JP5025789B2 - Stop determination device for internal combustion engine - Google Patents

Description

  The present invention relates to a stop determination device that determines a stop state of an internal combustion engine.

The operating state of the internal combustion engine can be divided into a rotating state (hereinafter referred to as a rotating state) and a stopped state (hereinafter referred to as a stopped state). Many controls such as fuel injection control and ignition control in an internal combustion engine can be switched between a rotation state and a stop state of the internal combustion engine without needing to provide specific examples. Therefore, as a premise for using these controls, it is required that the rotation state indicating the operation state of the internal combustion engine and the stop state be appropriately determined. If the internal combustion engine's rotational state and stopped state cannot be properly determined, it is determined that the internal combustion engine is in the rotational state even though it is actually in the stopped state, and fuel injection control or ignition control is performed. Nevertheless, it is determined that the engine is in the stopped state, and the fuel injection control and the ignition control are stopped to cause a malfunction such as unstable operation of the internal combustion engine. Therefore, the determination of the operating state of the internal combustion engine has a very important technical significance of determining the “rotation state” and “stop state” of the internal combustion engine that are required for other controls such as fuel injection control and ignition control. Is.
Conventionally, a rotation direction detecting means for detecting the rotation direction of the crankshaft of the internal combustion engine is provided, and when the reverse rotation of the internal combustion engine is detected based on a signal from the rotation direction detection means, or the rotation speed of the internal combustion engine is higher than a reference value. A stop determination device for an internal combustion engine is disclosed in which it is determined that the internal combustion engine is in a stopped state when it is low (see, for example, Patent Document 1).

  According to the conventional stop determination device for an internal combustion engine shown in Patent Document 1, when the reverse rotation of the crankshaft due to swinging occurs when the internal combustion engine is stopped, the stop determination means determines the stop of the internal combustion engine. In the stop determination without using the rotation direction, there is no delay time caused because the signal at the time of reverse rotation and the signal at the time of normal rotation due to the swing back cannot be distinguished, and the stop determination can be quickly made according to the actual stop of the internal combustion engine. it can.

  On the other hand, conventionally, an internal combustion engine using a combustion starting method in which fuel is injected into a compression stroke cylinder and ignited and the crankshaft is reversed to start is disclosed (for example, see Patent Document 2).

JP 2001-263147 A Special table 2003-515052 gazette

  In the case of the conventional stop determination device for an internal combustion engine disclosed in Patent Document 1, there are the following concerns from the usage and characteristics of the crank angle sensor that detects the rotation direction of the crankshaft. First, as shown in FIGS. 13 (a) and 13 (b), when the internal combustion engine stops while the detected portion 4 with respect to the crank angle sensor 2 is in the vicinity of the detection range of the crank angle sensor 2, or Consider a case where the states of FIG. 13A and FIG. 13B are repeated due to vibration or the like when stopped. In this case, since the crank angle sensor 2 that does not detect the rotation direction of the crankshaft cannot be used in a state where there is a possibility of reverse rotation just before stopping, the configuration in which the detected portion 4 is not detected during extremely low rotation, or The signal output is prohibited. Therefore, even when the states of (a) and (b) of FIG. 13 are repeated, there is no signal output and the stop determination of the internal combustion engine can be performed quickly, and when the above-described state occurs due to vibration or the like after the internal combustion engine stops In addition, the stop determination is continued and no particular problem occurs.

  However, the crank angle sensor 2 for detecting the rotation direction of the internal combustion engine, particularly for the purpose of detecting the stop position, must accurately detect the position of the detected portion 4 before stopping, Even when the rotation direction is reversed, the rotation speed temporarily becomes “0”, so it is necessary to output a signal even in the stop state. Therefore, even when the states of (a) and (b) in FIG. 13 are repeated, forward and reverse signals are alternately output, and in the conventional stop determination device, the stop determination is canceled by the forward rotation signal. Is done. As a result, there is a possibility that the stop determination may be delayed, or an erroneous determination that the internal combustion engine has been restarted and unnecessary start-up control may be started. When the above-described state occurs due to vibration or the like after the internal combustion engine is stopped, the stop determination is similarly released, and there is a risk of erroneously determining start.

  On the other hand, in the case of the internal combustion engine shown in Patent Document 2 in which a so-called combustion starting method is adopted in which fuel is injected into a compression stroke cylinder and ignited, and the crankshaft is reversely rotated to start. In the conventional stop determination device, although the internal combustion engine is started, it is erroneously determined that the engine is stopped during reverse rotation or extremely low rotation, and there is a possibility that the start-up control of the internal combustion engine is delayed.

  The present invention has been made to solve the above-described problems in the conventional stop determination device for an internal combustion engine, and accurately cancels the stop determination of the internal combustion engine even if there is vibration of the crankshaft or the like. An object of the present invention is to obtain a stop determination device for an internal combustion engine capable of

  An internal combustion engine stop determination device according to the present invention includes a detection unit that rotates in synchronization with a crankshaft of an internal combustion engine, a detection unit that detects a rotation direction of the crankshaft based on rotation of the detection unit, A stop determination device for an internal combustion engine comprising stop determination means for determining a stop state of the internal combustion engine based on a signal from a detection means, wherein the internal combustion engine is controlled according to a driver of the vehicle or the driving state of the vehicle. And a start command output means for outputting the start command by the automatic processing means for automatically stopping or starting, and the detection means detects a position corresponding to the predetermined position when the predetermined position of the detected portion is detected. And a rotation direction detection signal corresponding to the rotation direction of the crankshaft, and the stop determination means receives a rotation direction detection signal of the same rotation direction from the detection means. When it is continuously input twice or more, it is configured to cancel the determination that the internal combustion engine is in a stopped state, and after the start command is output from the start command output unit, the detection unit An internal combustion engine stop determination device that switches so as to cancel the stop state determination of the internal combustion engine when a detection signal from is input once.

  According to the stop determination device for an internal combustion engine according to the present invention, the stop determination means includes start command output means for outputting the start command by the automatic processing means, and the detection means determines the predetermined position of the detected portion. When detected, it is configured to output a position detection signal corresponding to the predetermined position and a rotation direction detection signal corresponding to the rotation direction of the crankshaft. When the rotation direction detection signal is continuously input twice or more, it is configured to cancel the determination that the internal combustion engine is in a stopped state, and after the start command is output from the start command output means Is switched so as to cancel the determination of the stop state of the internal combustion engine when the detection signal from the detection means is input once. The release of the stopping of the engine can be obtained stop determination device for an internal combustion engine which can accurately perform.

1 is a configuration diagram showing a system configuration of a four-cylinder internal combustion engine using an internal combustion engine stop determination device according to Embodiment 1 of the present invention; FIG. It is a conceptual block diagram which shows the concept of the rotation information detection sensor and control unit of the stop determination apparatus of an internal combustion engine which concerns on Embodiment 1 of this invention. It is explanatory drawing which shows the waveform of the rotation information detection signal SGT of the stop determination apparatus of the internal combustion engine which concerns on Embodiment 1 of this invention. 3 is a timing chart showing the behavior of each parameter when the operating state of the four-cylinder direct injection internal combustion engine is changed by the internal combustion engine stop determination device according to Embodiment 1 of the present invention; It is a flowchart of the process routine which performs the calculation process of each parameter in the stop determination apparatus of the internal combustion engine which concerns on Embodiment 1 of this invention. It is a flowchart which shows the SGT signal edge synchronous process by the stop determination apparatus of the internal combustion engine which concerns on Embodiment 1 of this invention. It is a flowchart which shows the engine stall determination process performed by the stop determination means 12 by the stop determination apparatus of the internal combustion engine which concerns on Embodiment 1 of this invention. It is a block diagram which shows the system configuration | structure of the 4-cylinder internal combustion engine using the stop determination apparatus of the internal combustion engine which concerns on Embodiment 2 of this invention. It is a conceptual block diagram which shows the 1st and 2nd position detection sensor and control unit of the stop determination apparatus of an internal combustion engine which concern on Embodiment 2 of this invention. It is explanatory drawing which shows the waveform of the 1st and 2nd signal of the stop determination apparatus of the internal combustion engine which concerns on Embodiment 2 of this invention. It is a table | surface which shows the relationship between the 1st and 2nd signal of the stop determination apparatus of the internal combustion engine which concerns on Embodiment 2 of this invention, and the rotation direction of a gear-shaped magnetic body. It is a flowchart which shows the 1st signal edge synchronous process of the stop determination apparatus of the internal combustion engine which concerns on Embodiment 2 of this invention. It is explanatory drawing explaining the state which has a to-be-detected part in the sensor detection range vicinity.

Embodiment 1 FIG.
Embodiment 1 of the present invention will be described below with reference to the drawings. 1 is a configuration diagram showing a system configuration of a four-cylinder internal combustion engine using an internal combustion engine stop determination device according to Embodiment 1 of the present invention. In FIG. 1, a rotation detection sensor 2 as detection means for detecting the rotation direction of the crankshaft 3 of the internal combustion engine 1 has teeth (convexity) of a gear-like magnetic body 4 as a detected portion fixed to the crankshaft 3. The rotation information detection signal SGT of the crankshaft 3 is output by detecting the change in magnetism due to the movement of the part. Since the gear-like magnetic body 4 is fixed to the crankshaft 3, the crankshaft magnetic body 4 is detected by detecting the predetermined position and rotation direction of the gear-like magnetic body 4 based on the rotation information detection signal SGT from the rotation detection sensor 2. Three angles and directions of rotation can be obtained. Assuming that the angle of the crankshaft 3 is expressed as CA, the gear-like magnetic body 4 is formed with a total of 17 teeth of 10 ° CA width every 20 ° CA. If the first cylinder, the second cylinder, the third cylinder, and the fourth cylinder are denoted by # 1, # 2, # 3, and # 4, respectively, in the first embodiment, in # 1 and # 4, The portion between 75 ° CA and 105 ° CA after compression top dead center is missing.

  The cylinder identification sensor 5 for identifying the cylinder outputs a cylinder identification signal by detecting the teeth of the magnetic body 7 fixed to the camshaft 6. The camshaft 6 is connected to the crankshaft 3 through mechanical transmission means such as a timing belt, and rotates once while the crankshaft 3 rotates twice. The magnetic body 7 is provided with a projection so that the cylinder identification sensor 5 generates a cylinder identification signal that goes high from the compression top dead center of # 1 to the compression top dead center of # 4. Thus, the stroke and crank angle position of each cylinder can be specified based on whether the level of the cylinder identification signal corresponding to 105 ° CA after the missing teeth of the gear-like magnetic body 4 is high or low. For example, when the cylinder identification signal of 105 ° CA after the missing tooth is at a high level, it can be specified as 105 ° CA of # 1.

  A signal line 8 connecting the rotation information detection sensor 2 and the control unit 9 transmits the rotation information detection signal SGT output from the rotation detection sensor 2 to the control unit 9. The control unit 9 includes a CPU, a memory, and the like, and a cylinder identification sensor 5 and the like are connected in addition to the rotation detection sensor 2.

  FIG. 2 is a conceptual configuration diagram showing the concept of the rotation detection sensor 2 and the control unit 9. In FIG. 2, the detection means 11 constituted by the rotation detection sensor 2 detects a magnetic change generated in accordance with the movement of each tooth (convex portion) of the gear-like magnetic body 4, and sets the magnetic change state. Based on the rotation direction detection signal indicating the rotation direction of the crankshaft 3 obtained by determining the rotation direction of the gear-like magnetic body 4 based on the rotation detection sensor 2 and the predetermined position on each tooth of the gear-like magnetic body 4. A rotation information detection signal SGT including a position detection signal indicating a predetermined position of the crankshaft 3 when passing is output to the signal line 8. The aforementioned position detection signal is a signal corresponding to a predetermined angle of the crankshaft 3.

  The rotation information detection signal SGT output to the signal line 8 includes the position detection signal corresponding to the predetermined angle of the crankshaft 3 and the rotation direction detection signal corresponding to the rotation direction of the crankshaft as described above. Then, it is input to the stop determination means 12 provided in the control unit 9. FIG. 3 is an explanatory diagram showing the waveform of the rotation information detection signal SGT. (A) is for normal rotation, (b) is for reverse rotation, and (c) is for reverse rotation from normal rotation according to the rotation state of the gear-like magnetic body 4. (D) shows the time of reversal from reverse rotation to normal rotation. Black diamond marks in the gear-like magnetic body 4 shown in FIGS. 3A to 3D indicate predetermined positions in the teeth of the gear-like magnetic body 4.

  When the gear-shaped magnetic body 4 is rotating forward and its black rhombus mark portion passes through the rotation information detection sensor 2, the rotation information detection signal SGT rises from the middle level M to the low level L as shown in FIG. When the falling edge E1 is reached and the black diamond mark portion passes through the reverse rotation of the gear-like magnetic body 4, the rotation information detection signal SGT rises from the middle level M to the high level E4 as shown in FIG. It becomes.

  Further, as shown in FIG. 3C, when the rotation direction of the gear-like magnetic body 4 is reversed from normal rotation to reverse rotation, the gear-like magnetic body 4 is normal rotation and the black rhombus mark portion is a rotation information detection sensor. 3, the rotation information detection signal SGT becomes the falling edge E <b> 2 from the middle level M to the low level L as in FIG. 3A, and reverses from normal rotation to reverse rotation. When the diamond mark portion passes through the rotation information detection sensor 2, the rotation information detection signal SGT becomes a rising edge E5 from the low level L directly to the high level H. On the other hand, as shown in FIG. 3 (d), when the rotation direction of the gear-shaped magnetic body 4 is reversed from reverse rotation to normal rotation, the gear-shaped magnetic body 4 is reverse rotation and the black rhombus mark portion indicates the rotation information detection sensor 2. As shown in FIG. 3B, the rotation information detection signal SGT becomes a rising edge E6 from the medium level M to the high level H when it passes, and after the reverse, the black rhombus mark portion turns the rotation information detection sensor 2 in the forward rotation. When passing, the rotation information detection signal SGT becomes a falling edge E3 from the high level H to the low level L directly.

  The position and rotation direction of the gear-like magnetic body 4 can be determined based on the four types of edges E1, E2, E3, and E4 of the rotation information detection signal SGT described above. That is, as shown in FIGS. 3A, 3C, and 3D, in the case of the falling edges E1, E2, and E3 to the low level L of the rotation information detection signal SGT, the gear-like magnetic body 4 is It can be determined that the black rhombus mark portion has passed through the rotation information detection sensor 2 by normal rotation. As shown in FIGS. 3B, 3C, and 3D, in the case of rising edges E4, E5, E6 of the rotation information detection signal SGT to the high level H, As shown in (c) and (d), it can be determined that the gear-shaped magnetic body 4 is reversed and the black diamond mark portion has passed through the rotation information detection sensor 2.

  Thus, the position detection signal and the rotation are detected from the falling edges E1, E2, E3 to the low level L of the rotation information detection signal SGT and the rising edges E4, E5, E6 to the high level H of the rotation information detection signal SGT. A direction detection signal can be obtained, and the stop determination means 12 determines the stop state of the internal combustion engine based on the position detection signal and the rotation direction detection signal obtained from the input rotation information detection signal SGT, as will be described later. be able to.

In the control device for an internal combustion engine having automatic processing means for automatically stopping or starting the internal combustion engine according to the vehicle driver or the driving state of the vehicle, the internal combustion engine is started based on the start command output by the automatic processing means. There is a time control and a start time control of the internal combustion engine when the driver operates the starter switch to start the starter in the absence of a start command by the automatic processing means . The start command output means 13 is an automatic processing means. The start command output is generated to instruct the start of the internal combustion engine, and the restart instruction after the stop in the automatic stop of the internal combustion engine corresponds to the instruction. In addition, as a method of starting the internal combustion engine, there is a case of not only starting by a starter that is normal rotation starting but also combustion starting that is started by temporarily reversing the internal combustion engine by combustion.

  FIG. 4 is a timing chart showing an example of the behavior of each parameter when the operating state changes in a four-cylinder direct injection internal combustion engine. FIG. 4A shows a state in which the internal combustion engine is started in a normal rotation from a stop to a starter start. A timing chart, (b) is a timing chart when the internal combustion engine is started in the reverse direction by the combustion start from the stop accompanied by the swing back.

4 (a) and 4 (b), the start command flag f_sta output from the start command output means 13 is set to “1” when the internal combustion engine is started, and “0” after the start is completed. "
Cleared. The start method flag f_statp indicates the start method of the internal combustion engine, and is set to “1” at the start of combustion for reverse rotation start and cleared to “0” for starter start of forward rotation start.

The rotation information detection signal SGT is an output signal of the rotation information detection sensor 2 and is the rotation information detection signal SGT described with reference to FIG. The normal rotation flag f_rot is a rotation information detection signal SGT.
It is set to “1” when the rotation direction detection signal obtained from 1 indicates normal rotation, and cleared to “0” when it indicates reverse rotation. The previous forward rotation flag f_rot_old is assigned the value of the forward rotation flag f_rot every time the rotation direction is obtained from the rotation direction detection signal included in the rotation information detection signal SGT, and the forward rotation flag f_rot according to the previous rotation direction detection signal. The rotation direction set in is held.

The inversion counter c_rotchg is incremented by “1” when the rotation direction is reversed by the rotation direction detection signal included in the rotation information detection signal SGT, and cleared to “0” when rotating in the same direction. The rotation direction can be determined to be reversed when the normal rotation flag f_rot is different from the previous normal rotation flag f_rot_old.

The engine stall determination counter c_enst is set to a predetermined time when the rotation direction detection signal included in the rotation information detection signal SGT is input, and is subtracted according to the elapsed time. In the first embodiment, the predetermined time is set to 0.1 second. However, in the case where the stop determination is made despite the input of the rotation direction detection signal included in the rotation information detection signal SGT as in the later-described B part, C part, and D part in FIG. 4, the engine stop determination counter c_enst Is cleared to "0". The engine stall flag f_enst is set to “1” when it is determined that the internal combustion engine is stopped, such as when the engine stall counter c_enst becomes “0” after a predetermined time has elapsed. When the start determination is made, the engine stall flag f_enst is cleared to “0”.

In FIG. 4A, part A shows the case where the internal combustion engine stops after reverse rotation. In this case, since the rotation direction detection signal included in the rotation information detection signal SGT is not input for a predetermined time, the engine stall determination counter c_enst becomes “0” and it is determined that the internal combustion engine is stopped, and the engine stall flag f_enst is set to “1”. .

In FIG. 4A, part B shows a case where the start is performed with the start command f_sta being “0”. In this case, this corresponds to the case where the driver operates the starter switch to start the starter. Since the start command f_sta is “0”, the forward rotation flag f_rot and the previous forward rotation flag f_r.
When the ot_old becomes equal and the rotation direction detection signal indicating the same rotation direction is continuously input twice or more, it is determined that the stop state determination is canceled and the engine is started, and the engine stall flag f_ens
t is cleared to “0”. When the stop state determination of the internal combustion engine is canceled and it is determined that the internal combustion engine is started, the stopped fuel injection control and ignition control are resumed, and the start of the internal combustion engine is completed.

In FIG. 4 (b), part C shows the case where the internal combustion engine is stopped with so-called swinging, in which the internal combustion engine reverses from normal rotation and then rotates forward again at the same predetermined position. ing. In this case, since the inversion is repeated at the same predetermined position, the inversion counter c_rotchg increases without being cleared, and when c_rotchg = 3, the engine flag f_enst is set to “1”. For this reason, it can be determined that the internal combustion engine is in a stopped state without waiting for the elapse of a predetermined time.

Next, in FIG. 4B, the portion D is in a state where the black rhombus mark portion of the gear-like magnetic body 4 is in the vicinity of the detection range of the rotation information detection sensor 2 as shown in FIG. This shows a case where a rotation direction detection signal included in the rotation information detection signal SGT is input by vibration when the internal combustion engine is stopped. In this case, since the start command f_sta is in the state of “0”, it is not determined to start unless the same rotation direction signal is continuously input twice or more, so the start determination is not performed and the engine flag f_enst remains “1”. Therefore, unnecessary start determination can be prevented.

Part E shows a case where a combustion start is performed in which the start command f_sta is “1” and the start method flag f_statp is “1”. In this case, when the start method flag becomes “1”, fuel is injected into the compression stroke cylinder and ignited to reverse the crankshaft, so that the position detection signal is input in the reverse state. The start determination is performed by the first input of the position detection signal, and the engine flag f_enst is cleared to “0”.

FIG. 5 is a flowchart of a processing routine for executing the above-described parameter calculation processing by the stop determination means 12 at a constant cycle of 0.01 seconds. In FIG. 5, in step S <b> 101, it is determined whether an engine stall determination counter c_enst is “0”. As a result of the determination, if c_enst = 0, it means that a predetermined time has elapsed since the previous input of the rotation direction detection signal and the position detection signal, so the process proceeds to step S102, and the engine flag f_enst indicates “
1 ”is set and the process is terminated.

On the other hand, when the engine stall determination counter c_enst is not “0”, in order to measure a predetermined time, “0.01” corresponding to 0.01 seconds of the arithmetic processing cycle is subtracted from the engine stall determination counter c_enst in step S103. Then, the process ends. After that, by repeating the process shown in FIG. 5 at a cycle of 0.01 seconds, the engine stall determination counter c_enst determines “
0.01 "is repeatedly subtracted. As a result, the engine stall determination counter c_enst becomes “
If “0” is reached, it means that a predetermined time has passed since the previous input of the rotation direction detection signal and the position detection signal. Therefore, the process proceeds to step S102, where the engine stall flag f_enst is set to “1” and the process is terminated.

  FIG. 6 is a flowchart showing processing executed by the stop determination unit 12 in synchronization with the rising edge and falling edge of the rotation information detection signal SGT. In FIG. 6, in step S201, it is determined whether the edge of the rotation information detection signal SGT is a falling edge or a rising edge. As a result of the determination, if it is determined that it is a falling edge, the process proceeds to step S202, and it is determined whether or not the signal level of the rotation information detection signal SGT is a low level L.

As a result of the determination in step S202, when it is determined that the signal level of the rotation information detection signal SGT is the low level L, the gear-shaped magnetic body 4 is normal rotation at the edge of the input rotation information detection signal SGT. The rotation direction detection signal indicating that the predetermined position of the black rhombus mark portion is detected, the process proceeds to step S203, and the previous normal rotation flag f_rot_old is set to the normal rotation flag f_rot. Assign a value. Next, step S20
The process proceeds to 4 to set “1” to the normal rotation flag f_rot, and the process proceeds to step S208 to execute the engine stall determination process and the process ends.

  As a result of the determination in step S202, when the signal level of the rotation information detection signal SGT is other than the low level L, the edge of the input rotation information detection signal SGT does not detect a predetermined position but includes a position detection signal. Therefore, the process ends without doing anything.

  On the other hand, if the result of determination in step S201 is a rising edge, the process proceeds to step S205 to determine whether or not the signal level of the rotation information detection signal SGT is high level H.

  As a result of the determination in step S205, when the signal level of the rotation information detection signal SGT is high level H, a rotation direction detection signal indicating that the edge of the input rotation information detection signal SGT is reverse rotation and a predetermined position are detected. Since the position detection signal is included, the process proceeds to step S206, the value of the normal rotation flag f_rot is substituted for the previous normal rotation flag f_rot_old, and the process proceeds to step S207. In step S207, the normal rotation flag f_rot is cleared to “0”, and similarly to the normal rotation, the process proceeds to step S208, where the engine stall determination process is executed and the process is terminated.

  As a result of the determination in step S205, if the rising edge is other than a high level, the input edge does not detect a predetermined position and does not include a position signal, so the process ends without performing anything.

  FIG. 7 is a flowchart showing the engine stall determination process executed by the stop determination unit 12. The engine stall determination process shown in FIG. 7 includes two processes, one of which is a process when it is determined that the engine is starting, and the other is a stop determination of the internal combustion engine based on the number of inversions. Steps S308 to S310 are processing to be performed. These processes are selected in steps S301 to S305.

In FIG. 7, first, in step S301, it is determined whether or not the start command f_sta is “1”. As a result of the determination, when f_sta = 1, the internal combustion engine has been started.
In step S302, it is determined whether or not the start method flag f_statp is “1” in order to determine the rotation direction in which the start determination can be performed with the initial detection signal.

As a result of the determination in step S302, when it is determined that the start method flag f_statusp is “1”, it indicates that combustion start is being performed, and the process proceeds to step S303. In step S303, it is determined whether or not the normal rotation flag f_rot is “0”. If f_rot = 0, it is determined that the rotation direction of the internal combustion engine when the rotation information detection signal SGT is input is the reverse rotation direction. The process proceeds to step S306, and the process proceeds to the process when it is determined that the engine is started.

If it is determined as a result of the determination in step S302 that the start method flag f_statp is not “1”, the start method flag f_statp is “0”, and the internal combustion engine is being started by the starter. And the process proceeds to step S304. In step S304, it is determined whether or not the normal rotation flag f_rot is “1”. If f_rot = 1, the rotation direction of the internal combustion engine when the rotation information detection signal SGT is input is the normal rotation direction. It is determined that the start has been performed, the process proceeds to step S306, and the process proceeds to a process when it is determined that the start has been performed.

On the other hand, as a result of the determination in step S301, when it is determined that the start command f_sta is not “1” but f_sta = 0, or it is determined in step S302 that the combustion is started, the combustion start is performed in step S303. Unlike the normal rotation corresponding to the start, it is determined that the rotation is forward rotation unlike the normal rotation corresponding to the starter in step S302. If it is determined, the process proceeds to step S305, where it is determined whether or not the same rotation direction signal has been continuously input twice or more. That is, in step S305, it is determined whether or not the previous normal rotation flag f_rot_old and the normal rotation flag f_rot are equal. If f_rot_old = f_rot, it can be determined that the engine has started, and the process proceeds to step S306. If the previous normal rotation flag f_rot_old and the normal rotation flag f_rot are different, the process proceeds to step S308, and the process proceeds to a stop determination process based on the number of inversions.

  When the process proceeds to the process when it is determined that the engine is started, the inversion counter c_rotchg is cleared to “0” in step S306, the engine flag f_enst is cleared to “0” in step S307, and the process proceeds to step S311.

On the other hand, if the process proceeds to the stop determination process based on the number of inversions, “1” is added to the inversion counter c_rotchg in step S308 in order to count the number of inversions. Next, step S
In 309, it is determined whether or not the number of inversions is 3 or more. If c_rotchg ≧ 3, it can be determined that the rotation direction detection signal is repeatedly input from the same predetermined position, so the process proceeds to step S310. The engine stall flag f_enst is set to “1”, and the process proceeds to step S311. If the result of determination in step S309 is that the inversion counter c_rotchg is less than 3, the current engine stall flag f_enst is held, so that the process proceeds to step S311 without any particular processing.

In step S311, it is determined whether or not the engine flag f_enst is “0”. If f_enst = 0, the engine determination counter c_enst is set to “0.0 corresponding to the predetermined time described above.
1 ”is set and the process is terminated. On the other hand, if the engine stall flag f_enst is “1” instead of “0” as a result of the determination in step S311, it indicates that the internal combustion engine is in a stopped state, so the engine determination counter c_enst is set to “0”. Clear and finish processing.

  As described above, in the stop determination device for an internal combustion engine according to the first embodiment of the present invention, when the detection unit detects the predetermined position of the detected portion, the position detection signal corresponding to the predetermined position and the It is configured to output a rotation direction detection signal corresponding to the rotation direction of the crankshaft, and the stop determination means is when the position detection signal and the rotation direction detection signal from the detection means are not input for a predetermined time. Alternatively, when the rotation direction detection signal from the detection means is continuously reversed three times or more, it is determined that the internal combustion engine is in a stopped state, and the detection means rotates from the detection means in the same rotation direction. When the direction detection signal is continuously input twice or more, the determination that the internal combustion engine is in a stopped state is canceled.

  Furthermore, the internal combustion engine stop determination device according to Embodiment 1 of the present invention provides the start command by the automatic processing means for automatically stopping or starting the internal combustion engine in accordance with the driver of the vehicle or the driving state of the vehicle. A start command output means for outputting, and the stop determination means stops the internal combustion engine when a detection signal from the detection means is input once after the start command is output from the start command output means. It is configured to cancel the state determination.

  In addition, the internal combustion engine stop determination device according to the first embodiment of the present invention provides the stop determination means when the starter is used to start the internal combustion engine when a start command is issued from the start command output means. Is configured to cancel the determination that the internal combustion engine is in a stopped state only when the rotation direction detection signal from the detection means indicates normal rotation of the crankshaft.

  Furthermore, the internal combustion engine stop determination device according to Embodiment 1 of the present invention is configured such that the internal combustion engine can be started by a plurality of start methods having different rotation directions of the crankshaft at the start, and the stop determination means includes: Only when the rotation direction detection signal from the detection means indicates the rotation direction of the crankshaft corresponding to the start method adopted among the start methods, the determination that the internal combustion engine is in a stopped state is canceled. It is configured.

  Further, the internal combustion engine stop determination device according to Embodiment 1 of the present invention injects and ignites fuel into the compression stroke cylinder of the internal combustion engine when a start command is issued from the start command output means. In the case of starting the engine by reversing the internal combustion engine, the determination that the internal combustion engine is in a stopped state is canceled only when the rotation direction detection signal from the detection means indicates the reverse rotation of the crankshaft. It is configured.

  According to the stop determination device for an internal combustion engine according to the present invention described above, the stop determination means is configured such that when the rotation direction signal from the detection means for detecting the rotation direction of the crankshaft is continuously reversed three times or more, Since it is determined that the engine is in the stopped state, the stop state determination of the internal combustion engine is performed when signals from the same detected part are continuously input, so that a quick stop determination can be performed. Accordingly, it is possible to save energy by eliminating useless operations, and as a result, it is possible to achieve effects such as being useful for product safety and environmental protection.

  Further, the stop determination means cancels the stop state determination of the internal combustion engine when a signal in the same rotation direction is continuously input twice or more from the detection means, so that the internal combustion engine is detected when signals from different detected parts are input. Since the stop state is released, unnecessary start-up control activation can be prevented.

  Further, the stop determination means cancels the stop state determination of the internal combustion engine when the signal from the detection means is input once after the start command is output from the start command output means. The start determination can be advanced while preventing the start.

  Furthermore, the stop determination means limits the signal from the detection means for canceling the stop state determination to a signal in a specific rotation direction according to the start method, so it is limited to a signal suitable for the selected start method and is unnecessary. The start determination can be accelerated while preventing the start-up control from being started.

Embodiment 2. FIG.
In the first embodiment, the single rotation information detection sensor 2 that can directly output the rotation information detection signal SGT including the rotation direction detection signal and the position detection signal is used. However, the stop determination device is configured by using two position detection sensors that can detect the teeth (convex portions) of the gear-like magnetic body 4. In this case, the position detection sensor alone cannot detect the rotation direction, but the rotation direction can be obtained from a combination of signals output from the two sensors. Hereinafter, the stop determination device for an internal combustion engine according to the second embodiment will be described with reference to the drawings.

  FIG. 8 is a configuration diagram showing a system configuration of a four-cylinder internal combustion engine using the internal combustion engine stop determination device according to Embodiment 2 of the present invention. In FIG. 8, the first position detection sensor 10 a and the second position detection sensor 10 b are based on the change in magnetism due to the movement of the teeth (convex portions) of the gear-like magnetic body 4 fixed to the crankshaft 3. A signal corresponding to the position of the tooth (convex portion) of the gear-like magnetic body 4 is output, and the crankshaft 3 is mounted side by side in the rotation direction of the gear-like magnetic pair 4 at an angle of 5 ° CA. The first and second signal lines 8a and 8b connect the first and second position detection sensors 10a and 10b to the control unit 9, respectively. Other configurations are the same as those in the first embodiment.

  FIG. 9 is a conceptual configuration diagram showing the first and second position detection sensors 10 a and 10 b and the control unit 9. In FIG. 9, the first and second position detection sensors 21a and 21b constituting the first and second detection means 21a and 21b detect each tooth (convex portion) of the gear-like magnetic body 4, and first The first and second signals S1 and S2 are output. As will be described below, the predetermined position and rotation direction of the gear-shaped magnetic body 4 can be detected by the combination of these first and second signals S1 and S2, and the first and second detection means 21a and 21b are detected. The rotation information detecting means is configured by the combination of

  The first and second signals S1 and S2 are input to the stop determination means 22 provided in the control unit 9 via the first and second signal lines 8a and 8a. FIG. 10 is an explanatory diagram showing the waveforms of the first and second signals S1 and S2, and (a) shows the forward rotation and (b) shows the reverse rotation according to the rotation state of the gear-like magnetic body 4. Yes. The black rhombus marks in the gear-like magnetic body 4 shown in FIGS. 10A and 10B indicate the predetermined positions in each tooth of the gear-like magnetic body 4. The black rhombus mark portion in the first signal S <b> 1 indicates a position corresponding to a predetermined position which is the black rhombus mark portion in the gear-like magnetic body 4. Further, the white rhombus mark portion in the second signal S2 indicates a position corresponding to a predetermined position which is the black rhombus mark portion of the gear-like magnetic body 4 for reference.

As shown in FIGS. 10 (a) and 10 (b), the first and second position detection sensors 10a and 10b are low level when detecting each tooth (convex portion) of the gear-like magnetic body 4, respectively. The first and second signals S1 and S2 of L and other high levels H are output.

As shown in FIG. 10 (a), during forward rotation, each tooth (convex portion) of the gear-like magnetic body 4 is detected by the first position detection sensor 10a first, corresponding to the black rhombus mark portion. The second signal S2 remains at the high level H at the falling edge E7 of the first signal. During reverse rotation, each tooth (convex portion) of the gear-like magnetic body 4 passes through the second position detection sensor 10b first, and as shown in FIG. The second signal S2 is at the high level H at the rising edge E8 of the first signal S1 corresponding to the part.

  As described above, the edge E8 of the first signal S1 input when the second signal S2 is at the high level H corresponds to the black rhombus mark portion that is a predetermined position of the gear-like magnetic body 4, and Depending on whether the edge of the first signal S1 rises or falls, the rotation direction of the gear-like magnetic body 4 can be obtained. FIG. 11 is a table summarizing the relationship between the first and second signals S <b> 1 and S <b> 2 and the rotation direction of the gear-shaped magnetic body 4. As described above, the stop determination unit 22 can obtain a position detection signal and a rotation direction detection signal indicating a predetermined position from the first and second signals, and based on the position detection signal and the rotation direction detection signal, The stop state of the internal combustion engine can be determined. 2 is the same as that in the first embodiment.

  FIG. 12 is a flowchart of processing in the stop determination means 22 performed in synchronization with the rising edge and falling edge of the first signal S1, and is different from the case of the first embodiment. Note that the calculation processing of each parameter executed at a constant cycle of 0.01 seconds is the same as the flowchart shown in FIG. 5 in the first embodiment. Further, the engine stall determination process in step S406 in the flowchart of FIG. 12 is the same as the flowchart of FIG. 7 in the first embodiment.

  In FIG. 12, first, in step S401, it is determined whether the second signal S2 is at a high level H or not. When the second signal S2 is at the high level H, the edge of the input first signal S1 corresponds to a predetermined position that is the black rhombus mark portion of the gear-like magnetic body 4, and therefore, the processing after step S402 is performed. Execute. On the other hand, if the result of determination in step S401 is that the second signal S2 is at a low level L, the edge of the input first signal S1 is a predetermined black diamond mark portion of the gear-shaped magnetic body 4 Since it does not correspond to the position, the process is terminated.

In step S402, the forward rotation flag f_rot_old is added to the previous forward rotation flag f_rot_old.
After substituting this value, the process proceeds to step S403 to determine the rotation direction, and it is determined whether or not the first signal S1 is at the low level L. When the first signal S1 is at the low level L, the edge of the input first signal is a falling edge, so that it can be determined to be normal rotation. In step S404, the normal rotation flag f_rot is set to “1”. To do. As a result of the determination in step S403, if the first signal S1 is at the high level H, the edge of the input first signal S1 is a rising edge, so that it can be determined to be reversed, and in step S405. , Forward flag f_rot
Is cleared to “0”. Thereafter, the process proceeds to step S406, the engine stall determination process similar to that in the first embodiment is executed according to the flowchart of FIG. 7, and the process ends.

  According to the stop determination device for an internal combustion engine according to the second embodiment of the present invention described above, the same effects as those in the first embodiment can be obtained using a sensor having a simple configuration.

In the first and second embodiments, the starter switch state is not input to the control unit 9, but when the starter switch state is input to the control unit 9, the start command f_sta is also used when starting the starter. “1” may be set to. In this case, the start may be performed when the start command f_sta is “0” when the starter switch state signal is not transmitted to the control unit 9 due to a failure.

DESCRIPTION OF SYMBOLS 1 Internal combustion engine 2 Rotation information detection sensor 3 Crankshaft 4 Gear-shaped magnetic body 5 Cylinder identification sensor 6 Camshaft 7 Magnetic body 8 Signal line 8a First signal line 8b Second signal line 9 Control unit 10a First position detection Sensor 10b Second position detection sensor 11 Detection means 12, 22 Stop determination means 21a First detection means 21b Second detection means

Claims (4)

A detected portion that rotates in synchronization with a crankshaft of the internal combustion engine; a detecting means that detects a rotation direction of the crankshaft based on the rotation of the detected portion; and a signal from the detecting means. A stop determination device for an internal combustion engine comprising stop determination means for determining a stop state,
A start command output means for outputting a start command by an automatic processing means for automatically stopping or starting the internal combustion engine in accordance with a vehicle driver or a driving state of the vehicle;
The detection means is configured to output a position detection signal corresponding to the predetermined position and a rotation direction detection signal corresponding to the rotation direction of the crankshaft when detecting the predetermined position of the detected portion.
The stop determination unit is configured to cancel the determination that the internal combustion engine is in a stopped state when a rotation direction detection signal in the same rotation direction is continuously input twice or more from the detection unit. After the start command is output from the start command output means, switching is performed so as to cancel the determination of the stop state of the internal combustion engine when the detection signal from the detection means is input once.
A stop determination device for an internal combustion engine.   When the starter is used to start the internal combustion engine when a start command is issued from the start command output means, the stop determination means is configured such that the rotation direction detection signal from the detection means indicates that the crankshaft is correct. 2. The internal combustion engine stop determination device according to claim 1, wherein the determination that the internal combustion engine is in a stopped state is canceled only when the engine is turned.   The internal combustion engine is configured to be able to be started by a plurality of start methods having different rotation directions of the crankshaft at the time of start, and the stop determination unit employs the rotation direction detection signal from the detection unit among the start methods. 3. The internal combustion engine stop determination device according to claim 1, wherein the determination that the internal combustion engine is in a stopped state is canceled only when the rotation direction of the crankshaft corresponding to a start method is indicated. .   When a start command is issued from the start command output means, when starting the engine by reversing the internal combustion engine by injecting fuel and igniting the cylinder in the compression stroke of the internal combustion engine, The internal combustion engine stop determination device according to claim 3, wherein the determination that the internal combustion engine is in a stopped state is canceled only when the rotation direction detection signal indicates reverse rotation of the crankshaft.

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