JP4664249B2 - Engine rotation angle sensor diagnostic device - Google Patents

Description

The present invention relates to an engine rotation angle sensor diagnostic device used in a vehicle such as an automobile, and more particularly to diagnosis of a crank angle sensor that outputs a signal at predetermined angles according to engine rotation and a cam angle sensor of an engine valve system. Relates to the device.

As a diagnostic device for a crank angle sensor and a cam angle sensor, which are engine rotation angle sensors, a crank angle sensor that outputs a pulse signal for each reference crank angle, and a camshaft of an engine valve system that rotates once for two crankshaft rotations The cam angle sensor signal that outputs a pulse signal for each reference position of each cylinder (a pulse signal is output every 180 degrees CA (Crank Angle) in the case of four cylinders) is input after the crank angle sensor signal is input. There is one that performs cam angle sensor diagnosis, which is one item of crank angle sensor diagnosis, depending on whether a cam angle sensor signal is input within a predetermined time (for example, Patent Document 1).

  As a countermeasure against erroneous detection of the crank angle sensor signal, the intake air amount sensor is used to accurately determine the cylinder without erroneously detecting the missing tooth portion where the detection interval of the crank angle sensor signal is long. In some cases, the crank angle sensor signal is used for control after calculating the intake air amount from the output signal and determining whether the crank angle sensor signal is erroneously detected according to the intake air amount (for example, Patent Document 2).

JP 11-295329 A Japanese Patent Laid-Open No. 11-013529

However, the rotation angle sensor diagnosis apparatus as shown in Patent Document 1, normally, during stop of the engine, for a state where the crank angle sensor signal and the cam angle sensor signal is not output, while stopping the engine, No countermeasure is taken into account for erroneous detection of sensor signals.

  An erroneous detection determination device for a crank angle sensor as disclosed in Patent Document 2 is a device for determining erroneous detection in order to accurately perform cylinder determination, and the crank angle sensor diagnosis or the cam angle sensor diagnosis is an erroneous diagnosis. It has not been taken into account. In other words, after counting the crank angle sensor signal, the crank angle sensor signal is judged in order to determine the presence or absence of erroneous detection at the time of sensor detection of the second crank angle sensor corresponding to the cam angle sensor signal, or at the time of detection of the missing tooth portion. In the angle sensor diagnosis, since the diagnosis condition is satisfied while the erroneously detected crank angle sensor signal is counted and the sensor disconnection is erroneously diagnosed, the erroneous diagnosis cannot be prevented.

Under such circumstances, in an engine equipped with a crank angle sensor and a cam angle sensor, the rotating body installed on the crankshaft has a gear tooth on the outer periphery for the purpose of detecting the crank angle. When detecting the crank angle from the presence or absence of the gear teeth by the crank angle sensor, in the case of the crank angle sensor diagnostic device that detects the signal from the crank angle sensor every CA once, the gear tooth interval is as narrow as 1 degree. Depending on the stop position of the crankshaft, the gear teeth may be positioned at the gear tooth detection position by the crank angle sensor.

At this time, when the vehicle receives vibration from the outside, the vibration is transmitted to the crankshaft, and the crankshaft vibrates back and forth with respect to the rotation direction, so that the crank angle sensor detects the same gear teeth multiple times, A pulse signal may be output. In such a case, the engine control unit that has received the output signal of the crank angle sensor determines that the engine has rotated, and calculates the rotational speed corresponding to the pulse interval of the signal.

However, in practice, since the engine does not continuously rotate in the forward rotation direction, a signal from the cam angle sensor that outputs a signal in synchronization with the camshaft that rotates once for two rotations of the crankshaft is not output. At this time, if the diagnosis condition of the cam angle sensor, which is one of the items of the crank angle sensor diagnosis, is satisfied, the cam angle sensor is not used until a predetermined time elapses after the signal from the crank angle sensor is input to the engine control unit. Cam angle sensor disconnection when the signal from the engine control unit is not input to the engine control unit. If the crankshaft vibrates back and forth in the rotational direction due to vibration from the outside of the vehicle, the cam angle sensor is disconnected and misdiagnosed. Resulting in.

  In addition, since this misdiagnosis is more likely to occur as the gap between the gear teeth of the rotating body of the crank angle sensor is narrower, as an example, a diagnosis apparatus for a crank angle sensor using a rotating body with a gear tooth interval of 1 degree has been described. Similarly, in a general diagnosis device for a crank angle sensor and a cam angle sensor, it is considered that a misdiagnosis may occur depending on the stop position of the crankshaft.

Also, in crank angle sensors and cam angle sensors that use magnetic detection elements such as Hall elements and magnetoresistive elements, if magnetic or electrical noise occurs while the engine is stopped, the crankshaft is not rotating. Regardless, when noise is mixed in the output signal of the crank angle sensor or the cam angle sensor, the engine control unit determines that the engine has rotated, and calculates the rotation speed corresponding to the mixed noise.

  Therefore, as in the case of crankshaft vibration in the crank angle sensor diagnostic device, a wrong diagnosis is made by the crank angle sensor or cam angle sensor diagnosis which is one of the items of the crank angle sensor diagnosis.

  In spite of the above-mentioned problems, in the conventional model, it is essential that the engine is rotating for traveling. Therefore, in normal driving, the engine control unit is activated and the engine is stopped. It was limited to stalls and the like, and there were few cases of erroneous diagnosis due to vibration or noise.

However, in the engine automatic-stop corresponding vehicle that automatically stops the engine when a predetermined condition is satisfied, to repeat the start during normal running stop of the engine and, may be in the engine stopped with the engine control unit is started Frequent occurrence, and the probability of misdiagnosis due to vibration and noise increases.

  Moreover, in a hybrid vehicle that travels with an electric motor while the engine is automatically stopped, it is likely that vibrations of the vehicle due to electric motor traveling, magnetic and electrical noise, etc. that occur when the electric motor is driven are likely to occur. Therefore, it is considered that the probability of misdiagnosis is particularly high due to the influence of the vibration and noise.

From the above, in the failure diagnosis of the crank angle sensor and the cam angle sensor, the states where it is determined that a misdiagnosis may occur are that the engine is stopped, and the detected crank angle sensor signal or cam angle sensor signal is erroneously detected. Therefore, the engine rotation angle sensor diagnostic device can inhibit the diagnostic operation by providing means for determining a state in which a misdiagnosis can occur.

  The present invention has been made in view of the above-described problems, and its object is to avoid an erroneous failure diagnosis operation performed while the engine is stopped in failure diagnosis of a crank angle sensor and a cam angle sensor, An object of the present invention is to provide a rotation angle sensor diagnostic device with improved diagnostic accuracy.

In order to achieve the above object, an engine rotation angle sensor diagnostic apparatus according to the present invention includes a crank angle sensor that outputs a signal at every predetermined rotation angle of an engine crankshaft, and a camshaft of a valve system of the engine. An engine rotation angle sensor diagnosis device for diagnosing a failure of at least one of cam angle sensors that outputs a signal at every predetermined rotation angle, the signal indicating the state of the engine and the state of a device other than the engine Whether the engine is stopped using signals other than the signals of the crank angle sensor, the cam angle sensor, and the motor rotation sensor that detects the rotation state of the motor included in the other device. Engine stop determining means for determining whether or not the engine stop determining means determines that the engine is being stopped. It is characterized by having a.

Further, a specific aspect of the engine rotation angle sensor diagnostic apparatus according to the present invention includes an intake air amount sensor that outputs a voltage signal corresponding to an air flow rate flowing through the intake passage of the engine, and the engine stop determination unit includes: The engine is determined to be stopped when the output voltage of the intake air amount sensor or the intake air amount calculated based on the output voltage is equal to or less than a predetermined value.

Furthermore, another aspect of the engine rotation angle sensor diagnostic apparatus according to the present invention includes an intake pipe internal pressure sensor that outputs a voltage signal corresponding to the air pressure in the intake pipe, and a throttle that outputs a voltage signal corresponding to the throttle opening. The engine stop determination means includes an output voltage of the intake pipe internal pressure sensor or an intake pipe internal pressure calculated based on the output voltage that is a predetermined value or more, and an output voltage of the throttle sensor or the output voltage of the throttle sensor. When the throttle opening calculated based on is less than or equal to a predetermined value, it is determined that the engine is stopped .

Furthermore, another aspect of the engine rotation angle sensor diagnostic apparatus according to the present invention includes an intake pipe internal pressure sensor that outputs a voltage signal corresponding to the air pressure in the intake pipe, and an accelerator that outputs a voltage signal corresponding to the accelerator opening. A pedal sensor; and an idle determination means for determining that the engine is in an idle state when an output voltage of the accelerator pedal sensor is equal to or lower than a predetermined value;
The engine stop determination means calculates the output voltage of the intake pipe internal pressure sensor or the intake pipe internal pressure calculated based on the output voltage above a predetermined value, and calculates based on the output voltage of the accelerator pedal sensor or the output voltage. When the accelerator opening is less than or equal to a predetermined value, or when the output voltage of the intake pipe internal pressure sensor or the intake pipe internal pressure calculated based on the output voltage is greater than or equal to a predetermined value and the idle determination means It is characterized in that it is determined that the engine is stopped when any of the conditions when it is determined that the engine is present is satisfied .

Furthermore, another aspect of the engine rotation angle sensor diagnostic apparatus according to the present invention includes a transmission control unit that outputs a range signal indicating a gear position of a transmission, and the range signal output from the transmission control unit. A neutral determination means for determining whether or not the gear position of the transmission is in a neutral state in which the N range or P range is selected; a vehicle speed sensor that outputs a pulse signal corresponding to the output shaft rotational speed of the transmission; Vehicle speed calculation means for calculating the vehicle speed based on the pulse signal output from the vehicle speed sensor, battery voltage detection means for detecting the battery voltage of the battery that stores the generated power generated using the power of the engine, and driving Fuel cut condition to stop the fuel supply to the engine according to the state is established A fuel cut determination means for determining whether or not the fuel cut is in progress. The engine stop determination means determines whether or not the fuel cut is in progress based on the determination result of the fail cut determination means, When the vehicle speed is below a predetermined value, when the fuel cut is in progress and the input pulse period from the vehicle speed sensor is above the predetermined value, when the fuel cut is in progress and the battery voltage is below the predetermined value, the fuel cut is being executed and the range When the signal is in the N range or the P range, it is determined that the engine is stopped when any of the conditions for the fuel cut and the neutral state is satisfied .

Furthermore, another aspect of the engine rotation angle sensor diagnostic apparatus according to the present invention includes an accelerator pedal sensor that outputs a voltage signal corresponding to the accelerator opening, and calculates the accelerator opening based on the output voltage of the accelerator pedal sensor. An accelerator opening calculating means, an idle determining means for determining that the engine is in an idle state when an output voltage of the accelerator pedal sensor is equal to or less than a predetermined value, and a water temperature for outputting a voltage signal corresponding to the engine cooling water temperature A sensor, a water temperature calculating means for calculating the engine cooling water temperature by converting the output voltage of the water temperature sensor into a temperature, a battery for storing generated power generated using the power of the engine, and a battery power integrated value of the battery Battery remaining amount detecting means for calculating the battery remaining amount based on the And the water temperature is greater than a predetermined value and the accelerator opening is not greater than a predetermined value, or the battery remaining amount and the water temperature are both greater than a predetermined value and the output voltage of the accelerator pedal sensor is not greater than a predetermined value. It is determined that the engine is stopped when there is a certain condition, or when either of the remaining battery level and the water temperature is higher than a predetermined value and it is determined that the battery is in an idle state . .

Furthermore, the control apparatus for an engine according to the invention is characterized in that pre-equipped with Kikai rotation angle sensor diagnosis device.

  According to the present invention, it is determined that the engine is stopped without using the output signals of the crank angle sensor and the cam angle sensor, and the failure diagnosis operation is prohibited when it is determined that the engine is stopped. It is possible to prevent misdiagnosis of failure diagnosis of the angle sensor and the cam angle sensor.

An embodiment of an engine rotation angle sensor diagnostic apparatus according to the present invention will be described with reference to the drawings.

FIG. 1 shows a configuration example of an engine to which a rotation angle sensor diagnostic apparatus according to the present invention is applied.
The engine 3 has a plurality of cylinders, and introduces an air-fuel mixture into the combustion chamber 101c of each cylinder. Air introduced into the combustion chamber 101c is taken from the inlet portion 102a of the air cleaner 102, passes through an air flow sensor (intake air amount sensor) 25, and passes through a throttle body 140 in which a throttle valve 140a for controlling the amount of intake air is accommodated. And enters the collector 106. The opening degree of the throttle valve 140 a is controlled by the engine control unit 13.

  The air that has entered the collector 106 is distributed to the intake pipe 107 connected to each combustion chamber 101c of the engine 3 and then sucked into the combustion chamber 101c formed by the piston 101a, the cylinder block 101b, and the like.

  A water temperature sensor 28 for measuring the engine cooling water temperature is attached to the cylinder block 101b, and a sensor signal of the water temperature sensor 28 is input to the engine control unit 13. The air flow sensor 25 measures the intake air amount and outputs a signal representing the intake air amount to the engine control unit 13. A throttle sensor 27 that measures the opening of the throttle valve 140 a is attached to the throttle body 140, and the sensor signal of the throttle sensor 27 is input to the engine control unit 13. An intake pipe internal pressure sensor 29 for measuring the pressure in the intake pipe is attached to the intake pipe 107, and a sensor signal of the intake pipe internal pressure sensor 29 is input to the engine control unit 13.

  Fuel such as gasoline is pressurized by the fuel pump 51 from the fuel tank 50 and supplied to the fuel pipe 57, passes through the fuel filter 58, and then passes through the fuel pipe 59 to be provided for each combustion chamber 101 c. 54 is injected toward the combustion chamber 101c. The fuel injected into the combustion chamber 101 c is ignited by the spark plug 109 by the ignition signal that has been increased in voltage by the ignition coil 108.

  A crank angle sensor 2 is attached to the crankshaft portion of the engine 3. The crank angle sensor 2 is composed of a rotating body 1 attached to the crankshaft 101d and a magnetic pickup 2a fixedly arranged, and a rotational position signal (crank angle sensor signal) indicating the rotational position of the crankshaft 101d is used as an engine control unit. 13 is output.

  A cam angle sensor 117 is attached to the cam shaft portion of the exhaust valve 120. The cam angle sensor 117 is composed of a rotating body 118 attached to the cam shaft 100 of the exhaust valve 120 and a magnetic pickup 117a fixedly arranged, and an angle signal (cam angle sensor signal) representing the rotational position of the cam shaft 100 is provided. Output to the engine control unit 13.

  The exhaust pipe 209 is provided with an air-fuel ratio sensor 208 that detects the oxygen concentration in the exhaust gas and outputs a detection signal to the engine control unit 13, an exhaust gas purification catalyst 210, and the like.

Next, the configuration of the engine control unit 13 will be described with reference to FIG.
The engine control unit 13 is of a computer type, and the main part includes an MPU 203, an EP-ROM 202, a RAM 204, an I / O circuit 201 using an LSI including an A / D converter, and the like. An external communication device 90 is connected to the I / O circuit 201 so that data communication is possible.

  The engine control unit 13 includes various sensors including a crank angle sensor 2, a cam angle sensor 117, a water temperature sensor 28, an intake pipe internal pressure sensor 29, and an accelerator pedal sensor 24 that detects the depression amount (accelerator opening) of the accelerator pedal 24a. Is input as an input, executes predetermined calculation processing, outputs various control signals calculated as calculation results, and outputs predetermined control signals to the fuel pump 51, each injector 54, the ignition coil 108, and the like, which are actuators. To perform engine control such as fuel pump discharge amount control, fuel injection amount control, and ignition timing control.

  In addition, the engine control unit 13 takes in signals from the above-described various sensors as inputs, performs a failure diagnosis of whether or not the various sensors function normally, and a sensor failure is detected as a result of the diagnosis. The MIL (Malfunction Indicator Lamp) 205 installed in the indicator is turned on to notify the driver of the failure.

  At this time, the travel is limited by performing control such as limiting the fuel injection amount and ignition timing and prohibiting the execution of the control affected by the failed sensor.

FIG. 3 is a configuration example showing a hybrid system 300 of a hybrid vehicle to which the engine rotation angle sensor diagnostic apparatus according to the present invention is applied. In FIG. 3, a thick solid line indicates a transmission path of mechanical force, a thick broken line indicates a power line, a thin broken line indicates a communication means between units, and a thin solid line indicates a control line.

  The hybrid system 300 includes an engine 3 and a vehicle driving motor (electric motor) 303 as a power device that outputs driving torque for traveling. The crankshaft 101d of the engine 3 and the drive shaft 308 of the vehicle drive motor 303 can be mechanically and selectively connected by an interrupter (clutch) 307, and either the engine 3 or the vehicle drive motor 303 can be connected. The driving torque can be output to the wheel side at the same time from the output of the driving torque from the vehicle or both of them.

  The engine 3 is started by drivingly connecting a generator motor 302 by a transmission belt 301 and performing cranking by the generator motor 302. The drive torque output from the engine 3 and the vehicle drive motor 303 is input to the continuously variable transmission (decelerator) 309 by the drive shaft 308. The drive torque transmitted to the continuously variable transmission 309 is transmitted to the speed reducer 306 and the differential gear 311 after the reduction ratio is adjusted, and is decelerated to the final speed reduction ratio by the differential gear 311 and transmitted to the axle 312. Thus, the wheels (tires) 313 installed at both ends of the axle 312 are rotated.

  A vehicle speed sensor 310 is installed on the axle 312 side of the continuously variable transmission 309. The vehicle speed sensor 310 transmits a pulse signal corresponding to the output shaft speed of the continuously variable transmission 309 to the hybrid control unit 320 and the engine control unit 13. The hybrid control unit 320 calculates the vehicle speed from the input pulse period of the pulse signal from the vehicle speed sensor 310 and a coefficient determined from the vehicle.

  The generator motor 302 is mainly used for starting the engine 3 and generating power. The vehicle drive motor 303 is mainly used for driving the vehicle and for power regeneration (power generation) during braking. The DC power stored in the battery 316 is converted into AC power by the power converter 314 and supplied to the generator motor 302 and the vehicle drive motor 303 as drive power of the motor when starting the engine and driving the vehicle. Used.

  AC power generated during regenerative control of the vehicle driving motor 303 by vehicle braking or during power generation by the generator motor 302 is converted into DC power by the power converter 314 and stored in the battery 316. The remaining amount of power of the battery 316 (remaining battery amount) is calculated by the remaining battery amount detection device 317 from the integrated values of the charging current and discharging current and the battery voltage.

  Here, the input / output of the power converter 314 is controlled by the motor control unit 315 in accordance with the remaining battery level and the operating state, thereby driving and regenerating the vehicle driving motor 303 and starting the generator motor 302. And power generation control can be implemented.

  The motor control unit 315 has a fixed time from the rotational position of the generator motor 302 obtained from the input signals from the rotation sensor 304 for the generator motor and the rotation sensor 305 for the vehicle drive motor and the rotation position of the vehicle drive motor 303. The number of revolutions of the generator motor 302 and the number of revolutions of the vehicle drive motor 303 are calculated according to how much each rotational position changes.

  In the power generation control, the target power generation amount is obtained according to the battery remaining amount detected by the battery remaining amount detecting device 317, and the power generation torque corresponding to the target power generation amount is added to the traveling torque by the engine 3, whereby the intermittent machine In the driving region shown in FIG. 4 where power is generated by the generator motor 302 while driving by the driving torque of the engine 3 and the vehicle driving motor 303 mechanically coupled by the motor 307, and in the operation region where the engine automatically stops, By driving the engine 3 separated from the vehicle driving motor 303 by the intermittent device 307 when the automatic engine stop is prohibited due to a decrease in the amount or when the engine 3 or the battery 316 is not warmed up due to warm-up. The power generation motor 302 realizes power generation according to the target power generation amount, and the vehicle travels for vehicle driving. There are two control series generator shown in FIG. 5 for the motives 303.

  FIG. 6 shows the positional relationship between the pickup 2 a of the crank angle sensor 2 and the gear teeth 1 a of the rotating body 1. The rotating body 1 is provided with 15 gear teeth 1a on the outer peripheral edge portion at a pitch corresponding to a rotation angle of 10 degrees in a rotation angle range of 150 degrees out of 360 degrees on the outer periphery, and gear teeth in a rotation angle range of 30 degrees on the outer periphery. And the remaining rotation angle range of 180 degrees facing each other is axisymmetric and has the same configuration.

  Since the rotating body 1 makes one rotation with respect to one rotation of the crankshaft 101d, the crank angle sensor 2 (pickup 2a) outputs a pulse signal for each gear tooth 1a, so the missing tooth portion 1b is detected every 180 degrees. Then, the output voltage of the crank angle sensor 2 changes as shown in FIG.

  FIG. 8 shows the positional relationship between the pickup 117 a of the cam angle sensor 117 and the gear teeth 118 a to 118 d of the rotating body 118. The rotating body 118 has leading gear teeth arranged at intervals of 90 degrees (180 degrees CA) in the order of 118a, 118b, 118c, and 118d on the outer peripheral edge, and the gear teeth 118b to 118d have a rotation angle of 14 degrees (28 The following gear teeth are present at a pitch equivalent to the degree CA).

  As the rotator 118 rotates once for every two rotations of the crankshaft 101d, the cam angle sensor 117 outputs the same number of pulses as the number of cylinders every 180 degrees CA of the crank angle 720 degrees CA. The output voltage of the cam angle sensor 117 changes as shown in FIG.

  FIG. 10 shows the output voltage of the crank angle sensor 2, the output voltage of the cam angle sensor 117, and the stroke of each cylinder in a four-cylinder four-cycle engine.

  The output voltage of the crank angle sensor 2 has an unequal interval signal portion (30 ° CA) due to the missing tooth portion 1b every 180 ° CA, and the output voltage of the cam angle sensor 117 is the gear teeth 118a to 118d every 180 ° CA. Has a voltage signal portion corresponding to.

  The position configuration of the output signal from the crank angle sensor 2 and the output signal from the cam angle sensor 117 is such that the cam angle sensor 117 has an output signal from the cam angle sensor 2 that is repeated every 180 degrees CA by the output signal of the crank angle sensor 2. An output signal corresponding to the gear teeth 118a to 118d output every 180 degrees CA as an output signal, and a first pulse of a signal corresponding to the gear teeth 118a to 118d of the cam angle sensor to the missing tooth portion 1b of the crank angle sensor 2. The signal is positioned.

  However, in a vehicle having a variable valve mechanism that changes the valve opening / closing timing, the cam angle changes with respect to the crank angle, so the phase of the output signal from the cam angle sensor 117 changes.

FIG. 11 is a block diagram showing the basic structure of the rotation angle sensor diagnostic apparatus according to the present invention.
The rotation angle sensor diagnostic device of the present embodiment outputs a pulse signal for each reference position of each cylinder in synchronization with the crank angle sensor 2 that outputs a pulse signal for each reference crank angle and the camshaft 100 of the engine valve system. The failure diagnosis of the cam angle sensor 117 is performed by the rotation angle sensor diagnosis means 13e of the engine control unit 13.

The engine speed calculating means 13a for calculating the engine speed based on the output signal from the crank angle sensor 2 is based on the output signal from the crank angle sensor 2 (timer value at the time of current signal input−time of previous signal input). Assuming that the signal period of the crank angle sensor 2 calculated from the timer value of TREF10 is TREF10, the engine speed NE can be expressed as in the following formula (1).
NE × K = TREF10 × k (1)

  The coefficients K and k used in Equation (1) are constants set in advance for calculating the engine speed NE.

  The engine control unit 13 includes an engine stop determination unit 13c, and the rotation angle sensor diagnosis unit 13e includes a rotation angle sensor diagnosis prohibition unit 13d that selectively prohibits a failure diagnosis operation, that is, execution of the rotation angle sensor diagnosis.

  The engine stop determination means 13c is a signal indicating the state of the engine 3 other than the signals of the crank angle sensor 2 and the cam angle sensor 117, a signal indicating the state of a device other than the engine 3, or a signal indicating the state of the engine 3 and the engine 3 Whether or not the engine is stopped is determined based on a combination of signals indicating the states of the other devices.

  The rotation angle sensor diagnosis prohibiting unit 13d adds “not engine stopped” to the rotation angle sensor diagnosis permission condition, and if the engine stop determination unit 13c determines that the engine is stopped, the rotation angle sensor diagnosis is performed. Is not allowed.

  Thereby, the rotation angle sensor diagnosis means 13e performs the rotation angle sensor diagnosis operation while the engine is stopped by the rotation angle sensor diagnosis prohibition means 13d based on the engine stop determination result determined by the engine stop determination means 13c. It is forbidden.

  The engine speed calculation means 13a, the engine stop determination means 13c, the rotation angle sensor diagnosis means 13e, and the rotation angle sensor diagnosis prohibition means 13d are executed when the engine control unit 13 executes a computer program for realizing the processing flow shown in FIG. , Embodied.

Next, rotation angle sensor diagnosis processing by the engine control unit 13 will be described with reference to the flowchart of FIG.
First, in step S1, sensor signals from the crank angle sensor 2, the cam angle sensor 117, etc., a signal indicating the voltage of the power source that supplies power to these sensors, and other signals used for engine stop determination are input.

Next, in step S2, it is determined whether or not a sensor signal from the crank angle sensor 2 has been input.
When it is determined in step S2 that the sensor signal from the crank angle sensor 2 has been input, the process proceeds to step S3, and the engine speed is calculated by the engine speed calculation means 13a based on the sensor signal from the crank angle sensor 2.

  When it is determined in step S2 that there is no sensor signal input from the crank angle sensor 117, the process proceeds to step S8, and the rotation angle sensor diagnosis is canceled by the rotation angle sensor diagnosis prohibiting means 13d.

  In step S4, it is determined whether or not the engine speed calculated by the engine speed calculating means 13a is equal to or greater than a predetermined value (for example, 600 rpm) set in the rotation angle sensor diagnosis permission condition.

  When it is determined in step S4 that the engine speed is equal to or greater than the predetermined value, the process proceeds to step S5 and the diagnosis is continued. On the other hand, when it is determined that the engine speed is less than the predetermined value, the process proceeds to step S8, and the diagnosis is canceled by the rotation angle sensor diagnosis prohibiting means 13d.

  In step S5, the sensor power supply voltage is a guaranteed lower limit voltage (for example, 6V) that can output a sensor signal output necessary for failure diagnosis of the crank angle sensor 2 and the cam angle sensor 117 at a level at which the signal can be detected in a normal state. ) Determine whether there is more.

  When it is determined that the power supply voltage for the sensor is less than the guaranteed lower limit voltage, it is determined that normal diagnosis cannot be performed, and the process proceeds to step S8, where the diagnosis is canceled by the rotation angle sensor diagnosis prohibiting means 13d.

  When it is determined that the power supply voltage is equal to or higher than the guaranteed lower limit voltage, the process proceeds to step S6 and the diagnosis is continued. In step S6, it is determined whether or not the engine is stopped by the engine stop determination means 13c, and then the process proceeds to step S7.

  In step S7, if the determination result of the engine stop determination unit 13c is not that the engine is stopped, the engine 3 is actually rotating, so the process proceeds to step S9 and the diagnosis is continued. On the other hand, if the determination result of the engine stop determination unit 13c is that the engine is stopped, the engine 3 is not actually rotating, so the process proceeds to step S8, and the rotation angle sensor diagnosis prohibiting unit 13d performs the diagnosis. Cancel.

  In step S9, it is determined whether or not a sensor signal from the cam angle sensor 117 has been input. When it is determined in step S9 that the signal from the cam angle sensor 117 has been input, the process proceeds to step S10, and the cam angle sensor 117 is determined to be normal. On the other hand, when it is determined in step S9 that there is no signal input from the cam angle sensor 117, the process proceeds to step S11.

  In step S11, it is determined whether or not a state in which no signal is input since the previous signal input from the cam angle sensor 117 has continued for a predetermined time (for example, 200 ms). If it continues for a predetermined time or more, in step S12, the cam angle sensor 117 is diagnosed as abnormal, and an NG determination flag is set.

  FIG. 13 shows a specific embodiment 1 of the engine stop determination in the rotation angle sensor diagnostic apparatus according to the present invention.

  The engine control unit 13 has intake air amount calculation means 13b. The intake air amount calculation means 13b calculates the intake air amount based on the output voltage of the air flow sensor 25 (voltage signal corresponding to the flow rate of air flowing through the intake passage).

  The engine stop determination unit 13c receives an output voltage of the air flow sensor 25 and a signal indicating the intake air amount calculated by the intake air amount calculation unit 13b.

  The engine stop determination unit 13c determines that the engine is stopped when the output voltage of the air flow sensor 25 or the intake air amount calculated from the output voltage is equal to or less than a predetermined value.

  FIG. 14 is a flowchart of the engine stop determination process of the first embodiment, which is an engine stop determination routine in step S6 of FIG.

  First, in step S20, the engine control unit 13 receives the output voltage of the air flow sensor 25 that outputs a voltage signal in accordance with the flow rate of air flowing through the intake pipe.

  Next, in step S21, the intake air amount calculation means 13b uses the intake air amount conversion table set in advance based on the voltage-intake air amount characteristic of the air flow sensor 25 as shown in FIG. The voltage value is converted into the intake air amount, and the intake air amount is calculated.

  In the engine stop determination means 13c, the air amount obtained based on the output voltage of the air flow sensor 25 while the engine is stopped is set in advance as a predetermined value. The intake air amount calculated by the amount calculating means 13b is compared with a predetermined value. If the intake air amount is equal to or less than the predetermined value, the process proceeds to step S23, and it is determined that the engine is stopped. On the other hand, if the intake air amount is larger than the predetermined value, the process proceeds to step S24, and it is determined that the engine is rotating (method 1).

  In another method (method 2), first, the output voltage of the airflow sensor 25 is received by the engine control unit 13 in step S20.

  Since the engine stop determination means 13c is preset with a voltage value based on the output voltage of the airflow sensor 25 while the engine is stopped, the engine stop determination means 13c determines that the airflow sensor voltage in step S22 ′. When the output voltage of the air flow sensor is equal to or lower than the predetermined value, the process proceeds to step S23 ′ and it is determined that the engine is stopped. On the other hand, if the airflow sensor voltage is greater than the predetermined value, the process proceeds to step S25 'and it is determined that the engine is rotating.

  Here, the engine stop determination unit 13c can arbitrarily select the method 1 or the method 2. When the engine stop determination unit 13c determines that the engine is stopped, the rotation angle sensor diagnosis is prohibited. By setting this as one condition for prohibiting rotation angle sensor diagnosis in the rotation angle sensor diagnosis prohibiting means 13d, the rotation angle sensor diagnosis means 13e avoids erroneous diagnosis while the engine is stopped.

FIG. 16 is a time chart of the rotation angle sensor diagnosis according to the first embodiment.
FIG. 17 shows a specific second embodiment of engine stop determination in the rotation angle sensor diagnostic device according to the present invention.

  The engine stop determination means 13c receives the output voltage of the intake pipe internal pressure sensor 29 that outputs a voltage signal according to the air pressure in the intake pipe and the output voltage of the throttle sensor 27 that outputs a voltage signal according to the throttle opening.

  The engine control unit 13 has intake pipe internal pressure calculation means 13f and throttle opening calculation means 13g. The intake pipe internal pressure calculating means 13f calculates the intake pipe internal pressure based on the output voltage of the intake pipe internal pressure sensor 29 (voltage signal corresponding to the air pressure in the intake pipe). The throttle opening calculation means 13g calculates the throttle opening based on the output voltage of the throttle sensor 27 (voltage signal corresponding to the air pressure in the intake pipe).

  The engine stop determination means 13c includes an output voltage of the intake pipe internal pressure sensor 29, an output voltage of the throttle sensor 27, a signal indicating the intake pipe internal pressure calculated by the intake pipe internal pressure calculation means 13f, and a throttle opening degree calculation means 13g. A signal indicating the calculated throttle opening is input.

  The engine stop determination means 13c is configured such that the output voltage of the intake pipe internal pressure sensor 29 or the intake pipe internal pressure calculated from the output voltage is a predetermined value or more, and the throttle valve calculated from the output voltage of the throttle sensor 27 or the output voltage is predetermined. If it is less than the value, it is determined that the engine is stopped.

  FIG. 18 is a flowchart of the engine stop determination process of the second embodiment, and this is also the engine stop determination routine in step S6 of FIG.

  First, in step S30, the engine control unit 13 receives the output voltage of the throttle sensor 27 that outputs a voltage signal according to the throttle opening.

  Next, in step S31, the intake pipe internal pressure calculation means 13f calculates the intake pipe internal pressure P based on the output voltage Vp of the intake pipe internal pressure sensor 29, and the throttle opening degree calculation means 13g calculates the output voltage Vt of the throttle sensor 27. Based on this, the throttle opening T is calculated.

The relationship expressed by the following equation (2) is used for the output voltage Vp of the intake pipe internal pressure sensor 29 and the intake pipe internal pressure P, and the relationship expressed by the following equation (3) is provided for the output voltage Vt of the throttle sensor 27 and the throttle opening T. Therefore, the intake pipe internal pressure calculating means 13f and the throttle opening calculating means 13g, according to the formulas (2) and (3), the coefficients Kp and Kt determined from the sensor characteristics, the sensor output voltages Vp and Vt, From the offset voltages α and β, the intake pipe internal pressure P and the throttle opening T are calculated.
P = Kp × (Vp−α) (2)
T = Kt × (Vt−β) (3)

  Since the relationship shown in FIG. 19 is established between the throttle opening T, the air pressure in the intake pipe (intake pipe internal pressure P), and the intake air amount, the engine stop determination means 13c determines the air pressure in the intake pipe relative to the throttle opening T. It can be determined whether the engine 3 is actually sucking air, that is, whether the engine 3 is rotating.

  At this time, the purpose of referring to the throttle opening T is that if the pressure in the intake pipe alone is in the state that the throttle is closed when the engine is stopped, the intake pipe is equivalent to the atmospheric pressure or the intake air is taken in by the engine rotation. This is because, since the throttle is fully opened, it is impossible to determine whether the pressure is equal to the atmospheric pressure without fluctuation in pressure due to the throttle throttle.

  In the engine stop determination means 13c, an intake pipe internal pressure P calculated from the output voltage of the intake pipe internal pressure sensor 29 while the engine is stopped and a throttle opening degree T calculated from the output voltage of the throttle sensor 27 while the engine is stopped are preliminarily set. In step S32, the engine stop determination means 13c compares the intake pipe internal pressure P calculated from the output voltage of the intake pipe internal pressure sensor 29 with a predetermined value, and the intake pipe internal pressure P is determined to be a predetermined value. If the value is greater than or equal to the value, the process proceeds to step S33 to continue the process. On the other hand, when the intake pipe pressure P is less than the predetermined value, the process proceeds to step S35, and it is determined that the engine is rotating.

  In step S33, the throttle opening T calculated from the output voltage of the throttle sensor 27 is compared with a predetermined value. If the throttle opening T is equal to or smaller than the predetermined value, the process proceeds to step S34 and it is determined that the engine is stopped. On the other hand, when the throttle opening T is larger than the predetermined value, the process proceeds to step S35, and it is determined that the engine is rotating (method 3).

  In another method (method 4), first, in step S30, the output voltage of the intake pipe internal pressure sensor 29 and the output signal of the throttle sensor 27 are received by the engine control unit 13.

  Since the output voltage of the intake pipe internal pressure sensor 29 while the engine is stopped and the output voltage of the throttle sensor 27 while the engine is stopped are set in the engine stop determination unit 13c as predetermined values in advance, the process proceeds to step S32 ′. Then, the intake pipe internal pressure sensor voltage is compared with a predetermined value. If the output voltage of the intake pipe internal pressure sensor 29 is equal to or higher than the predetermined value, the process proceeds to step S33 ′ and the process is continued. On the other hand, if the output voltage of the intake pipe internal pressure sensor 29 is less than the predetermined value, the process proceeds to step S35 'and it is determined that the engine is rotating.

  In step S33 ', the throttle sensor voltage is compared with a predetermined value. If the output voltage of the throttle sensor 27 is equal to or lower than the predetermined value, the process proceeds to step S34' to determine that the engine is stopped. On the other hand, when the output voltage of the throttle sensor 27 is larger than the predetermined value, the process proceeds to step S35 'and it is determined that the engine is rotating.

  Here, the engine stop determination unit 13c can arbitrarily select the method 3 or the method 4, and prohibits the rotation angle sensor diagnosis when the engine stop determination unit 13c determines that the engine is stopped. By setting this as one condition for prohibiting rotation angle sensor diagnosis in the rotation angle sensor diagnosis prohibiting means 13d, the rotation angle sensor diagnosis means 13e avoids erroneous diagnosis while the engine is stopped.

FIG. 20 is a time chart of the rotation angle sensor diagnosis according to the second embodiment.
FIG. 21 shows a specific third embodiment of engine stop determination in the rotation angle sensor diagnostic device according to the present invention.

  The engine control unit 13 includes an intake pipe internal pressure calculation means 13f, an accelerator opening calculation means 13h, and an idle determination means 13i. The intake pipe internal pressure calculating means 13f calculates the intake pipe internal pressure based on the output voltage of the intake pipe internal pressure sensor 29 (voltage signal corresponding to the air pressure in the intake pipe). The accelerator opening calculating means 13h calculates the accelerator opening based on the output voltage of the accelerator pedal sensor 24 (voltage signal corresponding to the accelerator opening). The idle determination means 13i determines that the engine is in an idle state when the output voltage of the accelerator pedal sensor 24 is equal to or lower than a predetermined value, and generates an idle signal indicating the idle state.

  The engine stop determination means 13c includes an output voltage of the intake pipe internal pressure sensor 29, an output voltage of the accelerator pedal sensor 24, a signal indicating the intake pipe internal pressure calculated by the intake pipe internal pressure calculation means 13f, and an accelerator opening calculation means 13h. The signal indicating the accelerator opening calculated by the above and the idle signal generated by the idle determination means 13i are input.

  The engine stop determination means 13c is configured such that the output voltage of the intake pipe internal pressure sensor 29 or the intake pipe internal pressure calculated from the output voltage is not less than a predetermined value, and the accelerator opening calculated from the output voltage of the accelerator pedal sensor 24 or the output voltage is Either when it is below a predetermined value, or when the output voltage of the intake pipe internal pressure sensor 29 or the intake pipe internal pressure calculated from the output voltage is above a predetermined value and an idle signal indicating that the engine is in an idle state is output If any of these conditions is satisfied, it is determined that the engine is stopped.

  FIG. 22 is a flowchart of the engine stop determination process of the third embodiment, and is an engine stop determination routine in step S6 of FIG.

  First, in step S40, the engine control is performed on the output voltage of the intake pipe internal pressure sensor 29 that outputs a voltage signal according to the air pressure in the intake pipe and the output voltage of the accelerator pedal sensor 24 that outputs a voltage signal according to the accelerator opening. Received by unit 13.

  Next, in step S41, the intake pipe pressure calculating means 13f calculates the intake pipe internal pressure P from the output voltage of the intake pipe internal pressure sensor 29 as in the second embodiment, and the accelerator opening calculating means 13h calculates the accelerator pedal sensor 24. The accelerator opening A is calculated from the output voltage Va.

Since the relationship expressed by the following mathematical expression (4) is established between the output voltage Va of the accelerator pedal sensor 24 and the accelerator opening A, the accelerator opening calculating means 13h has a coefficient Ka determined from the sensor characteristics according to the mathematical expression (4). The accelerator opening A is calculated from the output voltage Va of the sensor and the offset voltage γ.
A = Ka × (Va−γ) (4)

  Since the throttle valve 140a normally operates in conjunction with the accelerator pedal 24a, the relationship between the throttle opening T, the air pressure in the intake pipe, and the intake air amount shown in FIG. Instead of the relationship of the air amount, it may be determined from the air pressure in the intake pipe with respect to the accelerator opening A whether the engine 3 is sucking air, that is, whether the engine 3 is rotating.

  In the engine stop determination means 13c, the intake pipe internal pressure P calculated from the output voltage of the intake pipe internal pressure sensor 29 while the engine is stopped and the accelerator opening A calculated from the output voltage of the accelerator pedal sensor 24 while the engine is stopped are stored in advance. Since each predetermined value is set, the engine stop determination means 13c compares the intake pipe internal pressure P calculated from the output voltage of the intake pipe internal pressure sensor 29 with a predetermined value in step S42, and the intake pipe internal pressure P is determined. If it is greater than or equal to the predetermined value, the process proceeds to step S43 and the process is continued. On the other hand, when the intake pipe pressure P is less than the predetermined value, the process proceeds to step S45, and it is determined that the engine is rotating.

  In step S43, the accelerator opening A calculated from the output voltage of the accelerator pedal sensor 24 is compared with a predetermined value. If the accelerator opening A is equal to or smaller than the predetermined value, the process proceeds to step S44 and it is determined that the engine is stopped. On the other hand, when the accelerator opening A is larger than the predetermined value, the process proceeds to step S45, and it is determined that the engine is rotating (method 5).

  In another method (method 6), first, in step S40, an output voltage of the intake pipe internal pressure sensor 29 that outputs a voltage signal in accordance with the air pressure in the intake pipe and a voltage signal in accordance with the accelerator opening are output. The engine control unit 13 receives the output voltage of the accelerator pedal sensor 24.

  Since the output voltage of the intake pipe internal pressure sensor 29 while the engine is stopped and the output voltage of the accelerator pedal sensor 24 while the engine is stopped are set in the engine stop determination unit 13c as predetermined values, the engine stop determination unit 13c In step S42 ′, the intake pipe internal pressure sensor voltage is compared with a predetermined value. If the output voltage of the intake pipe internal pressure sensor 29 is equal to or higher than the predetermined value, the process proceeds to step S43 ′ and the process is continued. On the other hand, if the output voltage of the intake pipe internal pressure sensor 29 is less than the predetermined value, the process proceeds to step S45 'and it is determined that the engine is rotating.

  In step S43 ', the output voltage of the accelerator pedal sensor 24 is compared with a predetermined value. If the output voltage of the accelerator pedal sensor 24 is equal to or lower than the predetermined value, the process proceeds to step S44' to determine that the engine is stopped. On the other hand, when the output voltage of the accelerator pedal sensor 24 is larger than the predetermined value, the process proceeds to step S45 'and it is determined that the engine is rotating.

  FIG. 23 is a flowchart of another engine stop determination process of the third embodiment, which is an engine stop determination routine in step S6 of FIG.

  First, in step S50, engine control is performed on the output voltage of the intake pipe internal pressure sensor 29 that outputs a voltage signal according to the air pressure in the intake pipe and the output voltage of the accelerator pedal sensor 24 that outputs a voltage signal according to the accelerator opening. Received by unit 13.

  Next, in step S51, as in the second embodiment, the intake pipe pressure calculating means 13f calculates the intake pipe internal pressure P from the output voltage of the intake pipe internal pressure sensor 29, and the idle determination means 13i outputs the output of the accelerator pedal sensor 24. Generation processing of an idle signal indicating an idle state from the voltage is performed. The idle determination means 13i compares the output voltage of the accelerator pedal sensor 24 with a predetermined value set for the output voltage of the accelerator pedal sensor 24 when the engine is stopped, and when the output voltage of the accelerator pedal sensor 24 is equal to or lower than the predetermined value. It determines with an idle state, outputs the idle signal by predetermined voltage Vi (for example, 1V), and outputs voltage zero in other cases.

  In the engine stop determination means 13c, the intake pipe internal pressure P calculated from the output voltage of the intake pipe internal pressure sensor 29 while the engine is stopped is set in advance as a predetermined value. The intake pipe internal pressure P calculated from the output voltage of the intake pipe internal pressure sensor 29 is compared with a predetermined value. If the intake pipe internal pressure P is greater than or equal to the predetermined value, the process proceeds to step S53 and the process is continued. On the other hand, when the intake pipe pressure P is less than the predetermined value, the process proceeds to step S55, and it is determined that the engine is rotating.

  Since the engine stop determination means 13c is preset with a predetermined value that is equal to or less than the idle signal voltage value Vi, the engine stop determination means 13c determines the idle signal voltage and the predetermined value in step S53. If the idle signal voltage is equal to or higher than the predetermined value, the process proceeds to step S54 to determine that the engine is stopped. On the other hand, when the idle signal voltage is less than the predetermined value, the process proceeds to step S55, and it is determined that the engine is rotating.

  In another method (method 8), first, in step S50, the output signal of the intake pipe internal pressure sensor 29 that outputs a voltage signal according to the air pressure in the intake pipe and the voltage signal according to the accelerator opening are output. The engine control unit 13 receives the output voltage of the accelerator pedal sensor 24.

  Next, in step S51 ', an idle signal indicating idle state is generated from the output voltage of the accelerator pedal sensor 24 by the intake pipe pressure calculating means 13f.

  Since the output voltage of the intake pipe internal pressure sensor 29 when the engine is stopped is set in advance as a predetermined value in the engine stop determination means 13c, the engine stop determination means 13c determines that the intake pipe internal pressure sensor voltage The predetermined values are compared, and if the output voltage of the intake pipe internal pressure sensor 29 is equal to or higher than the predetermined value, the process proceeds to step S53 ′ and the process is continued. On the other hand, if the output voltage of the intake pipe internal pressure sensor 29 is less than the predetermined value, the process proceeds to step S55 'and it is determined that the engine is rotating.

  Since the engine stop determination means 13c is set in advance to a value that is equal to or less than the idle signal voltage value Vi and greater than zero, the engine stop determination means 13c determines the idle signal voltage and the predetermined value in step S53 ′. The values are compared, and if the idle signal voltage is equal to or higher than the predetermined value, the process proceeds to step S54 ′ to determine that the engine is stopped. On the other hand, when the idle signal voltage is less than the predetermined value, the process proceeds to step S55, and it is determined that the engine is rotating.

  Here, the engine stop determination unit 13c can arbitrarily select any one of the method 5 to the method 8. When the engine stop determination unit 13c determines that the engine is stopped, the rotation angle sensor diagnosis is performed. By prohibiting it as one condition for prohibiting rotation angle sensor diagnosis in the rotation angle sensor diagnosis prohibiting means 13d, the rotation angle sensor diagnosis means 13e avoids erroneous diagnosis while the engine is stopped.

FIG. 24 is a time chart of the rotation angle sensor diagnosis in the third embodiment.
FIG. 25 shows a specific embodiment 4 of engine stop determination in the rotation angle sensor diagnostic apparatus according to the present invention.

  The engine control unit 13 includes neutral determination means 13j, vehicle speed calculation means 13k, and fuel cut determination means 13n. The neutral determination means 13j compares the voltage of the range signal (signal indicating the gear position of the transmission with a voltage value) output from the transmission control unit 400 with the voltage indicating the N range or P range (for example, 0V), and Generate. The vehicle speed calculation means 13k calculates the vehicle speed based on the output pulse of the vehicle speed sensor 310. The fuel cut determination means 13n generates a fuel cut signal (F / C signal) when the engine torque is unnecessary.

  The engine stop determination unit 13c is configured to output the pulse output from the vehicle speed sensor 310, the range signal output from the transmission control unit 400, a signal indicating the voltage of the auxiliary battery 401 that stores the generated power, and the hybrid control unit 320. A fuel cut signal (F / C signal) output as an engine stop request, a neutral signal output from the neutral determination means 13j, a signal indicating the vehicle speed calculated by the vehicle speed calculation means 13k, and a fuel cut determination means 13n output Input the fuel cut signal.

  The fuel cut signal from the hybrid control unit 320 is a voltage signal of a predetermined voltage Vf (for example, 1 V) when the fuel cut condition is satisfied, and a signal of zero voltage when the condition is not satisfied.

  The engine stop determination means 13c is in a state where the fuel cut signal output from the hybrid control unit 320 or the fuel cut determination means 13n and the input pulse period of the vehicle speed sensor 310 or the vehicle speed calculated from the input pulse period satisfy a predetermined condition, Alternatively, the fuel cut signal and the voltage of the auxiliary battery 401 satisfy a predetermined condition, or the fuel cut signal and a range signal indicating a gear position output from the transmission control unit satisfy a predetermined condition, or the fuel It is determined that the engine is stopped when one of the conditions in which the neutral signal indicating the neutral state by the cut signal and the neutral determination means 13j satisfies a predetermined condition is satisfied.

  FIG. 26 is a flowchart of the engine stop determination process of the fourth embodiment, which is an engine stop determination routine in step S6 of FIG.

  First, in step S60, the fuel cut signal output as an engine stop request from the hybrid control unit 320, the output pulse from the vehicle speed sensor 310, the voltage of the auxiliary battery 401, and the transmission control unit 400 are output. The range signal is received by the engine control unit 13.

  Next, in step S61, when the engine torque is unnecessary, the engine control unit 13 performs a process of generating a fuel cut signal independently by the fuel cut determination means 13n. As with the fuel cut signal from the hybrid control unit 320, the fuel cut signal generated by the fuel cut determination means 13n is a voltage signal of a predetermined voltage Vf (for example, 1V) when the fuel cut condition is satisfied, and the condition is satisfied. In other cases, the voltage is zero.

Next, in step S62, the vehicle speed SP is calculated from the input pulse period Spt from the vehicle speed sensor 310. Since the following equation (5) is established between the input pulse cycle Spt from the vehicle speed sensor 310 and the vehicle speed SP, the vehicle speed calculation unit 13k follows the equation (5) to input pulse cycle Spt from the vehicle speed sensor 310. Then, the vehicle speed SP is calculated from the coefficient Ks determined by the vehicle characteristics.
SP = Ks / Spt (5)

  Next, in step S63, the neutral determination means 13j compares the voltage of the range signal with a voltage indicating the N range or P range (for example, 0 V), and performs a neutral signal generation process. The neutral determination means 13j outputs a predetermined voltage Vn (for example, 1V) as a neutral signal when the range signal voltage is equal to or lower than the voltage indicating the N range or the P range, and outputs a voltage zero otherwise. To do.

  The state in which the engine 3 is stopped at the time of the fuel cut does not generate torque for maintaining the rotation of the engine 3 itself due to the fuel cut, and at the same time, the rotation of the wheel 313 during inertial running causes the transmission 309 to rotate. In this state, no reverse transmission is made to the engine 3 via the interrupter 307, and the engine 3 is not rotated by an external input.

  The state in which the engine 3 is not rotated by an input from the outside means that the vehicle is stopped and the wheel 313 is not rotating, or the gear position is selected in the N range or P range. Therefore, the engine 3 and the axle 312 are separated from each other, and the fuel cut signal and the vehicle speed SP, or the fuel cut signal and the input pulse period from the vehicle speed sensor, or the fuel cut signal and the range signal. Alternatively, when the engine is stopped is determined by one of the neutral signal generated from the fuel cut signal and the range signal.

  In addition, in a vehicle equipped with a battery 401 for auxiliary machinery and a generator for charging the auxiliary battery 401, power is generated by a power generator connected to the engine 3 when the engine is rotated, so that the engine is stopped. Since the output voltage of the auxiliary battery 401 is higher than that, it is possible to determine when the engine is stopped based on the fuel cut signal and the battery voltage.

  As described above, in step S64, the voltage of the fuel cut signal generated by the control unit of either the engine control unit 13 or the hybrid control unit 320 and the fuel cut signal voltage value Vf or less are larger than zero. If the fuel cut signal voltage is equal to or greater than the predetermined value, the method 9 proceeds to step S65, the method 10 proceeds to step S66, the step method 11 proceeds to S67, and the method 12 proceeds. Proceeding to step S68, the method 13 proceeds to step S69, and the processing is continued. On the other hand, when the fuel cut signal voltage is less than the predetermined value, the process proceeds to step S72 and it is determined that the engine is rotating.

  The engine stop determination unit 13c can arbitrarily select any one of the method 9 to the method 13 regarding the engine stop determination.

  In the method 9, the vehicle speed SP in the stopped state is set in advance to the engine stop determination unit 13c. In step S65, the engine stop determination unit 13c compares the vehicle speed SP with the predetermined value, and the vehicle speed SP is set to the predetermined value. If it is equal to or smaller than the value, the process proceeds to step S70 and the process is continued. On the other hand, when the vehicle speed SP is higher than the predetermined value, the process proceeds to step S72, and it is determined that the engine is rotating.

  In the method 10, the input pulse period Spt from the vehicle speed sensor 310 in the stopped state is set in advance as a predetermined value in the engine stop determination unit 13c, and the engine stop determination unit 13c receives the input from the vehicle speed sensor 310 in step S66. The pulse period Spt and a predetermined value are determined. If the input pulse period Spt is equal to or larger than the predetermined value, the process proceeds to S70 and the process is continued. On the other hand, if the input pulse period Spt is less than the predetermined value, the process proceeds to S72 and it is determined that the engine is rotating.

  In the method 11, the auxiliary battery voltage at the time of engine stop is set in advance to the engine stop determining means 13c, and the engine stop determining means 13c compares the auxiliary battery voltage with the predetermined value in step S67. If the auxiliary battery voltage is less than or equal to the predetermined value, the process proceeds to step S70 and the process is continued. On the other hand, if the auxiliary battery voltage is greater than the predetermined value, the process proceeds to step S72, and it is determined that the engine is rotating.

  In the method 12, the voltage when the range signal is the N range or the P range is preset in the engine stop determination unit 13c as a predetermined value, and the engine stop determination unit 13c determines the voltage of the range signal and the predetermined value in step S68. The values are compared, and if the range signal voltage is equal to or lower than the predetermined value, the process proceeds to step S70 and the process is continued. On the other hand, when the range signal voltage is larger than the predetermined value, the process proceeds to step S72, and it is determined that the engine is rotating.

  In the method 13, the neutral signal voltage value Vn is set in advance to the engine stop determination unit 13c, and the engine stop determination unit 13c compares the neutral signal voltage with the predetermined value in step S69, and the neutral signal is If it is equal to or greater than the predetermined value, the process proceeds to step S70 and the process is continued. On the other hand, if the neutral signal is less than the predetermined value, the process proceeds to step S72 and it is determined that the engine is rotating.

  In step S70, it is determined by a timer whether the fuel cut signal voltage is equal to or higher than a predetermined value and whether a predetermined time has elapsed since any of the conditions shown in steps S65 to S69 is satisfied. If the predetermined time has elapsed, the process proceeds to step S71, and it is determined that the engine is stopped. On the other hand, if the predetermined time has not elapsed, the process proceeds to step S72 to determine that the engine is rotating.

  Thus, if the engine stop determination means 13c determines that the engine is stopped, prohibiting the rotation angle sensor diagnosis is one condition for prohibiting the rotation angle sensor diagnosis in the rotation angle sensor diagnosis prohibiting means 13d. As a result, the rotation angle sensor diagnosis means 13e avoids erroneous diagnosis while the engine is stopped.

  FIG. 27 is a time chart of the rotation angle sensor diagnosis in the fourth embodiment.

  As described above, the fourth embodiment has been described in detail. As a method of generating a fuel cut signal, as a software process, a digital signal 1 is output when the fuel cut condition is satisfied, and a digital signal zero is output otherwise. It is good also as a flag which does. The neutral signal generation method is also a software process that outputs a digital signal 1 if the range signal is N range or P range, and outputs a digital signal zero otherwise. It is good. Further, the range signal transmitted from the transmission control unit 400 may be a digital signal generated as software processing.

  FIG. 28 shows a specific fifth embodiment of engine stop determination in the rotation angle sensor diagnostic device according to the present invention. The fifth embodiment is applicable to an engine automatic stop compatible that automatically stops the engine 3 when a predetermined condition is satisfied.

  The engine control unit 13 includes an accelerator opening degree calculation means 13h, an idle determination means 13i, and a water temperature calculation means 13m. The accelerator opening calculating means 13h calculates the accelerator opening based on the output voltage of the accelerator pedal sensor 24 (voltage signal corresponding to the accelerator opening). The idle determination means 13i determines that the engine is in an idle state when the output voltage of the accelerator pedal sensor 24 is equal to or lower than a predetermined value, and generates an idle signal indicating the idle state. The water temperature calculation means 13m converts the voltage value of the water temperature sensor 28 into temperature, and calculates the engine cooling water temperature.

  The engine stop determination means 13c stores the output voltage of the accelerator pedal sensor 24, a signal indicating the accelerator opening calculated by the accelerator opening calculation means 13h, the idle signal generated by the idle determination means 13i, and the generated power. A signal indicating the remaining battery level is input from the remaining battery level detecting means 317 for measuring the remaining battery level.

  The battery remaining capacity detecting means 317 is a battery remaining capacity meter, and the battery remaining capacity meter is based on the battery voltage and the integrated value of the current input / output between the battery 316 and the power converter 314. The remaining battery level is calculated by obtaining the value.

  The engine stop determination unit 13c is in a state where the engine control unit 13 does not output a request for starting the engine 3 based on the remaining battery level measured by the remaining battery level detection unit 317 or the coolant temperature of the engine 3 measured by the water temperature sensor 28. The control indicating that the engine is in the idle state when the output voltage of the accelerator pedal sensor 24 or the accelerator opening calculated from the output voltage is equal to or less than a predetermined value or when the start request is not output. When one of the conditions when the signal is output is satisfied, it is determined that the engine is stopped.

  FIG. 29 is a flowchart of the engine stop determination process of the fifth embodiment, which is an engine stop determination routine in step S6 of FIG.

  First, in step S80, the output voltage of the accelerator pedal sensor 24 that outputs a voltage signal according to the accelerator opening, the signal indicating the remaining battery level from the remaining battery level detection means 317, and the engine coolant temperature are measured. The engine control unit 13 receives the output voltage of the engine water temperature sensor 28.

  Next, in step S81, similarly to the third embodiment, the accelerator opening degree calculation means 13h calculates the accelerator opening degree A, the idle determination means 13i generates an idle signal indicating an idle state, and the water temperature calculation means 13m. Is used to calculate the engine coolant temperature from the output voltage of the water temperature sensor 28. Since the output voltage of the water temperature sensor 28 and the cooling water temperature have a voltage-temperature characteristic as shown in FIG. 30, the water temperature calculation means 13m uses the water temperature conversion table set in advance based on this voltage-temperature characteristic to change the water temperature. The voltage value of the sensor 28 is converted into temperature, and the engine coolant temperature is calculated.

  In general, the engine automatic stop compatible vehicle automatically stops the engine 3 when there is no engine start request from the driver. However, the battery remaining power is reduced by consuming battery power by running or using auxiliary equipment. In the case where it is necessary to generate power by driving the generator motor 302 using the engine 3 and when the engine 3 is driven for warm-up due to the low coolant temperature of the engine 3, The engine 3 is not automatically stopped.

  Therefore, the engine stop determination unit 13c outputs the output voltage of the accelerator pedal sensor 24 when the remaining battery level is larger than a predetermined value that requires power generation and the coolant temperature is higher than a predetermined value that requires warm-up. Is calculated from the output voltage of the accelerator pedal sensor 24 when the battery remaining amount is larger than a predetermined value that requires power generation and the coolant temperature is higher than a predetermined value that requires warm-up. When the accelerator opening A is equal to or less than a predetermined value, or when the remaining battery level is higher than a predetermined value that requires power generation and the water temperature of the engine coolant is higher than a predetermined value that requires warm-up, the idle determination means There is no engine start request from the driver due to any of the conditions that the voltage of the idle signal generated by 13i is equal to or higher than a predetermined value. It is determined that not performed engine starting.

  The engine stop determination unit 13c has a predetermined maximum value of the remaining battery level that requires power generation. The engine stop determination unit 13c compares the remaining battery level with the predetermined value in step S82. If the remaining battery level is greater than the predetermined value, the process proceeds to step S83 and the process is continued. On the other hand, if the remaining battery level is less than or equal to the predetermined value, the process proceeds to step S88, where it is determined that the engine is rotating.

  Further, the engine stop determining means 13c is preset with a predetermined maximum value of the cooling water temperature that requires warm-up, and the engine stop determining means 13c determines the coolant temperature and the predetermined value in step S83. If the water temperature of the cooling water is greater than the predetermined value, the process proceeds to step S85, S86 or S87 according to any of the methods 14, 15, and 16, and the respective processes are continued. On the other hand, when the coolant temperature is equal to or lower than the predetermined value, the process proceeds to step S88, and it is determined that the engine is rotating.

  The engine stop determination unit 13c can arbitrarily select any one of the method 14 to the method 16.

  In the method 14, since the accelerator opening A calculated from the output voltage of the accelerator pedal sensor 24 while the engine is stopped is set in advance as a predetermined value in the engine stop determination means 13c, in step S84, the accelerator opening A and The predetermined values are compared, and if the accelerator opening A is equal to or smaller than the predetermined value, the process proceeds to step S87 and it is determined that the engine is stopped. On the other hand, when the accelerator opening A is larger than the predetermined value, the process proceeds to step S88 and it is determined that the engine is rotating.

  In the method 15, since the output voltage value of the accelerator pedal sensor 24 while the engine is stopped is preset as a predetermined value in the engine stop determination means 13c, the output voltage of the accelerator pedal sensor 24 and the predetermined value are set in step S85. If the output voltage of the accelerator pedal sensor 24 is equal to or lower than the predetermined value, the process proceeds to step S87 and it is determined that the engine is stopped. On the other hand, when the output voltage of the accelerator pedal sensor 24 is larger than the predetermined value, the process proceeds to step S88, and it is determined that the engine is rotating.

  In the method 16, since the engine stop determination means 13c has a preset value that is equal to or less than the idle signal voltage value Vi and is set in advance as a predetermined value, in step S86, the idle signal voltage is compared with the predetermined value. If the idle signal voltage is equal to or higher than the predetermined value, the process proceeds to step S87, and it is determined that the engine is stopped. On the other hand, when the idle signal voltage is less than the predetermined value, the process proceeds to step S88, and it is determined that the engine is rotating.

  Here, when the engine stop determination unit 13c determines that the engine is stopped, the engine stop determination unit 13c prohibits the rotation angle sensor diagnosis in the rotation angle sensor diagnosis prohibition unit 13d. With this condition, the rotation angle sensor diagnostic means 13e avoids erroneous diagnosis while the engine is stopped.

  FIG. 31 is a time chart of the rotation angle sensor diagnosis in the fifth embodiment.

  In the fifth embodiment as well, as shown in the third embodiment, when the output voltage of the accelerator pedal sensor 24 is equal to or lower than a predetermined value, the idle signal is generated as a digital signal by determining the idle state as shown in the third embodiment. 1 may be output, and in other cases, the flag may be such that zero of the digital signal is output.

  FIG. 32 shows a specific sixth embodiment of engine stop determination in the rotation angle sensor diagnostic device according to the present invention.

  The engine stop determination means 13c receives from the motor control unit 315 a signal indicating the rotation speed and torque of the generator motor 302 and a signal indicating the rotation speed and torque of the vehicle drive motor 303, and from the clutch control unit 318. A signal indicating the connection / disconnection state of the interrupter 307 is input.

  The engine stop determination unit 13c is configured to determine whether the signal indicating the connection / disconnection of the interrupter 307 and the rotational speed of the generator motor satisfy a predetermined condition, or the signal indicating the connection / disconnection of the interrupter 307 and the rotation of the generator motor 302. Number and the number of rotations of the vehicle driving motor 303 satisfy a predetermined condition, or a signal indicating connection / disconnection of the interrupter 307, a torque value of the generator motor 302, and a torque value of the vehicle driving motor 303 are predetermined conditions. If at least one of the conditions is satisfied, it is determined that the engine is stopped.

In the motor control unit 315, the torque value Thm of the generator motor 302 and the torque value Tmm of the vehicle drive motor 303 are determined between the motor characteristic equation and the power converter 314 transmitted from the power converter 314 and the generator motor 302. From the current value Ih input / output and the current value Im input / output between the power converter 314 and the vehicle drive motor 303, the following equation (6) and equation (7) can be obtained.
Thm = Khc × Ih × step Sinθ (6)
Tmm = Kmc × Im × step Sinθ (7)

  Khc in Equation (6) is a magnetic flux coefficient determined from the configuration of the generator motor 302, Kmc in Equation (7) is a magnetic flux coefficient determined from the configuration of the vehicle drive motor 303, and step Sinθ is the delay of the field axis with respect to the current axis. (Load angle).

  The motor control unit 315 is fixed from the rotational position of the generator motor 302 obtained from input signals from the generator motor rotation sensor 304 and the vehicle drive motor rotation sensor 305 and the rotation position of the vehicle drive motor 303. Depending on how much each rotational position changes in time, the rotational speed Rhm of the generator motor 302 and the rotational speed Rmm of the vehicle drive motor 303 are calculated.

  At this time, the motor control unit 315 obtains the load angle θ from the phase delay of the output current with respect to the input current to the rotation sensor 304 for the generator motor and the rotation sensor 305 for the vehicle drive motor.

  When the angle θ is greater than 90 degrees, the current axis and the field axis cannot be synchronized, so that the generator motor 302 or the vehicle drive motor 303 stops without maintaining the rotation.

  Next, the engine stop determination in the present embodiment will be described in detail. The engine 3 does not require engine torque to be used for traveling, and when the engine torque is not transmitted to the drive shaft 308 via the interrupter 307, the automatic engine stop control is prohibited due to a decrease in the remaining battery level. When it is not in the series power generation state, etc., the engine is stopped.

  Therefore, the engine stop determination unit 13c uses the signal indicating the intermittent machine state output from the clutch control unit 318 connected to the intermittent machine 307 and the rotation speed Rhm of the generator motor 302 output from the motor control unit 315. Thus, it is possible to determine engine stop.

  In another example, the engine stop determination unit 13 c outputs a signal indicating the intermittent machine state output from the clutch control unit 318 connected to the intermittent machine 307 and the motor control unit 315 to determine engine stop. It is possible to determine whether the engine has stopped using the rotational speed Rhm of the generator motor 302 and the rotational speed Rmm of the vehicle drive motor 303.

  In another example, the engine stop determination unit 13 c includes a signal indicating the intermittent machine state output from the clutch control unit 318 connected to the intermittent machine 307 and the generator motor 302 output from the motor control unit 315. The engine stop can be determined using the torque value Thm and the rotation speed Rmm of the vehicle drive motor 303.

  The above processing procedure will be described. First, the rotational speed Rhm of the generator motor 302 output from the motor control unit 315, the rotational speed Rmm of the drive motor 303, the torque value Thm of the generator motor 302, and the drive The engine control unit 13 receives the torque value Tmm of the electric motor 303. Similarly, the engine control unit 13 receives a signal output from the clutch control unit 318 indicating the connection / disconnection state of the interrupter 307.

  In the engine stop determination means 13c, the voltage value when the signal indicating the connection / disconnection state of the interrupter 307 indicates the disconnection state is set as the set value Vc, and the rotation speed Rhm of the generator motor 302 while the engine is stopped is set as the set value Rhms. The rotational speed Rmm of the vehicle drive motor 303 while the engine is stopped is set to a set value Rmms, the torque value Thm of the generator motor 302 while the engine is stopped is set to the set value Thms, and the torque of the vehicle drive motor 303 when the engine is stopped A predetermined value is set in advance with the value Tmm as the set value Tmms, and the engine stop determination unit 13c has at least one of a condition indicating that the engine is stopped and a condition indicating that the engine is rotating according to the combination table shown in FIG. By combining them one by one, it is determined whether the engine is stopped or the engine is rotating under the following conditions 1 to 7.

Condition 1: When the signal voltage indicating the connection / disconnection state of the interrupter 307 ≦ Vc (disconnection) and Rhm ≦ Rhms, the engine is stopped.
Condition 2: When the signal voltage indicating the connection / disconnection state of the interrupter 307 ≦ Vc (disconnection) and Rhm> the set value Rhms, the engine is rotating.
Condition 3: When the signal voltage indicating the connection / disconnection state of the interrupter 307 ≦ Vc (disconnection) and | Thm |> | Thms |, the engine is rotating.
Condition 4: When the signal voltage indicating the connection / disconnection state of the interrupter 307> Vc (connection), Rhm ≦ Rhms, and Rmm ≦ Rmms, the engine is stopped.
Condition 5: When the signal voltage indicating the connection / disconnection state of the interrupter 307> Vc (connection), Rhm> Rhms, and Rmm> Rmms, the engine is rotating.
Condition 6: When the signal voltage indicating the connection / disconnection state of the interrupter 307> Vc (connection), | Thm | ≦ | Thms |, and Rmm ≦ Rmms, the engine is stopped.
Condition 7: When the signal voltage indicating the connection / disconnection state of the interrupter 307> Vc (connection), and | Thm |> | Thms | and | Tmm |> | Tmms |, the engine is rotating.

  Here, when the engine stop determination unit 13c determines that the engine is stopped, prohibiting the rotation angle sensor diagnosis is a condition for prohibiting the rotation angle sensor diagnosis in the rotation angle sensor diagnosis prohibiting unit 13d. The rotation angle sensor diagnostic means 13e avoids erroneous diagnosis while the engine is stopped.

  FIG. 34 is a time chart of the rotation angle sensor diagnosis in the sixth embodiment.

  Although the sixth embodiment has been described in detail above, the signal indicating the connection / disconnection state of the interrupter 307 transmitted from the clutch control unit 318 may be a digital signal generated as software processing.

  FIG. 35 shows a specific embodiment 7 of the engine stop determination in the rotation angle sensor diagnostic apparatus according to the present invention.

  The engine stop determination unit 13c includes a fuel cut signal (F / C signal) output as an engine stop request from the hybrid control unit 320, a fuel cut signal (F / C signal) output from the fuel cut determination unit 13n, A signal indicating the torque of the generator motor 302 is input from the motor control unit 315 and a signal indicating the connection / disconnection state of the interrupter 307 is input from the clutch control unit 318.

  The engine stop determination unit 13c is configured to output a fuel cut signal from the hybrid control unit 320 or a fuel cut signal output from the fuel cut determination unit 13n, a torque value of the generator motor 302, and a signal indicating the connection / disconnection state of the interrupter 307. Judge that it is stopped.

  FIG. 36 is a flowchart of the engine stop determination process of the seventh embodiment, which is an engine stop determination routine in step S6 of FIG.

  First, in step S100, the engine control unit 13 receives the torque value Thm of the generator motor 302 output from the motor control unit 315 and the fuel cut signal output from the hybrid control unit 320.

  Next, in step S 101, the engine control unit 13 receives a signal indicating the connection / disconnection state of the interrupter 307 output from the clutch control unit 318.

  Next, in step S102, the fuel cut determination means 13n performs a unique fuel cut signal generation process in the engine control unit 13 when the engine torque is unnecessary, as in the fourth embodiment. The fuel cut signal is generated so as to output a predetermined voltage Vf (for example, 1 V) when the fuel cut condition is satisfied, and to output a voltage zero when the condition is not satisfied.

  Next, in step S103, the engine control unit 13 or the hybrid control unit 320 compares the generated fuel cut signal voltage with a predetermined value set to a value greater than zero below the fuel cut signal voltage value Vf. If the fuel cut signal voltage is equal to or higher than the predetermined value, the process proceeds to step S104 and the process is continued. On the other hand, when the voltage of the fuel cut signal is less than the predetermined value, the process proceeds to step S108 and it is determined that the engine is rotating.

  In the engine stop determination unit 13c, a voltage value when the signal indicating the connection / disconnection state of the interrupter 307 indicates the disconnection state is set in advance as a predetermined value. In step S104, the engine stop determination unit 13c The voltage of the signal indicating the connection / disconnection state of the interrupter 307 is compared with a predetermined value. If the signal is equal to or lower than the predetermined value, it is determined that the signal is disconnected and the process proceeds to step S105 to continue the process. On the other hand, when the signal is larger than the predetermined value, the process proceeds to step S108, and it is determined that the engine is rotating.

  A predetermined value is set in advance in the engine stop determination unit 13c, assuming that the torque value Thm of the generator motor 302 while the engine is stopped is Thms. The engine stop determination unit 13c determines whether the generator motor 302 of the generator motor 302 is in step S105. The torque value Thm is compared with the predetermined range Thms. If | Thm | ≦ Thms, the process proceeds to step S106 and the process is continued. On the other hand, if | Thm |> Thm step S, the routine proceeds to step S108, where it is determined that the engine is rotating.

  The engine stop determination unit 13c is set in advance to a predetermined value after the signal indicating the connection / disconnection state of the interrupter 307 indicates the disconnection state until the engine stops. The engine stop determination unit 13c In step S106, it is determined by a timer whether a predetermined time has elapsed since the signal indicating the connection / disconnection state of the interrupter 307 indicates the disconnection state. If the predetermined time has elapsed, the process proceeds to step S107 to stop the engine Judged as medium. On the other hand, if the predetermined time has not elapsed, the process proceeds to step S108, where it is determined that the engine is rotating.

  Here, when the engine stop determination unit 13c determines that the engine is stopped, prohibiting the rotation angle sensor diagnosis is a condition for prohibiting the rotation angle sensor diagnosis in the rotation angle sensor diagnosis prohibiting unit 13d. The rotation angle sensor diagnostic means 13e avoids erroneous diagnosis while the engine is stopped.

  FIG. 37 is a time chart of the rotation angle sensor diagnosis in the seventh embodiment.

  Although the seventh embodiment has been described in detail above, the fuel cut signal generation method outputs a digital signal of 1 when the fuel cut condition is satisfied, as described in the fourth embodiment. In this case, it may be a flag that outputs a digital signal of zero, and a signal indicating the connection / disconnection state of the interrupter 307 transmitted from the clutch control unit 318 is generated as software processing. It may be a digital signal.

As described above, by determining that the engine is stopped, the engine control device prohibits the diagnostic operation while the engine is stopped, and the rotation angle that occurs when vehicle vibration or magnetic or electrical noise occurs. Misdiagnosis of sensor diagnosis or cam angle sensor diagnosis can be prevented, and diagnostic accuracy can be improved.

Normally, when it is determined that a sensor failure has occurred in the failure diagnosis, in the control referring to the output result of the corresponding sensor, the execution of the control is prohibited for the purpose of preventing the failure of the sensor from leading to the failure of other devices. The vehicle travel is limited by limiting the ignition timing or the fuel injection amount. Therefore, to prevent misdiagnosis and improve diagnosis accuracy, for engine control devices that perform automatic engine stop, while maintaining the conventional failure diagnosis function, there is a limit to subsequent travel due to misdiagnosis. Therefore, it is possible to continue traveling without giving the driver dissatisfaction, which is an important improvement in reliability.

  As mentioned above, although embodiment of this invention was explained in full detail, this invention is not limited to the said embodiment, A design is various without deviating from the mind of this invention described in the claim. It can be changed.

  For example, in the above-described embodiment, the engine 3 is a four-stroke engine. However, it is obvious that this can also be applied to a diesel engine, and the shape of the rotating body 1 and the rotating body 118 can be changed, and a variable valve mechanism can be used. It is apparent that the present invention can also be applied to a signal input timing change of the cam angle sensor 117 due to the above, or a system in which units such as the engine control unit 13 and the hybrid control unit 320 are integrated into one unit.

The figure which shows the structural example of the engine to which the rotation angle sensor diagnostic apparatus by this invention is applied. Internal structure of the engine control unit is a control device for an engine. The figure which showed the hybrid system of the hybrid vehicle. The figure which shows the driving | running | working electric power generation state of a hybrid vehicle. The figure which shows the series electric power generation state of a hybrid vehicle. The figure which shows the shape of the rotary body of a crank angle sensor. The figure which shows the output signal of a crank angle sensor. The figure which shows the shape of the rotary body of the cam angle sensor. The figure which showed the voltage output signal of the cam angle sensor 117. The figure which showed the stroke signal of the crank angle sensor with respect to a crank angle, the output signal of a cam angle sensor, and each cylinder. 1 is a block diagram showing a basic configuration of an engine rotation angle sensor diagnostic apparatus according to the present invention. The flowchart of the diagnostic process by the engine rotation angle sensor diagnostic apparatus by this invention. 1 is a block diagram of a rotation angle sensor diagnostic device according to Embodiment 1. FIG. 5 is a flowchart of an engine stop determination process according to the first embodiment. The graph which shows the voltage-intake air amount characteristic of an airflow sensor. 5 is a time chart of rotation angle sensor diagnosis according to the first embodiment. The block diagram of the rotation angle sensor diagnostic apparatus by Embodiment 2. FIG. 10 is a flowchart of an engine stop determination process according to the second embodiment. The graph which shows the relationship between throttle opening, the air pressure in an intake pipe, and the amount of intake air. 10 is a time chart of rotation angle sensor diagnosis according to the second embodiment. The block diagram of the rotation angle sensor diagnostic apparatus by Embodiment 3. FIG. 10 is a flowchart of one engine stop determination process according to the third embodiment. 10 is a flowchart of another engine stop determination process according to the third embodiment. 10 is a time chart of rotation angle sensor diagnosis according to the third embodiment. The block diagram of the rotation angle sensor diagnostic apparatus by Embodiment 4. FIG. 10 is a flowchart of an engine stop determination process according to the fourth embodiment. 10 is a time chart of rotation angle sensor diagnosis according to a fourth embodiment. FIG. 10 is a block diagram of a rotation angle sensor diagnostic device according to a fifth embodiment. 10 is a flowchart of an engine stop determination process according to the fifth embodiment. The graph which shows the voltage-temperature characteristic of a water temperature sensor. 10 is a time chart of rotation angle sensor diagnosis according to a fifth embodiment. FIG. 10 is a block diagram of a rotation angle sensor diagnostic device according to a sixth embodiment. The graph which shows the engine stop determination conditions of the rotation angle sensor diagnostic apparatus by Embodiment 6. FIG. 10 is a time chart of rotation angle sensor diagnosis according to a sixth embodiment. FIG. 10 is a block diagram of a rotation angle sensor diagnostic device according to a seventh embodiment. 10 is a flowchart of engine stop determination processing according to the seventh embodiment. 10 is a time chart of rotation angle sensor diagnosis according to a seventh embodiment.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 Rotating body 2 Crank angle sensor 3 Engine 13 Engine control unit 24 Accelerator pedal sensor 25 Air flow sensor (intake air amount sensor)
27 Throttle sensor 28 Engine water temperature sensor 29 Intake pipe internal pressure sensor 50 Fuel tank 51 Fuel pump 54 Injector 57 Fuel piping (upstream of filter)
58 Fuel filter 59 Fuel piping (filter downstream)
100 camshaft 101a piston 101b cylinder block 101c combustion chamber 101d crankshaft 102 air cleaner 106 collector 107 intake pipe 108 ignition coil 109 ignition plug 117 cam angle sensor 118 rotor 120 exhaust valve 140 throttle body 140a throttle valve 201 I / O circuit (input) Output circuit)
202 EP-ROM
203 MPU
204 RAM
205 MIL
208 Air-fuel ratio sensor 209 Exhaust pipe 210 Exhaust gas purification catalyst 300 Hybrid system 301 Belt 302 Electric generator motor 303 Vehicle drive motor 304 Motor generator motor rotation sensor 305 Vehicle drive motor rotation sensor 306 Reducer 307 Intermittent machine 308 Drive Shaft 309 Continuously variable transmission 310 Vehicle speed sensor 311 Differential gear 312 Axle 313 Wheel 314 Power converter 315 Motor control unit 316 Battery 317 Battery remaining amount detection device 318 Clutch control unit 320 Hybrid control unit 400 Transmission control unit 401 Auxiliary battery

Claims (7)

A crank angle sensor for outputting a predetermined rotational angle signal for each of the crankshaft of the engine, at least one of a failure of the cam angle sensor for outputting a signal to a predetermined rotational angle every valve system cam shaft of the engine An engine rotation angle sensor diagnosis device for diagnosis,
For a motor for detecting a rotation state of an electric motor included in the crank angle sensor, the cam angle sensor, and the other device out of a signal indicating the state of the engine and a signal indicating a state of a device other than the engine. Engine stop determination means for determining whether or not the engine is stopped using a signal other than each signal of the rotation sensor ;
By the engine stop determination unit, when it is determined that the engine is stopped, the rotation angle sensor diagnosis device for an engine and having a diagnosis prohibition means for prohibiting the failure diagnosis operation. Has an intake air quantity sensor for outputting a voltage signal corresponding to the air flow rate flowing through the intake passage of the engine,
The engine stop determination means to claim 1, characterized in that the output voltage or the intake air amount is calculated based on the output voltage of the intake air quantity sensor is determined that the engine is stopped if more than a predetermined value The engine rotation angle sensor diagnostic apparatus as described. Has an intake pipe pressure sensor for outputting a voltage signal corresponding to the air pressure of the intake pipe, a throttle sensor for outputting a voltage signal corresponding to the throttle opening,
The engine stop determining means, intake pipe internal pressure that is calculated based on the output voltage or the output voltage of the intake pipe pressure sensor is above a predetermined value, is calculated and based on the output voltage or the output voltage of the throttle sensor 2. The engine rotation angle sensor diagnostic device according to claim 1 , wherein when the throttle opening is less than a predetermined value, it is determined that the engine is stopped. 3. An intake pipe internal pressure sensor that outputs a voltage signal corresponding to the air pressure in the intake pipe, an accelerator pedal sensor that outputs a voltage signal corresponding to the accelerator opening , and an output voltage of the accelerator pedal sensor is equal to or less than a predetermined value The engine has an idle determination means for determining that the engine is in an idle state ;
The engine stop determination means calculates the output voltage of the intake pipe internal pressure sensor or the intake pipe internal pressure calculated based on the output voltage above a predetermined value, and calculates based on the output voltage of the accelerator pedal sensor or the output voltage. When the accelerator opening is less than or equal to a predetermined value, or when the output voltage of the intake pipe internal pressure sensor or the intake pipe internal pressure calculated based on the output voltage is greater than or equal to a predetermined value and the idle determination means 2. The engine rotation angle sensor diagnostic apparatus according to claim 1 , wherein when any of the conditions determined to be present is satisfied, it is determined that the engine is stopped. A transmission control unit that outputs a range signal indicating a gear position of the transmission, and a neutral state in which the N or P range is selected as the transmission gear position based on the range signal output from the transmission control unit. A neutral determination means for determining whether or not there is a vehicle speed sensor for outputting a pulse signal corresponding to the output shaft rotational speed of the transmission, and a vehicle speed calculation for calculating the vehicle speed based on the pulse signal output from the vehicle speed sensor And a battery voltage detecting means for detecting a battery voltage of a battery for storing generated power generated by using the power of the engine, and a fuel cut condition for stopping fuel supply to the engine according to an operating state. A fuel cut determination means for determining whether or not
The engine stop determination means determines whether or not the fuel cut is in progress based on the determination result of the fail cut determination means. If the fuel cut is in progress and the vehicle speed is equal to or less than a predetermined value, the fuel stop is in progress and the vehicle speed is When the input pulse period from the sensor is greater than or equal to a predetermined value, during fuel cut and when the battery voltage is less than or equal to the predetermined value, during fuel cut and when the range signal is N range or P range, during fuel cut 2. The engine rotation sensor diagnostic device according to claim 1 , wherein when any of the conditions in the neutral state is satisfied , it is determined that the engine is stopped. An accelerator pedal sensor that outputs a voltage signal corresponding to the accelerator opening, an accelerator opening calculating means that calculates the accelerator opening based on the output voltage of the accelerator pedal sensor, and an output voltage of the accelerator pedal sensor that is equal to or less than a predetermined value When the engine is in an idle state, an idle determination means for determining that the engine is in an idle state, a water temperature sensor for outputting a voltage signal corresponding to the engine cooling water temperature, and converting the output voltage of the water temperature sensor into a temperature to obtain the engine cooling water temperature. A water temperature calculating means for calculating, a battery for storing the generated power generated using the power of the engine, and a battery remaining amount detecting means for calculating the battery remaining amount based on the battery power integrated value of the battery,
The engine stop determination means is configured such that when the remaining battery level and the water temperature are larger than a predetermined value and the accelerator opening is equal to or smaller than a predetermined value, or when the remaining battery level and the water temperature are larger than a predetermined value, when the output voltage of the accelerator pedal sensor is equal to or less than a predetermined value, or when any of the conditions for the water temperature and the remaining battery capacity is determined to respectively be larger and idle than the predetermined value is satisfied, rotation each sensor diagnostic device for an engine according to claim 1, wherein determining that the engine is stopped. An engine control device comprising the rotation angle sensor diagnostic device according to any one of claims 1 to 6 .

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