JP5197528B2 - Engine load detection device and engine load detection method - Google Patents

Description

  The present invention relates to an engine load detection device and an engine load detection method, and more particularly to an engine load detection device and an engine load detection method for detecting an engine load state based on an output signal of a pulsar rotor that rotates in synchronization with a crankshaft. .

  Conventionally, a pulsar rotor that rotates synchronously with the crankshaft of an engine, and a pickup coil that detects a passing state of a reluctator provided in the pulsar rotor, the engine load state based on a pulse signal output from the pickup coil There is known an engine load detection device for detecting the above.

  In Patent Literature 1, a pulsar rotor reciprocator is provided in the vicinity of the position corresponding to the top dead center of the engine, and the ratio between the time for the pulsar rotor to make one revolution and the time for the reluctor to pass is calculated every revolution or every two revolutions. A technique for detecting the load state of the engine based on the degree of change in the ratio is disclosed.

JP 2002-115598 A

  However, the technique described in Patent Document 1 detects the pass time of the reluctator based on the time during which the crankshaft rotates once, and a longer section, for example, the crankshaft rotates twice. It has not been considered to detect a more appropriate load state based on time. Furthermore, it has not been studied that the engine rotational speed fluctuates according to the four strokes (intake, compression, combustion / expansion, and exhaust) of the four-cycle engine even during one revolution of the crankshaft.

  Further, since the technique described in Patent Document 1 detects the passing time of the reluctator based on the time during which the crankshaft makes one revolution, the dimension due to the dimensional tolerance is set in the circumferential length of the reluctator. If there is a deviation, the influence of the dimensional tolerance remains in the calculated ratio, and the engine load state may not be detected accurately. In addition, the rotational speed (angular speed) of the crankshaft is known to be easily affected by the torque transmission system from the crankshaft to the rear wheels. A possible configuration is desired.

  The object of the present invention is to solve the above-mentioned problems of the prior art, take into account rotational fluctuations that occur in accordance with the four strokes of a four-cycle engine, and reduce the influence of dimensional tolerances of the pulsar rotor, thereby improving the accuracy of the engine. An object of the present invention is to provide a load detection device and a load detection method capable of detecting a load state.

  To achieve the above object, the present invention comprises a pulsar rotor that rotates in synchronization with a crankshaft of an engine, a relucter that is provided on the pulsar rotor and is positioned at a crank angle corresponding to the vicinity of the top dead center of the engine, In an engine load detection device that includes a pickup that detects the passage of a reluctator and detects an engine load state based on an output signal of the pickup, a predetermined section for detecting an average engine rotation speed is divided into a plurality of sections. Means for calculating each section engine rotational speed for each of a plurality of sections based on an output signal of the pickup; weighting means for performing different weighting processes on the plurality of section engine rotational speeds; and a plurality of sections after the weighting process The average engine speed is calculated from the average engine speed, and the average engine Using the rotational speed is first characterized in comprising a load condition calculation unit for performing the calculation of the load condition of the engine.

  In addition, the weighting process has a second feature in that a weighting ratio of a section including the combustion / expansion stroke among the sections divided into the plurality is set larger than that of the other sections.

  Further, there is a third feature in that the predetermined section is detected based on an output signal of the pulsar rotor.

  Further, the predetermined section bisects the length of two rotations of the crankshaft into a first section and a second section, and the first section includes an intake stroke, and the second section burns. A fourth feature is that the expansion stroke is set to be included.

  Further, the engine load state is a fifth feature in that it is a load factor calculated by dividing the rotational speed of the reluctator passing through the pickup by the average engine speed.

  Further, the reluctator is disposed at a position immediately before the top dead center of the engine, and the load factor is calculated using a rotational speed while the reluctator passes through the pickup immediately before the top dead center on the compression side. There is a sixth feature.

  A seventh feature is that feedback control of at least the ignition timing of the engine is performed according to the calculated load factor.

  A pulsar rotor that rotates in synchronization with the crankshaft of the engine; a relucter that is provided on the pulsar rotor and is positioned at a crank angle corresponding to the vicinity of the top dead center of the engine; and a pickup that detects passage of the reluctor, In the engine load detection method of the apparatus for detecting the load state of the engine based on the output signal of the pickup, the average engine rotation speed is calculated when calculating the average engine rotation speed used when detecting the load state of the engine. A procedure of dividing a predetermined section to be detected into a plurality of steps, a procedure of calculating a section engine rotation speed for each of the plurality of divided sections, a procedure of performing different weighting processes on the plurality of section engine rotation speeds, By calculating the average value of the plurality of section engine speeds after the weighting process, There are 8 characterized in in that includes the step of calculating the emissions rotational speed.

  A pulsar rotor that rotates in synchronization with the crankshaft of the engine; a relucter that is provided on the pulsar rotor and is positioned at a crank angle corresponding to the vicinity of the top dead center of the engine; and a pickup that detects passage of the reluctor, In an engine load detection device that detects an engine load state based on an output signal of the pickup, a detection interval for detecting an average engine rotation speed is a length corresponding to two rotations of the crankshaft starting from a start point of passage of the retractor. The detection zone is set to the first and second reluctator zones respectively corresponding to the positions at which the retractor passes the pickup for each rotation of the crankshaft during the two rotations of the crankshaft. The first section and the second section respectively corresponding to the positions not passing through the pickup Means for obtaining a first average value that is an average of the first rotation speed detected in the first section and the second rotation speed detected in the second section, and the first reluctator section Means for obtaining a second average value that is an average of the first reluctator rotation speed detected in step 2 and the second reluctator rotation speed detected in the second reluctator section; and the first average value is determined as the first rotation speed. Means for calculating the average engine speed by multiplying the value divided by the second average value, and load state calculating means for calculating the load state of the engine using the average engine speed. The point has a ninth feature.

  In addition, the means for calculating the average engine rotational speed is ω4 (n−1), the second rotational speed ω4 (n), the first relaxor rotational speed ωtdc1, and the second relaxor. There is a tenth feature in that the average engine speed NeA is calculated by the following equation, where the rotational speed is ωtdc2 and the weighting coefficient of the weighting process is α.

  Further, the first section includes an intake stroke, and the second section includes a combustion / expansion stroke. When the first average value is obtained, the first rotational speed and the second stroke are determined. The eleventh feature is that the weighting coefficient α for performing different weighting processing with respect to the rotational speed is set to be larger than 0.5.

  The reluctator is disposed at a position immediately before the top dead center of the engine. The load state of the engine is a load calculated by dividing the second reluctator rotational speed by the average engine speed. There is a twelfth feature in that it is a rate.

  Further, there is a thirteenth feature in that at least the ignition timing of the engine is feedback controlled according to the load factor.

  A pulsar rotor that rotates in synchronization with the crankshaft of the engine; a relucter that is provided on the pulsar rotor and is positioned at a crank angle corresponding to the vicinity of the top dead center of the engine; and a pickup that detects passage of the reluctor, In an engine load detection method of an engine load detection device that detects an engine load state based on an output signal of the pickup, a detection section for detecting an average engine rotation speed starts from a passage start point of the retractor. The procedure for setting the length for two rotations, and the detection section, the first and second reluctator sections respectively corresponding to the positions at which the reluctator passes the pickup for each rotation during the two rotations of the crankshaft. Corresponding to the section and the position where the reluctator does not pass the pickup A first average which is an average of a procedure of four sections including one section and a second section, and a first rotational speed detected in the first section and a second rotational speed detected in the second section A procedure for obtaining a value, a procedure for obtaining a second average value that is an average of the first reluctator rotational speed detected in the first reluctator section and the second reluctor rotational speed detected in the second reluctor section; There is a fourteenth feature in that it includes a procedure for calculating the average engine rotation speed by multiplying the value obtained by dividing the first average value by the first rotation speed by the second average value.

  A pulsar rotor that rotates in synchronization with the crankshaft of the engine; a relucter that is provided on the pulsar rotor and is positioned at a crank angle corresponding to the vicinity of the top dead center of the engine; and a pickup that detects passage of the reluctor, An engine load detection device for detecting a load state of an engine based on an output signal of the pickup, comprising gear ratio detection means for detecting a gear ratio of a transmission, wherein the relaxor passes the pickup in the engine load state. The load rate calculated by dividing the rotation speed during the operation by the average engine speed is a point where the rotation speed while the reluctator passes through the pickup is corrected based on the gear ratio. There is a fifteenth feature.

  Further, the gear ratio detecting means is a gear position sensor for detecting the gear position of the stepped transmission, and has a sixteenth feature.

  Further, the correction of the rotation speed while the reluctator passes through the pickup is performed by multiplying the rotation speed by a correction coefficient, and the correction coefficient is set to be larger as the gear stage number of the stepped transmission is lower. There is a seventeenth feature in that it is characterized.

  Furthermore, the gear ratio detecting means has an eighteenth feature in that the gear ratio is obtained based on the vehicle speed and the engine speed.

  According to the first feature, when calculating the average engine speed used for calculating the engine load state, the predetermined section for detecting the engine speed is divided into a plurality of sections, and the sections for each of the divided sections. Each engine speed is calculated, different weighting processing is performed on the plurality of section engine speeds, and the average engine speed is calculated by calculating an average value of the plurality of section engine speeds after the weighting processing. Therefore, even when there is a large rotational fluctuation different from that during steady operation within a predetermined section, an appropriate average engine rotational speed can be calculated by performing weighting in consideration of this rotational fluctuation. As a result, even when the engine rotational speed fluctuates within a predetermined section due to acceleration or traveling on an uneven road surface, the engine load state corresponding to this can be obtained by calculation.

  According to the second feature, the weighting process sets the weighting ratio of the section including the combustion / expansion stroke among the divided sections to be larger than that of the other sections. In particular, even when the degree of increase in the engine rotation speed in the combustion / expansion stroke increases, the engine load corresponding to this can be obtained by calculation.

  According to the third feature, since the predetermined section is detected based on the output signal of the pulsar rotor, the average engine rotation speed is detected using the pulsar rotor that detects the timing of driving the engine ignition device and the fuel injection device. A predetermined interval can be set. Thereby, it is possible to obtain the engine load state by calculation without providing a new sensor or the like.

  According to the fourth feature, the predetermined section bisects the length of two rotations of the crankshaft into the first section and the second section, and the first section includes the intake stroke, and the second section Is set to include the combustion / expansion stroke, it is possible to divide the predetermined section by a simple method. In addition, since the weight of the second section including the combustion / expansion stroke is set to be large, a load state in consideration of fluctuations in the engine speed during the combustion / expansion stroke can be obtained by calculation. Moreover, by dividing the predetermined section by the minimum number of divisions, it is possible to obtain the effect of the weighting process while suppressing an increase in calculation burden.

  According to the fifth feature, the load state of the engine is a load factor calculated by dividing the rotation speed while the reluctator passes through the pickup by the average engine speed. It is possible to determine the load state.

  According to the sixth feature, the reluctator is disposed at a position immediately before the top dead center of the engine, and the load factor is determined by using the rotational speed while the reluctator passes through the pickup immediately before the top dead center on the compression side. Therefore, it is possible to appropriately detect a large engine rotational fluctuation from the end of the compression stroke to the combustion / expansion stroke, and obtain the engine load factor in consideration of the rotational fluctuation.

  According to the seventh feature, at least the ignition timing of the engine is feedback-controlled according to the calculated load factor, so that only the output signal of the pulsar rotor is used and at least the ignition timing is not provided without providing a new sensor or the like. Correction control is possible.

  According to the eighth feature, the procedure for dividing the predetermined section for detecting the average engine rotation speed into a plurality of sections, the procedure for calculating the section engine rotation speed for each of the plurality of divided sections, and the plurality of section engine rotation speeds. The procedure for performing different weighting processes for the weight, the procedure for calculating the average engine speed by calculating the average value of the engine speeds for multiple sections after the weighting process, and the calculation of the engine load state using the average engine speed Therefore, even if there is a large fluctuation in the engine rotation speed in the predetermined section that is different from that during steady operation, an appropriate average engine rotation speed is calculated by weighting in consideration of this rotation fluctuation. Based on this, the engine load state can be calculated.

  According to the ninth feature, the detection section for detecting the average engine rotational speed is set to a length corresponding to two rotations of the crankshaft starting from the start point of the pass of the reluctator, and the detection section is set during two rotations of the crankshaft. 4 each comprising a first reluctator section and a second retractor section corresponding to positions where the reluctator passes the pickup for each rotation, and a first section and a second section corresponding respectively to positions where the reluctor does not pass the pickup. Means for obtaining a first average value that is an average of the first rotational speed detected in the first section and the second rotational speed detected in the second section, and the first detected in the first reluctor section Means for obtaining a second average value that is an average of the first reluctator rotation speed and the second reluctator rotation speed detected in the second reluctor section; and a value obtained by dividing the first average value by the first rotation speed. Since there are means for calculating the average engine speed by multiplying the average value and load state calculating means for calculating the load state of the engine using the average engine speed, an arithmetic expression for calculating the average engine speed This can include a relationship in which the rotation speed of the reluctator part is divided (divided) by the same rotation speed of the reluctator part. As a result, even when there is a dimensional tolerance in the circumferential length of the reluctator, it becomes possible to reduce the influence of this dimensional tolerance in the arithmetic expression and to calculate a more appropriate average engine speed. . In addition, a detection section for detecting the average engine speed can be set by using a pulsar rotor for detecting timing for driving the engine ignition device and the fuel injection device.

  According to the tenth feature, it is possible to reduce the influence of the dimensional tolerance of the relaxor on the calculated value of the average engine rotation speed in the calculation formula of the average engine rotation speed.

  According to the eleventh feature, the first section includes an intake stroke and the second section includes a combustion / expansion stroke, and the first rotation speed and the second rotation are determined when the first average value is obtained. Since the weighting coefficient α for performing different weighting processing with respect to the speed is set to be larger than 0.5, the engine in the combustion / expansion stroke even when the engine rotation speed in the detection section has a large variation different from that in the steady operation. It is possible to calculate the average engine rotational speed in consideration of the degree of increase in rotational speed. As a result, a more appropriate engine load can be calculated even when the engine speed varies greatly due to acceleration or road surface conditions.

  According to the twelfth feature, the reluctator is disposed at a position immediately before the top dead center of the engine, and the load state of the engine is a load calculated by dividing the second reluctor rotational speed by the average engine speed. Therefore, the engine load can be detected by a simple arithmetic expression. Further, it is possible to appropriately detect the engine rotation fluctuation from the second half of the compression stroke to the combustion / expansion stroke, and obtain the engine load factor.

  According to the thirteenth feature, at least the ignition timing of the engine is feedback-controlled according to the load factor, so that the engine load factor is calculated using only the output signal of the pulsar rotor, and at least the engine ignition is based on this load factor. It becomes possible to correct and control the timing. Thereby, it is possible to execute appropriate ignition timing control without providing a sensor or the like for detecting the load state of the engine.

  According to the fourteenth feature, the detection section for detecting the average engine speed is set to a length corresponding to two rotations of the crankshaft starting from the start point of the pass of the reluctator, and the detection section is set to two rotations of the crankshaft. From each of the first and second reluctator sections corresponding to the position where the reluctator passes the pickup at each rotation, and the first and second sections corresponding to the positions where the reluctator does not pass the pickup, respectively. A procedure for obtaining four sections, a procedure for obtaining a first average value that is an average of the first rotation speed detected in the first section and the second rotation speed detected in the second section, and a first reluctator section A procedure for obtaining a second average value that is an average of the first reluctator rotation speed detected in step S2 and the second reluctator rotation speed detected in the second reluctator section; And calculating the average engine rotation speed by multiplying the value divided by the rotation speed by the second average value, so even if there is a dimensional tolerance in the circumferential length of the reluctator, the dimensions of the reluctator in the calculation formula It becomes possible to reduce the influence of tolerance, and to calculate a more accurate average engine speed. Thereby, it is possible to calculate an appropriate engine load.

  According to the fifteenth feature, there is provided gear ratio detecting means for detecting a gear ratio of the transmission, and the engine load state is obtained by dividing the rotational speed while the reluctator passes through the pickup by the average engine speed. The calculated load factor is used, and the rotation speed while the reluctator passes through the pickup is corrected based on the gear ratio. Therefore, the engine is also considered in consideration of the influence of the torque transmission system from the crankshaft to the rear wheels. It is possible to calculate the load state. Specifically, as the transmission gear ratio is larger, it is possible to cope with the phenomenon that the rotational speed while the reluctator passes through the pickup is calculated to be smaller, thereby more accurately determining the load state of the engine. It is possible to calculate.

  According to the sixteenth feature, since the gear ratio detection means is a gear position sensor that detects the gear position of the stepped transmission, the gear ratio sensor of the stepped transmission is detected by a simple configuration, and the reluctator picks up the pickup. It is possible to correct the rotation speed while passing.

  According to the seventeenth feature, correction of the rotational speed while the reluctator passes through the pickup is performed by multiplying the rotational speed by a correction coefficient, and the correction coefficient is set to be larger as the gear stage number of the stepped transmission is lower. Therefore, the larger the transmission gear ratio, the more susceptible to the torque transmission system from the crankshaft to the rear wheels. In other words, even if the actual engine load is the same, As the ratio increases, it becomes possible to perform appropriate correction in accordance with the tendency that the rotation speed of the reluctator while passing through the pickup decreases.

  According to the eighteenth feature, since the gear ratio detection means obtains the gear ratio based on the vehicle speed and the engine speed, there is no need for a position sensor for detecting the gear position, and cost reduction can be expected. It becomes.

1 is a configuration diagram of an engine to which an engine load detection device according to an embodiment of the present invention is applied. It is a block diagram which shows the detail of the load factor calculation part provided in ECU. It is an enlarged front view of a pulsar rotor. It is a graph which shows the relationship between a crank pulse signal, engine speed Ne, and angular velocity (omega). It is the graph which showed the relationship between the crank pulse signal and angular velocity (omega) in 1 cycle. FIG. 6 is a partially enlarged view of FIG. 5. It is a graph which shows the fluctuation | variation of angular velocity (omega) at the time of regular and transient. It is a graph which shows the relationship between the angular velocity (omega) at the time of a transition, and a detection area. It is a conceptual diagram of a weighting process. It is a graph which shows the derivation method of weighting coefficient alpha. It is explanatory drawing which showed the relationship between the detection area at the time of applying the relaxor tolerance cancellation method, and Ne1 area and Ne2 area. It is a graph which shows the relationship between the angular velocity (omega) at the time of a transition, and a detection area. It is explanatory drawing which showed the computing equation which calculates (DELTA) omega. It is the block diagram which showed the calculation procedure of the average engine speed NeA. It is a graph which shows the relationship between engine rotational speed Ne and the calculated value ((DELTA) omega = Ne-omegatdc) of (DELTA) omega. 3 is a correction coefficient map showing a relationship between an engine speed Ne and a gear position and a correction coefficient K. 6 is a flowchart showing a procedure for correction control of Δω using a correction coefficient K.

  Hereinafter, preferred embodiments of the present invention will be described in detail with reference to the drawings. FIG. 1 is a configuration diagram of an engine 1 to which an engine load detection device according to an embodiment of the present invention is applied. The engine 1 is a four-cycle single-cylinder internal combustion engine, and has a configuration in which a piston 7 that reciprocates inside a cylinder 8 is connected to a crankshaft 9 via a connecting rod. An intake pipe 2 and an exhaust pipe 4, and an intake valve 3 and an exhaust valve 5 that open and close in synchronization with the rotation of the crankshaft 9 are provided on the cylinder 8. A spark plug 6 as an ignition device is attached to the upper end portion of the cylinder 8.

  A pulsar rotor 10 that rotates synchronously with the crankshaft 9 is attached to the crankshaft 9. On the outer peripheral portion of the pulsar rotor 10 is provided a reluctator that protrudes by a predetermined amount radially outward. A magnetic pickup 20 fixed to the crankcase of the engine 1 is disposed in the vicinity of the pulsar rotor 10, and this magnetic pickup 20 outputs a crank pulse signal in response to the passage of the reluctor as the pulsar rotor 10 rotates. To do.

  The ECU 30 as an engine control device includes a crank pulse detection unit 40 that detects a pulse signal from the magnetic pickup 20, a load factor calculation unit 50 as a load state detection unit of the engine 1, and an ignition timing according to the load state of the engine. A control correction amount calculation unit 60 for calculating a correction amount, an ignition control unit 70 for controlling ignition of the spark plug 6, and an ignition map 80 for determining an ignition timing based on at least information on the throttle opening and the engine speed Ne. included. The ECU 30 according to the present embodiment obtains the load state (load factor F) of the engine 1 based on the pulse signal input to the crank pulse detection unit 40, and corrects and controls the ignition timing of the spark plug 6 according to the load state. Is possible.

  Here, the load factor F of the engine 1 is different, for example, when the engine 1 runs at a constant speed on a flat road and when the vehicle is accelerating uphill, even when the engine speed is the same. In order to use this for correction control, the magnitude of the load is expressed numerically. When the load factor F is large, that is, when the load applied to the engine is large, the ignition control unit 70 described above sets an appropriate ignition timing according to the load state, for example, by correcting the ignition timing a little to prevent knocking. It is possible to obtain. Details of the calculation method of the load factor F will be described later.

  In the present embodiment, only the ignition timing correction control is performed using the load factor F. However, the ECU 30 controls a fuel injection device (not shown) that supplies fuel to the engine 1 and also according to the load factor F. Alternatively, the fuel injection control may be executed.

  FIG. 2 is a block diagram showing details of the load factor calculation unit 50 provided in the ECU 30. The load factor calculation unit 50 calculates the load factor F of the engine 1 based on the crank pulse signal input from the crank pulse detection unit 40 and the time measured by the timer 51. In addition to the timer 51, the load factor calculating unit 50 includes an Ne calculating unit 52, a Δω calculating unit 53, a ωtdc calculating unit 54, a relaxer electrical angle determining unit 55, and a load factor calculating unit 56.

  The Ne calculating means 52 calculates the engine speed Ne (average engine speed NeA) in the detection section. The reluctator electrical angle determination means 55 detects the circumferential angle of the reluctator that is electrically detected based on the pulse signal when the reluctator passes through the magnetic pickup 20. The ωtdc calculation means 54 calculates the rotational speed (angular speed) of the pulsar rotor 10 during the passage of the reluctator through the magnetic pickup 20, that is, the angular speed ωtdc (rad / s) of only the reluctor part.

  Further, the Δω calculating means 53 calculates the variation amount Δω of the crank angular speed by subtracting the angular speed ωtdc of the reluctator portion calculated by the ωtdc calculating means from the engine speed Ne calculated by the Ne calculating means 52. (Δω = Ne−ωtdc). The subtraction by the Δω calculating means 53 is executed by converting the engine speed Ne (rpm) to the engine speed (rad / s). The load factor calculation means 56 calculates Δω ÷ Ne × 100 (%) using the angular velocity variation Δω calculated by the Δω calculation means 53 and the engine speed Ne calculated by the Ne calculation means 52. The engine load factor F is calculated by the equation. This load factor F becomes larger as the engine load is larger.

  FIG. 3 is an enlarged front view of the pulsar rotor 10. The pulsar rotor 10 according to the present embodiment is provided with a first relaxor 11 and a second relaxor 12. In this figure, the pulsar rotor 10 rotates counterclockwise, and the crank pulse signal from the magnetic pickup 20 includes the start point G1 of the first reluctator 11, the end point G2 of the first reluctator 11, the start point G3 of the second reluctator 12, and the second. It will be outputted in the order of the end point G4 of the reluctator 12.

  The second reluctor 12 is configured to have a circumferential length that forms the first angle θ1 from a position that is a fourth angle θ4 before the top dead center (TDC) of the engine. In addition, the first relaxor 11 has a circumferential length that forms a third angle θ3, and a second angle θ2 is provided between the start point G1 of the first relaxor 11 and the start point G3 of the second relaxor 12. It has been. In the present embodiment, the first angle θ1 = 45 degrees, the second angle θ2 = 22.5 degrees, the third angle θ3 = 11.25 degrees, and the fourth angle θ4 = 15 degrees are set. In this figure, the pulsar rotor 10 and the magnetic pickup 20 are shown separated from each other, but the distance between the outer peripheral surfaces of the reluctors 11 and 12 and the magnetic pickup 20 is set to 0.5 mm, for example.

  FIG. 4 is a graph showing the relationship between the crank pulse signal output from the magnetic pickup 20, the average engine speed Ne per crankshaft rotation, and the crankshaft angular velocity ω. A section AB in the figure indicates the length of one rotation of the crankshaft including the intake stroke. Graph (a) shows a steady state when the engine speed Ne travels on a flat road with a constant engine speed Ne, and (b) shows a transient time during which the engine speed Ne is increasing due to acceleration or throttle operation. FIG. 4C shows only the displacement movement of the angular velocity ω during traveling on a wavy road (uneven road surface).

  According to this graph, it can be seen that the crank angular speed ω repeats periodic fluctuations in accordance with one cycle of the engine regardless of whether the engine speed is constant or increasing. On the wavy road, a force for accelerating / decelerating the driving wheel is applied by the uneven road surface, and therefore, when the fluctuation of the angular velocity ω is observed over a long period, a gentle swell is generated as a whole. However, even in the wavy path, the unit of one rotation of the crankshaft repeats periodic fluctuations in accordance with one cycle of the engine. In any driving condition, it can be confirmed that the angular velocity ω varies linearly in the AB section including the intake stroke. The linear trajectory of the angular velocity ω in the section AB is greatly lowered to the right during the steady state of (a), and the rightward lowered angle is greatly reduced during the transient of (b).

  FIG. 5 is a graph showing the relationship between the crank pulse signal and the angular velocity ω during one cycle. The same reference numerals as those described above denote the same or equivalent parts. As described above, the angular velocity ω varies periodically in accordance with each stroke of four cycles. The decrease in the section D1 from the second half of the compression stroke to the combustion / expansion stroke is caused by the compression resistance due to the increase of the cylinder internal pressure. Further, the increase in the section D2 of the combustion / expansion stroke is caused by the generation of crank rotation energy due to the increase of the cylinder internal pressure due to combustion.

  Then, after the end of the section D2, the decrease in the section D3 from the end of the intake stroke to the end of the intake stroke is due to the mechanical friction resistance and combustion gas exhaust resistance of the engine 1 after the combustion ends and the crank angular velocity ω reaches the peak. Due to the occurrence. The section D4 indicates the length of one crank rotation starting from the starting point G3 of the second reluctator 12.

  In this figure, when the engine speed (rotation speed) Ne is the same, the crank angular speed ω at the steady state is indicated by a solid line, and the crank angular speed ω at a high load is indicated by a broken line. As shown in the figure, the fluctuation of the angular velocity ω becomes large at high load. This is because even when the engine rotational speed Ne is the same, the peak of the angular velocity ω increases as the output torque increases, and the amount of subsequent reduction increases as the intake air amount increases.

  The variation in the crank angular velocity ω increases as the crankshaft inertia force decreases, and the engine has a smaller number of cylinders and a larger explosion interval, such as the single-cylinder engine 1 according to the present embodiment. Tend to be even larger.

  FIG. 6 is a partially enlarged view of FIG. As described above, the load state of the engine 1 is detected by the load factor F of the engine. The load factor F is obtained by quantifying the degree of decrease in the angular velocity ω with respect to the engine speed Ne, in other words, the magnitude of the compression resistance in the compression stroke, in the section D1 including the compression top dead center. In the present embodiment, the second reluctator 12 is located in the section D1, and the difference value between the angular velocity ωtdc and the engine rotational speed Ne when the second reluctor 12 passes through the magnetic pickup 20 is represented by the fluctuation of the angular velocity ω. The amount Δω is calculated. The ωtdc section in the figure corresponds to the passing time from the start point G3 to the end point G4 of the second reluctator 12.

  Hereinafter, a weighting process for accurately detecting the load factor F during the transition will be described with reference to FIGS. In this weighting process, when calculating the engine rotation speed NeA in the detection section, the detection section is divided into a plurality of sections, a section engine rotation speed is calculated for each divided section, and the plurality of section engine rotation speeds are calculated. Is averaged, the weight of a specific divided section is increased and NeA is adjusted to an appropriate value.

  FIG. 7 is a graph showing fluctuations in the angular velocity ω at the time of steady state and transient state. T in the figure indicates TDC (top dead center). The steady-state angular velocity ω shown in (a) varies between the same upper limit value and lower limit value in each cycle. Therefore, it can be said that it is sufficient to set the detection interval for calculating the engine rotational speed Ne used for the calculation of Δω to an interval for one cycle. Also in the example of this figure, the period during which the crankshaft makes two revolutions from the starting point G1 of the first reluctator 11, that is, the section for one cycle is set as the detection section.

  However, the angular velocity ω at the time of transition shown in (b) fluctuates in the same manner for each cycle (having substantially the same waveform), but the angular velocity ω reaches the peak. After that, after a slight downward fluctuation, it continues to rise toward the next peak. As a result, the waveform of the angular velocity ω at the time of transition becomes a stepped shape that rises to the right. At this time, for example, when the engine speed is the same between the steady state and the transient state, when the calculation of the engine load factor F is performed on both, the load factor F is calculated smaller in the transient state than in the steady state. As a result, a phenomenon occurs in which the engine does not correspond to the load state actually generated in the engine. Although details will be described later, this is because Δω at the time of transition is calculated to be smaller than the actual engine load state.

  In order to cope with this, in this embodiment, as a precondition, the crankshaft is moved from the start point G1 of the first reluctator 11 to the Ne1 interval until the crankshaft makes one rotation, and from the end point of the Ne1 interval, as a precondition. This is divided into Ne2 sections until another rotation, and the average value of the section engine rotational speed Ne1 (hereinafter referred to as Ne1) in this Ne1 section and the section engine rotational speed Ne2 (hereinafter referred to as Ne2) in the Ne2 section. Thus, the average engine speed Ne (hereinafter referred to as NeA) of the entire detection section is calculated. These calculation processes are executed by the Ne calculation means 52.

  FIG. 8 is a graph showing the relationship between the angular velocity ω and the detection interval during transition. The same reference numerals as those described above denote the same or equivalent parts. As described above, at the time of transition, the amount of decrease in the angular velocity ω in the section from the intake stroke to the first half of the compression stroke, that is, the Ne1 section decreases, and in the example shown in this figure, the transition is almost horizontal. On the other hand, in the second half of the compression stroke, the angular velocity ω decreases greatly, and then increases greatly in the combustion / expansion stroke to reach a peak.

  Here, as described above, the engine load factor F is calculated based on how much the crank angular speed ω in the latter half of the compression stroke has decreased with respect to the engine rotational speed Ne. However, in this calculation method, when the engine rotational speed Ne is the same in the steady state and the transient state, Δω (Δω = Ne−ωtdc), which is the difference between the engine rotational speed Ne and ωtdc, is greater than that in the transient state. Tends to be calculated smaller.

  This is because an element that should be emphasized when calculating the load factor F that Ne2 in the Ne2 section including the ωtdc section is much larger than that in the steady state is calculated by calculating an average value of Ne1 and Ne2. It is caused by being done. As a result, the load factor F calculated at the time of transition is calculated to be smaller than the actual engine load state.

  Accordingly, during the transition, it is preferable that the magnitude of the engine speed Ne2 is reflected when calculating the average engine speed NeA. Thereby, in the example of this figure, when calculating NeA, a different weighting process is performed between Ne1 and Ne2. In the example shown in the figure, the calculation formula of the average engine speed NeA during one cycle is NeA = Ne1 × (1−α) + Ne2 × α, and the weighting coefficient α is set to be larger than 0.5, so that Ne1 NeA is raised by increasing the weight of Ne2. The weighting means for performing the weighting process is included in the Ne calculation means 52 (see FIG. 2) of the load factor calculation unit 50.

  Here, the conceptual diagram of the weighting process of FIG. 9 is also referred to. In the illustrated example, the average engine speed when the weighting process is not performed is indicated by NeA0 (broken line), and the average engine speed when the weighting process is performed (for example, α = 0.55) is indicated by NeA (solid line). Show. At this time, the fluctuation amount of the crank angular speed ω is calculated as Δω0 when the weighting process is not performed, but increases to Δω when the weighting process is performed (see FIG. 8). As a result, the calculated value of the engine load factor F also increases, and the load factor F corresponding to the actual engine load state is calculated during the transition.

  In the normal state, even when the above-described weighting process is performed, the difference between Ne1 and Ne2 is small, so the influence on the load factor F is small. Therefore, there is no need to change the calculation method of the load factor F between the steady state and the transient state, and the calculation processing load does not increase.

  FIG. 10 is a graph showing a method for deriving the weighting coefficient α. As described above, during steady state, the value of Δω hardly changes even if the weighting coefficient α is varied. On the other hand, at the time of transition, Δω increases as the weighting coefficient α increases. At this time, if the weighting coefficient α is set to a point where Δω at the time of transition coincides with Δω at the time of steady state, the load factor F at the time of steady state and the transient state can be made the same value when ωtdc is the same value. .

  As described above, according to the engine load detection device of the present invention, when obtaining the average engine speed NeA used for calculating the load factor F (F = Δω ÷ NeA × 100), NeA is detected. The predetermined section is set to the length of one cycle, and the predetermined section is divided into two sections, the Ne1 section including the intake stroke and the Ne2 section including the combustion / expansion stroke, and the respective section engine speeds Ne1 and Ne2 are calculated. Since the average value of both values is calculated by performing weighting processing so that the weight for Ne2 becomes larger, the magnitude of the section engine rotational speed Ne2 of the Ne2 section to be emphasized when calculating the load factor F is the load factor. This is reflected in the calculated value of F, so that an appropriate engine load can be calculated. As a result, even when the engine speed fluctuates greatly during acceleration or when traveling on an uneven road surface, the engine load corresponding to this can be obtained by calculation.

  The configuration of the engine and the pulsar rotor, the size and number of the reluctor, the position of the relucter relative to the pulsar rotor, the position of the relucter relative to the TDC position, the value of the weighting coefficient α, the setting of a predetermined period for detecting the average engine speed NeA, etc. The present invention is not limited to the above embodiment, and various modifications can be made. The engine load detection device according to the present invention can be applied to various general-purpose engines in addition to a vehicle engine such as a motorcycle.

  Next, a method for canceling a tolerance tolerance applied to the engine load detection device according to the present invention will be described. This relaxer tolerance canceling method uses the above-described weighting process and the calculation of the average engine speed NeA by using the fact that the crank angular speed ω changes linearly in the section including the intake stroke (see FIG. 4). In the equation, it is possible to reduce the influence of the dimensional tolerance of the relaxor portion, that is, to reduce the influence of the dimensional tolerance on the finally calculated load factor F. Hereinafter, a specific method will be described with reference to FIGS.

  FIG. 11 is an explanatory diagram showing the relationship between the detection interval and the Ne1 interval and Ne2 interval described above when the relaxor tolerance canceling method is applied. In the present embodiment, the period from the start point G3 of the second reluctator to the rotation of the crank once is defined as the D4 section, and the average engine speed NeA in the D4 section is calculated. The section D4 is at a position shifted backward from the aforementioned Ne1 and Ne2 by a third angle θ3 (22.5 degrees in the present embodiment). In the present embodiment, this D4 section is further divided into a ωtdc section (45 degrees) and a ω4 section (315 degrees). The section setting as described above is performed by the Ne calculating means 52.

  FIG. 12 is a graph showing the relationship between the angular velocity ω and the detection interval during transition. The same reference numerals as those described above denote the same or equivalent parts. In this figure, a section D4 including the combustion / expansion stroke is a section D4 (n), and a section before one rotation of the crank is a section D4 (n-1). That is, the detection sections for calculating the average engine speed NeA are the D4 (n-1) section and the D4 (n) section. Correspondingly, the ω4 section is set as the ω4 (n) section as the second section and the ω4 (n−1) section as the first section. Further, the ωtdc section is set as the ωtdc2 section as the second reluctator section and the ωtdc1 section as the first reluctor section.

  Here, a method for calculating the average engine speed NeA in the detection section in the section setting as described above will be considered. As described above, the weighting process at the time of transition has the characteristic that “the crank angular speed ω changes linearly and hardly decreases from the intake stroke to the first half of the compression stroke, and rapidly increases in the combustion / expansion stroke”. It is preferable that the section setting appropriately reflected is performed. Thereby, the average engine speed NeA is calculated by the average value of the section engine speed ω4 (n−1) in the ω4 (n−1) section and the section engine speed ω4 (n) in the ω4 (n) section. It shall be.

  As described above, the NeA arithmetic expression considering weighting is NeA = (1−α) × ω4 (n−1) + α × ω4 (n). In the present embodiment, this NeA is defined as the first average value H1, not the finally calculated average engine speed NeA. Although the value of the weighting coefficient α can be set arbitrarily, the value of Δω hardly changes even when the weighting coefficient α is varied in a steady state. On the other hand, at the time of transition, Δω increases as the weighting coefficient α increases. At this time, when the weighting coefficient α is set to a point where Δω at the time of transition coincides with Δω at the time of steady state, the load factor F can be made the same value when ωtdc is the same value.

  Next, FIG. 13 showing an arithmetic expression for calculating Δω is also referred to. As described above, since Δω = Ne−ωtdc, when this is applied to the example shown in FIG. 12, Δω = NeA−ωtdc2. Here, a dimensional tolerance (for example, ± 1%) is allowed for the machine part, and a dimensional deviation due to the dimensional tolerance also occurs in the circumferential dimension of the second reluctator 12. Hereinafter, the influence of the deviation in the circumferential direction on the calculated value of Δω will be described.

  In addition, when the circumferential direction length of the 2nd reluctator 12 has shifted | deviated, a shift | offset | difference also arises in the calculation value of NeA mentioned above, but here, it assumes that the influence of a dimensional tolerance is not included in NeA. Under the above conditions, when NeA = 2000 (rpm) and ωtdc2 = 1800 (rpm), Δω when the circumferential dimension of the second reluctator 12 is a reference value is Δω = 2000-1800 = 200 (rpm). Become. On the other hand, when the circumferential dimension of the second reluctator 12 is 1% larger than the reference value, and thus ωtdc2 is 1% smaller, Δω = 2000−1782 = 218 (rpm). That is, a 1% shift in the circumferential dimension of the second reluctator 12 is amplified to a large difference of 10% in the calculated value of Δω.

  In order to avoid the amplification of the dimensional tolerance as described above, it is preferable that NeA can be indicated by the rotation speed calculated in the same 45 degree section as ωtdc2. If this is realized, the calculation formula of Δω is a subtraction between the rotation speeds calculated in the same 45 degree section, so that the calculated value of Δω does not deviate by 1% or more from the reference value. As described above, in the present embodiment, the detection interval for calculating NeA is lengthened as much as possible to increase the accuracy of NeA, the NeA is adjusted to an appropriate value by weighting processing, and the dimensional tolerance of the second relaxor 12 is increased. The NeA arithmetic expression is modified so that the three points of reducing the influence on Δω are compatible.

  Specifically, the Ne average value (first average value H1) in the ω4 (n−1) interval and the ω4 (n) interval considering weighting is multiplied by a value that is always 1. The value that is always 1 is obtained by dividing the approximate value K of the rotational speed in the ω4 (n−1) section by the rotational speed ω4 (n−1) actually measured in the ω4 (n−1) section. It is a thing.

  The approximate value K is calculated using the characteristic that the crank angular velocity ω linearly changes in the intake stroke. That is, the approximate value K is an average value of the first relaxor rotational speed ωtdc1 calculated in the ωtdc1 section (45 degree section) and the second relaxor rotational speed ωtdc2 calculated in the ωtdc2 section (45 degree section). The rotational speed of the ω4 (n-1) section, which is a 315 degree section, is shown using the rotational speed calculated in the 45 degree section. In the present embodiment, this approximate value K is defined as the second average value H2.

  The approximate value K (second average value H2) is naturally “1” when divided by the first rotational speed ω4 (n−1) calculated in the ω4 (n−1) section. That is, NeA in the frame in the figure is obtained by multiplying the first average value H1 by a value of 1.

  When calculating NeA, ω4 included in the first average value H1 is divided by ω4 in the denominator and canceled. That is, the dimensional tolerance relating to the 315 degree section disappears from the frame. As a result, only the dimensional tolerance relating to the 45-degree interval remains in NeA, but this dimensional tolerance relates to the same 45-degree interval as ωtdc2 outside the frame. Therefore, the calculation formula of Δω = NeA−ωtdc2 is the same. Subtraction is between 45 degree sections. Therefore, the influence of the dimensional tolerance is not amplified by subtraction, and as a result, it is possible to calculate Δω and the load factor F that have a small influence of the dimensional tolerance.

  Note that the above-described method of calculating Δω is not limited to a transient time but can be similarly applied to a steady time. Further, in the above-described calculation of Δω and load factor F, the first reluctator 11 (see FIG. 3) of the pulsar rotor 10 may not be provided.

  As described above, according to the engine load detection device of the present invention, even when there is a dimensional tolerance in the circumferential direction length of the pulsar rotor, the rotational speed related to the 315 degree section is calculated in the calculation formula for calculating NeA. By always multiplying by a value that is 1, this is converted into a rotational speed related to the 45 degree section, and during this conversion, the dimensional tolerance related to the 315 degree section is canceled by division, so that Δω (Δω = NeA− It is possible to prevent the influence of the dimensional tolerance when calculating ωtdc2) from being amplified. Thereby, it is possible to minimize the influence of the dimensional tolerance of the relaxer on the calculated value of the load factor F of the engine.

  Specifically, first, when obtaining the average engine speed NeA used for calculation of the load factor F (F = Δω ÷ NeA × 100), the detection section for calculating this NeA is set as the second reluctor 12. It is set to a length corresponding to two rotations of the crankshaft starting from the passage start point G3. Next, the detection zone is divided into a first reluctator zone (ωtdc1 zone) and a second reluctator zone (ωtdc2 zone) corresponding to the position where the second reluctator 12 passes the magnetic pickup 20, and the second relaxer 12 is a magnetic pickup. It divides into four sections consisting of a first section (ω4 (n−1) section) and a second section (ω4 (n) section) respectively corresponding to positions not passing through 20.

  Reference is now made to FIG. This figure is a block diagram showing a procedure for calculating the average engine speed NeA. In the first average value calculation unit 104, the first rotation speed ω4 (n−1) detected by the first rotation speed detection unit 100 and the second rotation speed ω4 (n) detected by the second rotation speed detection unit 101. ) Is calculated as a first average value H1. On the other hand, in the second average value calculation unit 105, the first relaxor rotation speed ωtdc1 detected by the first relaxor rotation speed detection unit 102, and the second relaxor rotation speed ωtdc2 detected by the second relaxor rotation speed detection unit 103, A second average value H2 (approximate value K), which is an average of the above, is calculated. Then, the average engine speed calculation unit 106 includes the first average value H1 calculated by the first average value calculation unit 104, the second average value H2 calculated by the second average value calculation unit 105, and the first rotation. The average engine speed NeA is calculated using the speed ω4 (n−1). As a result, the dimensional tolerance related to the 315 degree interval in the NeA arithmetic expression is canceled, and it is possible to avoid the amplification of the dimensional tolerance when Δω is calculated (Δω = NeA−ωtdc2).

  By the way, it has been clarified through experiments and the like that the fluctuation state of the crank angular velocity is easily influenced by the torque transmission system from the crankshaft to the rear wheel. Therefore, in order to calculate the engine load factor with higher accuracy, it is preferable to consider the influence of this torque transmission system. In the following, an engine load factor calculation method (correction method) that takes into account that the fluctuation state of the crank angular speed is particularly affected by the transmission gear ratio will be described.

  FIG. 15 is a graph showing the relationship between the engine rotational speed Ne and the calculated value of Δω (Δω = Ne−ωtdc). This graph was created based on an actual measurement test using an engine having a four-speed transmission. As described above, the crank angular speed fluctuation amount Δω increases as the engine speed Ne decreases, that is, as the crankshaft inertia force decreases. In particular, the closer to the low speed range, the greater the influence of the difference in gear ratio. In the example of this graph, from the fourth speed gear (solid line) having the lowest speed ratio to the third speed gear (one-dot chain line), second speed gear (dashed line), and first speed gear (two-dot chain line), Δω increases as the gear ratio increases. The calculated value of is small. This indicates that, for example, even if the engine speed Ne is the same and the actual engine load state is the same, Δω tends to be calculated smaller as the gear ratio increases. Therefore, as the transmission gear ratio is larger and the engine speed Ne is lower, there is a problem that the engine load factor is calculated smaller than the actual load state when calculating the engine load factor.

  Therefore, the present embodiment is characterized in that the value of Δω is corrected in accordance with the transmission gear ratio in order to reduce the influence of the gear ratio difference as described above on Δω. In this embodiment, a gear ratio sensor (gear stage) that is currently selected is detected by a gear position sensor serving as a gear ratio detection unit, and a correction coefficient corresponding to the gear ratio is applied to ωtdc used when calculating Δω. The correction is executed. More specifically, correction is performed by multiplying ωtdc included in the Δω calculation formula (Δω = Ne−ωtdc) by a correction coefficient K (Δω = Ne−K × ωtdc).

  FIG. 16 is a correction coefficient map showing the relationship between the engine speed Ne and the gear position (gear position) and the correction coefficient K. In the present embodiment, when the fourth speed gear with the smallest speed ratio is selected, ωtdc is not corrected, and the correction coefficient K is set to 1.0 regardless of the value of the engine speed Ne. On the other hand, the value of the correction coefficient K is set so as to increase as the gear ratio increases to 3, 2 and 1st speed.

  Here, as shown in FIG. 15, the influence of the gear ratio difference on Δω becomes smaller as the engine speed Ne increases. Thereby, the value of the correction coefficient K is also set so as to decrease as the engine speed Ne increases. The correction coefficient map is set in advance through experiments or the like, and is stored in the load factor calculation unit 50 (see FIG. 2) in the ECU 30.

  FIG. 17 is a flowchart showing the procedure of Δω correction control using the correction coefficient K. In step S200, the gear position GP is detected by the gear position sensor. In the subsequent step S201, the engine speed Ne is detected. In step S202, the correction coefficient K is derived from the correction coefficient map (see FIG. 16) using the gear position GP and the engine speed Ne. In step S203, the derived correction coefficient K is applied to the Δω calculation formula (Δω = Ne−K × ωtdc), whereby the correction value of Δω is calculated. According to the correction control of Δω as described above, more accurate engine load prediction according to the transmission gear ratio can be performed, ignition timing control and the like can be performed more precisely and accurately, reducing fuel consumption and reducing harmful emissions. Reduction and the like can be achieved.

  In the above embodiment, the gear position sensor detects the gear position of the stepped transmission and derives the correction coefficient K. For example, in the case of a continuously variable transmission using a belt converter, the gear ratio is changed. It is possible to detect the gear ratio based on the amount of movement of the pulley that is driven at the same time and derive the correction coefficient K according to the gear ratio.

  It is also possible to calculate a gear ratio based on the vehicle speed and the engine speed and derive a correction coefficient according to the gear ratio. According to this configuration, a position sensor for detecting the gear position is not required, and cost reduction can be expected.

  The configuration of the engine and the pulsar rotor, the size and number of the reluctor, the position of the relucter relative to the pulsar rotor, the position of the relucter relative to the TDC position, the value of the weighting coefficient α, the setting of the detection section for detecting the average engine speed NeA, etc. The present invention is not limited to the above embodiment, and various modifications can be made. The reluctance tolerance canceling method applied to the engine load detection device according to the present invention can be applied to various general-purpose engines in addition to a vehicle engine such as a motorcycle.

  DESCRIPTION OF SYMBOLS 1 ... Engine, 6 ... Ignition device, 7 ... Piston, 8 ... Cylinder, 9 ... Crankshaft, 10 ... Pulsar rotor, 11 ... First reluctor, 12 ... Second reluctor, 20 ... Magnetic pickup, 30 ... ECU, 40 ... Crank Pulse detection unit, 50 ... load factor calculation unit, 51 ... timer, 52 ... Ne calculation unit, 53 ... Δω calculation unit, 54 ... ωtdc calculation unit, 56 ... load factor calculation unit, 60 ... control correction amount calculation unit, 70 ... Ignition control unit, 100 ... first rotation speed detection unit, 101 ... second rotation speed detection unit, 103 ... first reluctator rotation speed detection unit, 104 ... second reluctator rotation speed detection unit, 104 ... first average value calculation unit , 105 ... second average value calculation unit, 106 ... average engine speed calculation unit, F ... load factor, H1 ... first average value, H2 ... second average value, G1 ... start point of the first reluctator, G2 ... first Relaxor End point, G3: Start point of the second reluctor, G4: End point of the second reluctor, H1 ... First average value, H2 ... Second average value (approximate value K), α ... Weighting coefficient, ω ... Crank angular velocity, ωtdc ... Reluctator Crank angular speed when passing, Ne1 ... Ne1 section engine speed, Ne2 ... Ne1 section engine speed, NeA ... Average engine speed in a predetermined section, Δω ... Angular speed fluctuation amount, ω4 (n-1) ... 1 rotational speed, ω4 (n) 2nd rotational speed, ωtdc1 1st relaxor rotational speed, ωtdc2 2nd relaxer rotational speed, NeA ... average engine rotational speed in the detection section

Claims (17)

A pulsar rotor (10) that rotates in synchronization with the crankshaft (9 ) of the engine (1) , and a reluctator provided on the pulsar rotor (10) and positioned at a crank angle corresponding to the vicinity of the top dead center of the engine (1) (11, 12) and a pickup (20) that detects the passage of the reluctor (11 , 12) , and an engine load detection that detects the load state of the engine (1) based on the output signal of the pickup (20) In the device
The predetermined section for detecting the average engine speed (NeA) is divided into a plurality of sections, and the section engine speeds (Ne1, Ne2) for each of the divided sections are calculated based on the output signal of the pickup (20). Means (52) for
Weighting means for performing different weighting processes on the plurality of section engine rotation speeds (Ne1, Ne2) ;
The average engine speed (NeA) is calculated from the average value of the plurality of section engine speeds (Ne1, Ne2) after the weighting process, and the engine (1) load state is calculated using the average engine speed (NeA) . Load state calculation means (56) for performing calculation ,
The predetermined section bisects the length of two revolutions of the crankshaft (9) into a first section and a second section, and the first section includes an intake stroke, and the second section includes An engine load detection device characterized in that it is set to include a combustion / expansion stroke .   2. The engine load detection device according to claim 1, wherein in the weighting process, a weighting ratio of a section including a combustion / expansion stroke among the plurality of divided sections is set to be larger than that of other sections. The engine load detection device according to claim 1 or 2, wherein the predetermined section is detected based on an output signal of the pulsar rotor (10) . The load state of the engine (1) is calculated by dividing the rotational speed (Δω) while the reluctators (11, 12) pass through the pickup (20) by the average engine rotational speed (NeA). The engine load detection device according to any one of claims 1 to 3 , wherein the load factor (F) is equal to the load factor. The relucters (11, 12) are arranged at a position immediately before the top dead center of the engine (1) ,
The load factor (F) is calculated using a rotational speed (Δω) during which the reluctators (11, 12) pass through the pickup (20) immediately before the top dead center on the compression side. The engine load detection device according to claim 4 . The engine load detection device according to claim 4 or 5 , wherein at least an ignition timing of the engine (1) is feedback controlled in accordance with the calculated load factor (F) . A pulsar rotor (10) that rotates in synchronization with the crankshaft (9 ) of the engine (1) , and a reluctator provided on the pulsar rotor (10) and positioned at a crank angle corresponding to the vicinity of the top dead center of the engine (1) (11, 12) and a pickup (20) that detects the passage of the reluctor (11 , 12) , and an engine of a device that detects the load state of the engine (1) based on the output signal of the pickup (20) In the load detection method,
A procedure for dividing a predetermined section for detecting an average engine speed (NeA) into a plurality of sections;
A procedure for calculating a section engine rotation speed for each of the plurality of divided sections;
A procedure of performing different weighting processes on the plurality of section engine rotation speeds;
Calculating the average engine speed (NeA) by calculating an average value of the plurality of section engine speeds after the weighting process;
Bei example a procedure for calculating the load state of the said using the average engine speed (NeA) engine (1),
The predetermined section bisects the length of two revolutions of the crankshaft (9) into a first section and a second section, and the first section includes an intake stroke, and the second section includes An engine load detection method characterized by being set to include a combustion / expansion stroke . A pulsar rotor (10) that rotates in synchronization with the crankshaft (9 ) of the engine (1) , and a reluctator provided on the pulsar rotor (10) and positioned at a crank angle corresponding to the vicinity of the top dead center of the engine (1) (11, 12) and a pickup (20) that detects the passage of the reluctor (11 , 12) , and an engine load detection that detects the load state of the engine (1) based on the output signal of the pickup (20) In the device
A detection interval for detecting the average engine speed (NeA) is set to a length corresponding to two rotations of the crankshaft (9) starting from the passage start point of the reluctators (11, 12) ,
The detection zone is defined as a first reluctator zone and a second relaxer zone respectively corresponding to positions where the reluctators (11, 12) pass through the pickup (20) for each rotation of the crankshaft (9) during two rotations. And four sections consisting of a first section and a second section respectively corresponding to positions where the reluctor (11, 12) does not pass through the pickup (20) ,
A first average value that is an average of the first rotational speed (ω4 (n−1)) detected in the first section and the second rotational speed (ω4 (n)) detected in the second section ( Means (104 ) for determining H1) ;
A second average value (H2) that is an average of the first reluctator rotational speed (ωtdc1) detected in the first reluctator section and the second reluctor rotational speed (ωtdc2) detected in the second reluctor section is obtained. Means (105) ;
The average engine speed (NeA) is calculated by multiplying the second average value (H2) by the value obtained by dividing the first average value (H1) by the first rotational speed (ω4 (n-1)). Means (106) for
An engine load detection device comprising load state calculation means (56) for calculating a load state of the engine (1) using the average engine rotation speed (NeA) . The means for calculating the average engine rotational speed (NeA) includes the first rotational speed as ω4 (n−1), the second rotational speed as ω4 (n), the first retractor rotational speed as ωtdc1, the second 9. The engine load detection device according to claim 8 , wherein the average engine rotation speed NeA is calculated by the following equation, where the revolving speed is ωtdc2 and the weighting coefficient is α.
The first section includes an intake stroke, and the second section includes a combustion / expansion stroke,
The weighting coefficient for performing different weighting processing between the first rotational speed (ω4 (n−1)) and the second rotational speed (ω4 (n)) when obtaining the first average value (H1). The engine load detection device according to claim 9 , wherein α is set to be larger than 0.5. The relucters (11, 12) are arranged at a position immediately before the top dead center of the engine (1) ,
The load state of the engine (1) is a load factor (F) calculated by dividing the second reluctator rotation speed (ωtdc2) by the average engine rotation speed (NeA). Item 11. The engine load detection device according to any one of Items 8 to 10 . The engine load detection device according to claim 11 , wherein at least an ignition timing of the engine (1) is feedback-controlled according to the load factor (F) . A pulsar rotor (10) that rotates in synchronization with the crankshaft (9 ) of the engine (1) , and a reluctator provided on the pulsar rotor (10) and positioned at a crank angle corresponding to the vicinity of the top dead center of the engine (1) (11, 12) and a pickup (20) that detects the passage of the reluctor (11 , 12) , and an engine load detection that detects the load state of the engine (1) based on the output signal of the pickup (20) In the engine load detection method of the device,
A procedure for setting a detection section for detecting an average engine rotation speed (NeA) to a length corresponding to two rotations of the crankshaft (9) starting from a passage start point of the reluctators (11, 12) ;
The detection zone is defined as a first reluctator zone and a second relaxer zone respectively corresponding to positions where the reluctators (11, 12) pass through the pickup (20) for each rotation of the crankshaft (9) during two rotations. And a procedure of making the four sections composed of a first section and a second section respectively corresponding to positions where the reluctor (11, 12) does not pass through the pickup (20) ,
A first average value (H1 ) that is an average of the first rotational speed (ω4 (n−1)) detected in the first section and the second rotational speed (ω4 (n)) detected in the second section. )
Further, a second average value (H2) that is an average of the first reluctator rotational speed (ωtdc1) detected in the first reluctator section and the second reluctor rotational speed (ωtdc2) detected in the second reluctor section. Asking for
And calculating the average engine speed (NeA) by multiplying the value obtained by dividing the first average value (H1) by the first rotation speed by the second average value (H2). A characteristic engine load detection method. A gear ratio detecting means for detecting a gear ratio of the transmission;
The load state of the engine (1) is a load factor calculated by dividing the rotational speed while the reluctators (11, 12) pass through the pickup (20) by the average engine rotational speed (NeA). (F) ,
2. The engine load detection device according to claim 1 , wherein a rotation speed of the reluctators (11, 12) while passing through the pickup (20) is corrected based on the speed ratio. 3. The engine load detection device according to claim 14 , wherein the gear ratio detection means is a gear position sensor that detects a gear position of the stepped transmission. Correction of the rotational speed while the reluctor (11, 12) passes through the pickup (20) is performed by multiplying the rotational speed by a correction coefficient (K) ,
The engine load detection device according to claim 15 , wherein the correction coefficient (K) is set to be larger as the number of gears of the stepped transmission is lower. 15. The engine load detection device according to claim 14 , wherein the transmission ratio detection means obtains a transmission ratio based on a vehicle speed and an engine speed.