the PB sensor 100 into the intake negative pressure PB. The PB map 120 stores the basic fuel injection time Ti as a function of the intake negative pressure PB, and outputs the basic fuel injection time Ti according to the input intake negative pressure PB.

  Based on the detection signal input from the PB sensor 100, the PB correction unit 130 calculates an alternative atmospheric pressure PA that is a predicted value of the atmospheric pressure. The PA correction coefficient storage unit 140 outputs the atmospheric pressure correction coefficient pa as a function of the alternative atmospheric pressure PA. The multiplier 150 multiplies the basic fuel injection time Ti by the correction coefficient pa and outputs the fuel injection time Tout. The fuel injection time Tout is a value after correction of the basic fuel injection time Ti by the alternative atmospheric pressure PA.

  Furthermore, the detection signal from the PB sensor 100 is input to the stroke determination unit 160, and the stroke determination unit 160 performs a stroke determination based on the detection signal from the PB sensor 100 to determine the stroke. The determined stroke is input to the stage determination unit 170, and the stage determination unit 170 determines the position information assigned for each crank pulse interval based on the stage, that is, a predetermined crank position, from the current stroke and the crank pulse. . If the current stage is determined, the fuel injection timing and the ignition timing are determined. An example of a stage determination method is described in Japanese Patent Application Laid-Open No. 2000-265894 related to the prior application of the present applicant.

In the conventional fuel injection control device, it is necessary to include a PB sensor and a crank pulser, and the present applicant has proposed a method in which the PB sensor can be deleted (Japanese Patent Laid-Open No. 2004-108288 and Japanese Patent Laid-Open No. 2004-2004). No. 108289). In this publication, the intake air amount is estimated from the viewpoint that the value obtained by subtracting the energy loss in the exhaust stroke from the energy loss in the compression stroke is correlated with the intake air amount based on the crank rotation change. Based on this, the fuel injection amount is determined.
JP 2000-265894 A JP 2004-108288 A JP 2004-108289 A

  The conventional devices of Patent Documents 2 and 3 configured to determine the fuel injection amount based on the crank rotation change detect the crank rotation change based on the fluctuation of the crank pulse interval. The crank pulse interval is directly affected by the accuracy of the interval between the reluctors arranged on the rotating body, such as a generator rotor connected to the crankshaft or connected to the crankshaft. As a result, since it is determined that the crank rotation speed is fluctuating due to variations in the accuracy of the reluctator interval, it is conceivable that the injection control varies.

  SUMMARY OF THE INVENTION An object of the present invention is to provide a rotating body position correction control device capable of correcting a crank pulse interval affected by variation in accuracy of a reluctator interval and outputting a calibration value to a fuel injection control device or the like with little variation. There is to do.

  The present invention for solving the above problems includes a plurality of reluctors arranged at predetermined intervals on a peripheral surface of a rotating body such as a flywheel connected to an engine, and a sensor that detects the reluctors and outputs a pulse signal. A rotation body position correction control device that calculates a rotation fluctuation value of the rotation body based on the interval of the pulse signals, and includes a calibration value determination means that calculates in advance a calibration value for calibrating the interval of the pulse signals. Then, the calibration value determining means outputs an actual measurement value indicating an interval of the selected relaxor based on an interval of pulse signals generated corresponding to a previously selected relaxor among the plurality of relaxors. A calibration reluctator interval detecting means, a rotational speed detecting means for detecting the rotational speed of the rotating body based on the pulse signal, and the arrangement of the selected relucters based on the rotational speed. A reference value generating means for outputting a reference value of the output, and a calculating means for calculating a value of a ratio between the actual measurement value and the reference value and outputting a calibration value. It is characterized in that it is executed when the calibration value calculation conditions are satisfied.

  Further, according to the present invention, the calibration value calculation condition is satisfied when the rotating body is decelerated, and further, the calibration value calculation condition includes that the rotational speed of the rotating body is within a predetermined range, or the driving of the rotating body. A second feature is that a condition such as when the engine as a source is in a warmed-up state can be added.

  Furthermore, the present invention has a third feature in that it comprises means for calculating a rotational fluctuation value of an engine which is a driving source of the rotating body using an actual value of a reluctator interval configured by the calibration value determining means. is there.

  According to the first feature, the interval between the relucters generating the pulse signal is actually measured by the pulse signal, and the value of the ratio between the actually measured value and a preset reference value is obtained as the calibration value. That is, based on a reference value that is theoretically calculated and set in advance, it is possible to detect the rate of deviation of the measured value with respect to this reference value when the actual machine satisfies a predetermined calibration value calculation condition.

  The second feature is that the calibration value is set under conditions where the driving force and friction of the drive source are less likely to affect the rotation fluctuation of the rotating body, such as when the engine is decelerating or when the engine speed is within the expected range, or when the engine is warming up. Since it is determined, a highly accurate calibration value can be obtained.

According to the third feature, since the actual measurement value is calibrated with a highly accurate calibration value, the rotational variation of the rotating body can be detected with the accuracy of the arrangement distance of the reluctator maintained as before, that is, with the conventional manufacturing accuracy. Accuracy can be improved.

  In addition, not only can the influence of accuracy variations during production be reduced, but also when the gap between the reluctator and sensor changes, for example, when the engine is disassembled or assembled, or when the distance between the reluctators differs due to component replacement, A configuration is possible when the engine is operated under the calibration value calculation conditions.

  Hereinafter, an embodiment of the present invention will be described with reference to the drawings. FIG. 3 is a block diagram showing a system configuration of a fuel injection control device for an internal combustion engine according to an embodiment of the present invention. In the figure, a crank rotation sensor, that is, a crank pulser 1, a throttle sensor 2, and a water temperature sensor 3, detect a crank pulse PLS, a throttle opening TH, and a cooling water temperature TW representative of the engine temperature, respectively. The ECU 4 composed of a microcomputer and its peripheral parts takes in the outputs of the sensors 1, 2 and 3 and processes them according to a predetermined algorithm, and gives instructions as the processing results to an injector (fuel injection valve) 5, an ignition coil 6, And output to the fuel pump 7 and the like.

  The crank pulser 1 outputs a pulse signal as a crank pulse PLS in response to a plurality of retractors provided at predetermined intervals around a rotating body coupled to a crankshaft, which is an output of an engine (not shown). The generation period of the crank pulse PLS corresponds to the interval between the reluctors, and a stage number representing the crank angle is determined according to the crank pulse PLS.

  FIG. 4 is a front view of the rotor showing the arrangement of the reluctators. The rotating body 8 is a rotor yoke or flywheel of a generator driven by the engine, and is coupled to a crankshaft 9 of the engine. The rotor yoke 8 is formed of, for example, a non-magnetic material such as aluminum, and a plurality of relaxors 10 that are magnetic derivatives are provided on the outer periphery of the rotor yoke 8. The crank pulser 1 disposed opposite to the outer periphery of the rotor yoke 8 detects a change in the current induced each time it approaches or separates from the reluctator 10 and outputs a crank pulse PLS. Nine relaxers 10 are provided at intervals of 30 degrees within a range of 240 degrees out of a 360 degrees circumference. That is, a plurality of the reluctors 10 are arranged at equal intervals in a partial region of the circumference of the rotor yoke 8. Therefore, as shown in the drawing, among the nine reluctors 10 arranged in succession, those located at both ends are 120 degrees apart.

  The rotor yoke 8 is attached to the crankshaft 9 so that the stroke of the piston and each of the reluctors 10 have a predetermined positional relationship. Assuming that the rotor yoke 8 rotates clockwise in the drawing, among the reluctors 10 arranged at equal intervals, for example, the central position of the reluctor 10 located at the head in the rotation direction is the compression top dead of the engine stroke. Aligned to be located at a point.

  Each time a crank pulse PLS is detected, a pulse period detecting means is provided for measuring the time elapsed since the detection of the immediately preceding crank pulse PLS. When the period of the crank pulse PLS becomes longer, the immediately preceding crank pulse PLS is It can be determined that this is due to the first reluctator 10 in the rotation direction. That is, it can be recognized that the reluctator 10 corresponding to one of the two top dead centers (compression top dead center, exhaust top dead center) is detected.

  Whether the detected top dead center is the compression top dead center C-TOP or the exhaust top dead center E-TOP is the interval between the crank pulse PLS corresponding to the detected top dead center and the immediately preceding crank pulse, that is, the pulse period. It can be determined by the difference. This is because it is considered that the cycle of the crank pulse PLS becomes longer because the compression stroke has a larger friction than the exhaust stroke.

  Subsequently, fuel injection control by the ECU 4 will be described. FIG. 5 shows changes in intake negative pressure PB in one stroke (two rotations) of a four-cycle engine in relation to changes in engine speed, intake / compression / combustion / exhaust strokes, and crank pulses PLS and stages. FIG. In the figure, two rotations of the crankshaft 9, that is, one cycle of the engine, are assigned as 18 stages (stage numbers # 0 to # 17) in association with the crank pulse PLS interval. In this embodiment, paying attention to the relationship between the fluctuation of the engine speed NE and the intake negative pressure PB shown in FIG. 5, the time interval of the crank pulse PLS, that is, the length of each stage (hereinafter referred to as “stage cycle TS0 to TS17”). )) And the intake negative pressure PB is predicted based on the rotation fluctuation.

  FIG. 6 is a flowchart of the calculation process of the predicted PA value and the predicted PB value used for calculating the fuel injection time Tout. In step S1, the cycle of the crank pulse PLS is read. The crank pulse cycle is measured by a cycle counter that starts with the crank pulse PLS as a trigger. Once the period is read, the period counter is reset for the next measurement. In step S2, a basic calculation is performed to calculate engine rotation fluctuation using the cycle of the crank pulse PLS.

  FIG. 7 is a functional block diagram of basic operations. In FIG. 7, the adding unit 11 adds the cycle TS7 of the stage # 7 and the cycle TS8 of the stage # 8 belonging to the exhaust stroke. The adding unit 12 adds the cycle TS11 of the stage # 11 belonging to the exhaust stroke and the cycle TS12 of the stage # 12 over the exhaust stroke and the intake stroke. The adding unit 13 adds the cycle TS15 of the stage # 15 extending from the intake stroke to the compression stroke and the cycle TS16 of the stage # 16 belonging to the compression stroke. The adding unit 14 adds the cycle TS11 of the stage # 11 belonging to the compression stroke and the cycle TS12 of the stage # 12 straddling the compression stroke and the combustion stroke.

  The subtracting unit 15 subtracts the cycle (TS7 + TS8) from the cycle (TS11 + TS12). That is, the difference between the cycle of the two stages extending from the exhaust stroke to the intake stroke and the cycle of the two stages of the exhaust stroke is detected as a rotational fluctuation. The subtracting unit 16 subtracts the cycle (TS11 + TS12) from the cycle (TS15 + TS16). That is, the difference between the cycle of the two stages extending from the intake stroke to the compression stroke and the cycle of the two stages extending from the exhaust stroke to the intake stroke is detected as a rotational fluctuation. The subtracting unit 17 subtracts the cycle (TS15 + TS16) from the cycle (TS2 + TS3). That is, the difference between the cycle of the two stages extending from the compression stroke to the combustion stroke and the cycle of the two stages extending from the intake stroke to the compression stroke is detected as a rotational fluctuation.

  The addition unit 18 further adds the addition result, that is, the cycle (TS11 + TS12) of the addition unit 12, and the addition result, that is, the cycle (TS15 + TS16) of the addition unit 13. The division unit 19 divides the addition result of the addition unit 18 by a constant, and outputs the result as the prediction calculation engine speed NEYPB.

  The smoothing processing unit 20 smoothes the output of the subtracting unit 15 and outputs the result as a rotation fluctuation value ΔTC. The smoothing processing unit 21 smoothes the output of the subtracting unit 16 and outputs the result as a rotation fluctuation value ΔTA. The smoothing processing unit 22 smoothes the output of the subtracting unit 17 and outputs the result as a rotation fluctuation value ΔTB.

  The subtracting unit 23 subtracts the rotation fluctuation value ΔTC from the rotation fluctuation value ΔTA and outputs a rotation fluctuation value (ΔTA−ΔTC). The adder 24 adds the rotation fluctuation value ΔTA and the rotation fluctuation value ΔTB, and outputs a rotation fluctuation value (ΔTA + ΔTB). When the rotational fluctuation values ΔTA, ΔTB, and ΔTC are less than or equal to zero, zero is input to the smoothing processing units 20, 21, and 22. Further, the rotation fluctuation value (ΔTA−ΔTC) and the rotation fluctuation value (ΔTA + ΔTB) output zero when each result is zero.

  Returning to FIG. In step S3, the throttle opening TH and the engine temperature TW are read. In step S4, the calculation switching value THCALC for the throttle opening TH is searched from the table according to the prediction calculation engine speed NEYPB.

  In step S5, it is determined whether or not the throttle opening TH is smaller than a calculation switching value THCALC for switching between a high rotation calculation and a low rotation calculation.

  When the throttle opening TH is smaller than the calculation switching value THCALC, the process proceeds to step S6. In step S6, the low revolution calculation coefficient is searched from the table using the prediction calculation engine speed NEYPB and the engine temperature TW, respectively. Corresponding to the engine speed NEYPB for prediction calculation, the PB calculation coefficient in steady state and low rotation, the calculation coefficient for the acceleration correction term k, and the like are searched as low rotation calculation coefficients. Further, a temperature correction coefficient for rotational fluctuation is retrieved corresponding to the engine temperature TW.

In step S7, a preprocessing calculation that can contribute to improving the accuracy on the low rotation side is performed. In the preprocessing calculation, a predicted PB calculation value YPBA for calculating the low rotation PA calculation value YP A CAL is calculated.

  FIG. 8 is a functional block diagram of the preprocessing calculation. The multiplier 25 multiplies the prediction calculation engine speed NEYPB by a steady-state PB calculation coefficient (gradient) a. The multiplication unit 26 multiplies the output of the multiplication unit 25 by a rotational fluctuation value (ΔTA−ΔTC) before and after the intake stroke. The division unit 27 divides the output of the multiplication unit 26 by the oil temperature correction coefficient g.

  The multiplication unit 28 multiplies the prediction calculation engine speed NEYPB by an acceleration correction term calculation coefficient (gradient) m. The multiplier 29 multiplies the output of the multiplier 28 by the rotation variation value ΔTB. The division unit 30 divides the output of the multiplication unit 29 by the oil temperature correction coefficient h. The adder 31 adds the acceleration correction term calculation coefficient (intercept) n to the output of the divider 30. The output of the adding unit 31 is an acceleration correction coefficient k.

  The acceleration determining unit 32 determines that the engine is accelerated when the engine speed NE is equal to or lower than a threshold value (for example, 2000 rpm) and the acceleration correction coefficient k is equal to or higher than the threshold value. Is transferred and stored as the predicted PB calculation value YPBCAL. If the acceleration determination unit 32 does not determine acceleration, the predicted PB calculation value YPBCAL holds the previous value.

The multiplication unit 34 multiplies the predicted PB calculation value YPBCAL by the acceleration correction coefficient k. The adder 35 adds the steady-state PB calculation coefficient (intercept) to the predicted PB calculation value YPBCAL corrected by the acceleration correction term. The output of the adding unit 35 is a predicted PB calculation value YPBA.

  Returning to FIG. In step S8, the low rotation PA calculation value YPACAL is calculated from the predicted PB calculation value YPBA, the prediction calculation engine speed NEYPB, the rotation fluctuation, and the low rotation calculation coefficient.

  FIG. 9 is a functional block diagram of the low rotation PA prediction calculation. In FIG. 9, the multiplication unit 36 multiplies the prediction calculation engine speed NEYPB by a low rotation PB calculation coefficient (gradient) p. The multiplication unit 37 multiplies the output of the multiplication unit 36 by the rotation variation ΔTB. The division unit 38 corrects the output of the multiplication unit 37 with the oil temperature correction coefficient h. The subtraction unit 39 subtracts the output of the division unit 38 from the predicted PB calculation value YPBA. The division unit 40 divides the output of the subtraction unit 39 by the low rotation PB calculation coefficient (intercept) q. The multiplication unit 41 multiplies the output of the division unit 40 by a constant and outputs a low rotation PA operation value YPACAL.

  Returning to FIG. In step S9, a PA predicted value YPA is calculated. FIG. 10 is a flowchart showing details of step S9. In FIG. 9, in step S90, a prediction condition is determined. If the engine speed NE is within the predetermined range and the throttle opening TH is not the maximum value, the determination in step S90 is affirmative, and it is determined in step S91 whether the vehicle is decelerating. If the vehicle is not decelerating, the process proceeds to step S92 where it is determined whether or not it is within a predetermined cycle (for example, 20 cycles) after the start. If step S92 is affirmative, the process proceeds to step S93 to perform a start-up calculation. For example, the PA operation value YPCAL for the scheduled number of times is moving averaged. If step S92 is negative, that is, if a long time has elapsed since the start, the process proceeds to step S94 to regulate the amount of change. For example, the amount of change in the PA calculation value YPCAL per cycle is restricted to the planned width.

  In step S95, the PA calculation value YPACAL is smoothed. For example, the value obtained by multiplying the PA operation value YPCAL of the previous cycle by the coefficient is added to the value obtained by multiplying the PA operation value YPCAL of the current cycle by (1−coefficient). In step S96, the result of the smoothing process is output as a PA predicted value YPA. When the prediction condition is not met (No at Step S90) or when the vehicle is decelerating (Yes at Step S91), the previous PA predicted value YPA is output at Step S97.

  Returning to FIG. In step S10, the PB prediction value at the time of low rotation is calculated. FIG. 11 is a block diagram of the calculation function of the PB prediction value YPB at the time of low rotation. In FIG. 11, the multiplier 42 multiplies the prediction calculation engine speed NEYPB by a low rotation PB calculation coefficient (gradient) p. The multiplier 43 multiplies the output of the multiplier 42 by the rotation variation value ΔTB. The division unit 44 divides the output of the multiplication unit 43 by the oil temperature correction coefficient h. The multiplier 45 multiplies the previous PA predicted value by the low rotation PB calculation coefficient (intercept) q. The division unit 46 divides the output of the multiplication unit 45 by a constant. The adding unit 47 adds the outputs of the dividing unit 44 and the dividing unit 46 and outputs the low rotation PB predicted value YPB.

  Returning to FIG. If step S5 is negative, the process proceeds to step S11. In step S11, a high rotation calculation coefficient is retrieved from the table using the prediction calculation engine speed NEYPB, the engine temperature TW, and the throttle opening TH. Corresponding to the engine speed NEYPB for prediction calculation, the PB calculation coefficient at the time of high rotation, the contribution rate of the temperature correction coefficient, and the like are searched as the high rotation calculation coefficient. Further, a temperature correction coefficient for rotational fluctuation is searched in correspondence with the engine temperature TH. Further, the high rotation PA calculation reference value t is retrieved in correspondence with the throttle opening TH and the prediction calculation engine speed NEYPB.

  In the process for high rotation, pre-processing PB calculation is not performed, so the process proceeds to step S12, and the high rotation PA calculation value YPACAL is calculated from the high rotation PA calculation reference value t and the rotation fluctuation.

  FIG. 12 is a functional block diagram of the high rotation PA prediction calculation. In FIG. 12, a divider 48 divides the rotation fluctuation value (ΔTA + ΔTB) by the oil temperature correction coefficient v. The division unit 49 divides the output of the division unit 48 by the reference value t for calculating the high rotation PA related to the throttle opening TH. The multiplication unit 50 multiplies the output of the division unit 49 by a constant and outputs a high rotation PA operation value YPACAL.

  Returning to FIG. In step S13, a predicted PA value at the time of high rotation is calculated. This process is similar to the process of calculating the PA predicted value YPA at the time of low rotation. In step S14, the PB prediction value at the time of high rotation is calculated.

  FIG. 13 is a block diagram of the calculation function of the PB prediction value YPB at the time of high rotation. In FIG. 13, the multiplication unit 51 multiplies the prediction calculation engine speed NEYPB by a high rotation PB calculation coefficient (gradient) r. The multiplier 52 multiplies the output of the multiplier 51 by the rotation variation value (ΔTA + ΔTB). The division unit 53 divides the output of the multiplication unit 52 by the oil temperature correction coefficient v. The multiplier 54 multiplies the previous PA prediction value by a high rotation PB calculation coefficient (intercept) s. The division unit 55 divides the output of the multiplication unit 54 by a constant. Adder 56 adds the outputs of divider 53 and divider 55 and outputs high rotation PB predicted value YPB.

  The fuel injection time Tout is calculated using the PA predicted value and PB predicted value thus calculated.

  The stroke can be determined as follows. FIG. 14 is a functional block diagram of the stroke determination process. The adder 57 adds the cycle TS14 of stage # 14 and the cycle TS15 of stage # 15. The output of the adder 57 is the time of the region extending from the intake stroke to the compression stroke. The adder 58 adds the cycle TS5 of stage # 5 and the cycle TS6 of stage # 6. The output of the adding unit 58 is a time in a region extending from the combustion stroke to the exhaust stroke. The subtractor 59 subtracts the output of the adder 58 from the output of the adder 57. The stroke determination unit 60 determines whether the output of the subtraction unit 59 is positive (positive). Usually, the time in the region extending from the intake stroke to the compression stroke is longer than the time in the region extending from the combustion stroke to the exhaust stroke, so if the output of the subtractor 59 is positive, the correspondence between the stage number and the stroke is correct. Judgment and finalize the process. On the other hand, if the output of the subtracting unit 59 is negative (negative), it is determined that the stage number and the stroke do not correspond correctly, and the stroke is switched. That is, the stage number is changed so that the exhaust top dead center E-TOP and the compression top dead center C-TOP are interchanged. Thus, the stage is determined based on the stroke determined as a result of the calculation, and the fuel injection timing and the ignition timing are determined.

  Means for calibrating the stage period detected by the crank pulser 1 in accordance with the variation of the reluctor 10 in the basic calculation will be described. FIG. 1 is a block diagram illustrating functions of the calibration value calculation apparatus. The crank pulse PLS detected by the crank pulser 1 is input to the stage period calculation unit 61. Based on the crank pulse PLS, the stage cycle calculation unit 61 adds the value (TS7 + TS8) of the cycle TS7 of the stage # 7 and the cycle TS8 of the stage # 8, and the cycle TS11 of the stage # 11 and the cycle TS12 of the stage # 12. Addition value (TS11 + TS12), addition value (TS15 + TS16) of cycle TS15 of stage # 15 and cycle TS16 of stage # 16, and addition value (TS2 + TS3) of cycle TS2 of stage # 2 and cycle TS3 of stage # 3 To do.

  The engine speed calculator 62 calculates the engine speed NE based on the crank pulse PLS and inputs it to the stage cycle reference value storage unit 63. The stage cycle reference value storage unit 63 stores a stage cycle reference value TSBASE corresponding to the engine speed NE. Each of the stages # 7, # 8, # 11, # 12, # 15, # 16, # 2, # 3 corresponds to a crank angle of 30 °. Therefore, a stage period reference value TSBASE of a stage period corresponding to a crank angle of 60 ° (crank angles for two stages) is calculated and stored in advance for each engine speed NE. The division unit 64 divides the actual measurement values for two stages output from the stage cycle calculation unit 61 by the stage cycle reference value TSBASE. The division results K0708, K1112, K1516, and K0203 are input to the calibration value calculation unit 65. The calibration value calculation unit 65 takes the division result n times (for example, n = 20) and outputs the moving average values (K0708A, K1112A, K1516A, K0203A).

  The crank pulse PLS for calculating the calibration value is captured when the calibration value calculation condition is satisfied. The calibration value calculation condition is satisfied when, for example, the vehicle is decelerating. The rotational fluctuation at the time of deceleration is not affected by the atmospheric pressure PA and the intake negative pressure PB, and becomes a substantially constant value with respect to the engine speed. Therefore, the stage cycle reference value TSBASE corresponding to the engine speed is calculated and stored, and the crank pulse PLS is taken in at the time of deceleration, and the cycles (TS7 + TS8), (TS11 + TS12), (TS15 + TS16), and (TS2 + TS3) are measured. Then, the value of the ratio between the measurement result and the stage period reference value TSBASE is obtained by the division unit 64 and used as a calibration value.

  Further, it is preferable that the crank pulse PLS for calculating the calibration value is taken in the upper and lower limits of the engine speed NE (for example, 4000 rpm to 6000 rpm). Furthermore, it is good to carry out when the engine oil temperature is equal to or higher than a predetermined value (for example, 80 ° C.), that is, after warming up. This is because it is not easily affected by friction.

  FIG. 2 is a block diagram of a rotation fluctuation value calculation apparatus including a stage period calibration function using the calibration value. The stage period calculation unit 66 corresponds to the addition units 11, 12, 13, and 14 in FIG. The periods (TS7 + TS8), (TS11 + TS12), (TS15 + TS16), and (TS2 + TS3) calculated by the stage period calculation unit 66 are input to the division unit 67, and divided by the calibration values K0708A, K1112A, K1516A, and K0203A, respectively. Is done. The output of the division unit 67 is a stage period calibrated with calibration values K0708A, K1112A, K1516A, and K0203A. The calibrated stage periods (TS7 + TS8), (TS11 + TS12), (TS15 + TS16), and (TS2 + TS3) are 7 are used in the calculation after the subtracting units 15, 16, 17 to calculate the rotational fluctuation values ΔTA, ΔTB, and ΔTC.

  Thus, in the present embodiment, the calibration value is determined in advance based on the reference value of the stage period, and the actually measured stage period, that is, the interval between the reluctors 10 is calibrated. Therefore, the fuel injection control based on the calibrated stage period can be made less susceptible to variations in the distance between the reluctors 10.

  The calculation of the calibration value may be performed when the engine operating conditions are monitored and the calibration value calculation conditions are satisfied, or the engine may be trial run so as to satisfy the calibration value calculation conditions, The calibration value may be calculated and stored during the test operation, and the actual engine control may be performed using the calibration value.

  Although the present invention shows an example in which the calibration value calculating means is applied to a device for calculating the rotational fluctuation value of the internal combustion engine as means for detecting the intake negative pressure PB of the engine, the present invention is not limited to this. The present invention can be applied to a system that performs various controls of a drive source by calculating a rotation fluctuation value of a rotating body that is rotated by a drive source other than an internal combustion engine.

It is a block diagram which shows the function of a calibration value calculation apparatus. It is a block diagram of the rotation fluctuation value calculation apparatus which has a calibration function. 1 is a block diagram showing a system configuration of a fuel injection control device for an internal combustion engine according to an embodiment of the present invention. It is a front view of the rotor which shows arrangement | positioning of a reluctator. It is the figure which showed the change of the intake negative pressure PB of a 4-cycle engine in relation to the engine speed change, each stroke of intake / compression / combustion / exhaust, and a crank pulse and a stage. It is a flowchart of the calculation process of PA prediction value and PB prediction value used for calculation of fuel injection time Tout. It is a functional block diagram of a basic calculation. It is a functional block diagram of preprocessing calculation. It is a functional block diagram of low rotation PA prediction calculation. It is a flowchart which shows the detail of step S9 of FIG. It is a block diagram of the calculation function of PB prediction value YPB at the time of low rotation. It is a functional block diagram of high rotation PA prediction calculation. It is a block diagram of the calculation function of PB prediction value YPB at the time of high rotation. It is a functional block diagram of a stroke determination process. It is a block diagram which shows the principal part function of the conventional fuel injection control apparatus.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 ... Crank pulser (sensor), 2 ... Throttle sensor, 3 ... Water temperature sensor, 4 ... ECU, 5 ... Fuel injection valve, 8 ... Rotating body, 9 ... Crankshaft, 10 ... Retractor, 61, 66 ... Stage period calculation part (Calibration reluctator interval detection means), 62 ... engine speed calculation section, 63 ... reference value storage section (reference value generation means), 64, 67 ... division section, 65 ... calibration value calculation section

Claims (4)

A plurality of reluctors (10) arranged at predetermined intervals on a peripheral surface of a rotating body (8) driven by an engine, and a sensor (1) for detecting the reluctors and outputting a pulse signal; In the position correction control device for a rotating body that calculates the rotation fluctuation value of the rotating body based on the interval of
Calibration value determining means for preliminarily calculating a calibration value for calibrating the measured value of the interval between the pulse signals ;
In order to calculate the rotation fluctuation value, calibration means for calibrating the measured value of the interval of the pulse signal with the calibration value ;
Means for calculating a rotation fluctuation value of the rotating body based on the interval of the reluctor obtained by calibrating the actual measurement value with the calibration value;
The calibration value determining means is
A calibration value calculating reluctator interval calculation means for outputting an actual measurement value indicating the interval of the selected relucter based on an interval of pulse signals generated corresponding to a preselected reluctor among the plurality of reluctors ( 61)
A rotational speed detection means (62) for detecting the rotational speed of the rotating body based on the pulse signal;
A reference value generating means (63) for outputting a reference value of the arrangement distance of the selected relucter based on the rotation speed;
The measured values with and Nde including a calculation to calculation means for outputting the calibration value (64, 65) the value of the ratio of the reference value,
The processing by the calibration value determining means is executed when a predetermined calibration value calculation condition is satisfied ,
The calibration means is
A rotational fluctuation value calculating reluctator interval calculating means (66) for outputting an actual measurement value indicating an interval of the reluctor based on an interval of pulse signals generated corresponding to a preselected reluctor among the plurality of reluctors;
Calculating means (67) for calibrating by dividing the actual measurement value output from the rotation fluctuation value calculating reluctor interval calculating means (66) by the calibration value;
The rotational fluctuation value is the difference (ΔTC) between the pulse signal interval (TS7 + TS8) during the exhaust stroke and the pulse signal interval (TS11 + TS12) in the boundary region between the exhaust stroke and the intake stroke, the exhaust stroke and the intake stroke. The difference (ΔTA) between the pulse signal interval (TS11 + TS12) in the boundary region between and the pulse signal interval (TS15 + TS16) in the boundary region between the intake stroke and the compression stroke, and the boundary region between the intake stroke and the compression stroke A position correction control device for a rotating body, characterized in that it is the difference (ΔTB) between the pulse signal interval (TS15 + TS16) and the pulse signal interval (TS2 + TS3) in the boundary region between the compression stroke and the combustion stroke . The calibration value calculation condition is
2. The position of the rotating body according to claim 1, wherein the position of the rotating body is satisfied when the engine is decelerating, the rotational speed of the engine is in a predetermined range, and the engine is warmed up. Correction control device. Prediction calculation engine which is a function of an added value of the interval between the pulse signals (TS11 + TS12) in the boundary region between the exhaust stroke and the intake stroke and the interval between the pulse signals (TS15 + TS16) in the boundary region between the intake stroke and the compression stroke Means for retrieving the calculation switching value (THCALC) using the rotational speed (NEYPB);
Means for calculating an intake negative pressure prediction value (YPB) for high rotation or low rotation according to whether or not the throttle opening is larger than a calculation switching value (THCALC);
The position correction control device for a rotating body according to claim 1 or 2, wherein the intake negative pressure prediction value (YPB) is used for fuel injection control of an engine. The difference (ΔTc) between the pulse signal interval (TS7 + TS8) during the exhaust stroke and the pulse signal interval (TS11 + TS12) in the boundary region between the exhaust stroke and the intake stroke, and the boundary region between the exhaust stroke and the intake stroke. The difference (ΔTA−ΔTC) between the pulse signal interval (TS11 + TS12) and the difference (ΔTA) between the pulse signal interval (TS15 + TS16) in the boundary region between the intake stroke and the compression stroke is the engine speed for prediction calculation ( Means for calculating a predicted intake negative pressure value (YPBA) based on a value obtained by multiplying (NEYPB);
Means for calculating an atmospheric pressure prediction value (YPA) using the predicted intake negative pressure calculation value (YPBA);
4. The position correction control device for a rotating body according to claim 3, wherein the predicted atmospheric pressure value (YPA) is used for fuel injection control of the engine.

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