JP6071697B2 - Internal combustion engine control device, internal combustion engine control method, and program - Google Patents

Description

  The present disclosure relates to an internal combustion engine control device, an internal combustion engine control method, and a program.

  2. Description of the Related Art Conventionally, there is known an abnormality diagnosis device including a crank angle sensor that periodically outputs pulse signals having different phases from two sensor units in synchronization with rotation of a crankshaft of an internal combustion engine (see, for example, Patent Document 1). ). The crank angle sensor determines the rotation direction of the crankshaft based on the relationship between the two pulse signals from the two sensor units, and outputs a crank angle signal having a different pulse width depending on the rotation direction.

JP 2011-069282

  By the way, when the rotation of the internal combustion engine is stopped, the rotation speed of the crankshaft becomes low and the reverse rotation of the crankshaft can occur, so that the pulse signal obtained from the crank sensor can have an unstable waveform. If cylinder discrimination is performed based on such an unstable waveform, the cylinder discrimination accuracy is deteriorated, and the startability of the internal combustion engine may be hindered.

  Therefore, the disclosed technique aims to provide an internal combustion engine control device, an internal combustion engine control method, and a program capable of increasing the cylinder discrimination accuracy and improving the startability of the internal combustion engine.

According to one aspect of the present disclosure, sensor information from the cam sensor, the sensor information from the crank sensor, and a sensor information from reverse sensor for detecting the reverse rotation of the crankshaft, after the formation straight internal combustion engine stop condition A storage device for storing sensor information from when it is determined that the internal combustion engine has stopped,
When it is determined that the internal combustion engine has stopped, while the internal combustion engine is stopped, cylinder determination is performed based on the sensor information stored in the storage device, and when the internal combustion engine start condition is satisfied, An internal combustion engine control device is provided that includes a processing device that controls starting of the internal combustion engine based on the result of the cylinder discrimination.

  According to the technique of the present disclosure, it is possible to obtain an internal combustion engine control device, an internal combustion engine control method, and a program that can improve the cylinder discrimination accuracy and improve the startability of the internal combustion engine.

It is a figure which shows an example of the relationship between the processing apparatus 10 of one Example, and various sensors. 2 is a diagram illustrating an example of a hardware configuration of a processing device 10. FIG. 4 is a flowchart illustrating an example of processing executed by the processing device 10. FIG. 4 is an explanatory diagram of the processing shown in FIG. 3, and is a timing diagram showing processing contents together with the state of the internal combustion engine. It is a timing diagram by a comparative example. It is explanatory drawing of the cylinder discrimination | determination process based on logging data. It is explanatory drawing of the extended timer counter used by the process of step 308 of FIG.

  Hereinafter, embodiments will be described in detail with reference to the accompanying drawings.

  FIG. 1 is a diagram illustrating an example of a relationship between an internal combustion engine control device 1 according to an embodiment and various sensors. The internal combustion engine control device 1 includes a processing device 10 and a data logger (Data Logger) 30.

  The processing device 10 may be configured in any form. Various functions (including functions described below) of the processing device 10 may be realized by arbitrary hardware, software, firmware, or a combination thereof. For example, any or all of the functions of the processing apparatus 10 may be realized by an application-specific integrated circuit (ASIC), a field programmable gate array (FPGA), or the like. Further, the processing device 10 may be realized by a plurality of processing devices.

  A data logger 30 is connected to the processing device 10. The data logger 30 accumulates sensor values (sensor information) of the crank sensor 20, the cam sensor 22, and the reverse rotation detection sensor 24.

  A crank sensor 20, a cam sensor 22, and a reverse rotation detection sensor 24 are connected to the processing device 10. Other sensors and other control devices may be connected to the processing device 10.

  The processing device 10 controls an internal combustion engine (not shown) based on information from the crank sensor 20, the cam sensor 22, the reverse rotation detection sensor 24, and the like. For example, the processing apparatus 10 may perform fuel injection control, ignition control, and the like.

  The crank sensor 20 generates a crank angle signal corresponding to the rotation angle of the crankshaft (signal rotor). The crank angle signal may be a signal for generating a pulse every predetermined crank angle pitch (for example, 10 CA pitch). The detection method of the crank sensor 20 is arbitrary, and may be an electromagnetic induction method or a Hall sensor method. Further, the outer periphery of the signal rotor may have a protrusion (tooth) at a pitch corresponding to a predetermined crank angle pitch, and a missing tooth portion for detecting top dead center.

  The cam sensor 22 generates a cam angle signal corresponding to the rotation angle of a camshaft (not shown). The cam angle signal is substantially the same as the crank angle signal, and may be a signal that generates a pulse only once in 90CA, for example. The detection method of the cam sensor 22 is arbitrary, and may be an electromagnetic induction method or a Hall sensor method.

  The reverse rotation detection sensor 24 detects the reverse rotation of the crankshaft. The reverse rotation detection sensor 24 generates a reverse rotation angle signal indicating the reverse rotation angle of the crankshaft.

  Note that the reverse rotation detection sensor 24 and the crank sensor 20 may have the same configuration, and may be spaced apart in the rotation direction of the signal rotor of the crankshaft. For example, the reverse rotation detection sensor 24 and the crank sensor 20 are signals (Crank angle) that become “H” when the projection of the signal rotor passes the opposing position and become “L” when the valley between the projections passes the opposing position. Signal and reversal angle signal). In this case, when the reverse rotation detection sensor 24 is “L” when the crank sensor 20 changes from “L” to “H”, it may be determined that the signal rotor is rotating in the forward rotation direction. Further, when the reverse rotation detection sensor 24 is “H” when the crank sensor 20 changes from “H” to “L”, it may be determined that the signal rotor is rotating in the forward rotation direction. Further, when the reverse rotation detection sensor 24 is “H” when the crank sensor 20 changes from “L” to “H”, it may be determined that the signal rotor is rotating in the reverse rotation direction. Further, when the reverse rotation detection sensor 24 is “L” when the crank sensor 20 changes from “H” to “L”, it may be determined that the signal rotor is rotating in the reverse rotation direction.

  Hereinafter, for the sake of convenience, the description will be continued assuming that the reverse rotation angle signal is a signal for generating a pulse at every predetermined crank angle pitch (for example, 10 CA pitch) only when the crankshaft is reversely rotated. In the following description, for the sake of convenience, the crank sensor 20 is described as a signal that generates a pulse every predetermined crank angle pitch (for example, 10 CA pitch) only during forward rotation of the crankshaft.

  FIG. 2 is a diagram illustrating an example of a hardware configuration of the processing apparatus 10.

  In the example illustrated in FIG. 2, the processing device 10 includes a control unit 101, a main storage unit 102, an auxiliary storage unit 103, and a hardware I / F unit 106.

  The control unit 101 is an arithmetic device that executes a program stored in the main storage unit 102 or the auxiliary storage unit 103, receives data from the storage device, calculates and processes the data, and outputs the data to the storage device or the like. The control unit 101 may include, for example, a CPU (Central Processing Unit), a timer counter, and the like.

  The main storage unit 102 is a ROM (Read Only Memory), a RAM (Random Access Memory), or the like, and a storage device that stores or temporarily stores programs and data such as an OS and application software that are basic software executed by the control unit 101. It is.

  The auxiliary storage unit 103 is an EEPROM (Electric-Erasable Programmable Read-Only Memory) or the like, and is a storage device that stores data related to application software.

  The hardware I / F unit 106 includes a vehicle network (for example, CAN (controller area network) or the like) or a peripheral device of the internal combustion engine (for example, the crank sensor 20 or the like) and a processing device connected by wired and / or wireless lines. 10 interface.

  In the example illustrated in FIG. 2, various processes described below can be realized by causing the control unit 101 to execute a program.

  FIG. 3 is a flowchart illustrating an example of processing executed by the processing device 10. The processing routine shown in FIG. 3 may be repeatedly executed at predetermined intervals while the internal combustion engine is controlled (for example, while the ignition switch is on).

  In step 300, it is determined whether an instruction to stop the internal combustion engine has been detected. That is, it is determined whether the internal combustion engine stop condition is satisfied. The instruction to stop the internal combustion engine may be generated by the processing device 10 or may be an instruction transmitted from an external control device. The internal combustion engine stop condition may be satisfied when an idle stop condition is satisfied. The idle stop condition may be satisfied, for example, when a stop state of the vehicle (for example, a state where the vehicle speed is 0) is detected and another permission condition is satisfied. Other permission conditions may be, for example, a condition related to the coolant temperature, a condition related to the battery temperature, or the like, or a condition related to the rotational speed of the internal combustion engine. If an internal combustion engine stop instruction is detected, the process proceeds to step 302. Otherwise, the internal combustion engine stop instruction detection wait state is entered.

  In step 302, it is determined whether or not the analysis of the logging data has been completed. Whether or not the analysis of the logging data has been completed may be determined based on the state of the analysis completion flag. The analysis of logging data will be described later. If the analysis of the logging data has been completed, the process proceeds to step 316. If the analysis of the logging data has not been completed, the process proceeds to step 304.

  In step 304, it is determined whether or not the rotational speed of the internal combustion engine is in a stable state. For example, when the rotational speed of the internal combustion engine is larger than a predetermined rotational speed, it may be determined that the rotational speed of the internal combustion engine is in a stable state. The predetermined rotational speed may correspond to a maximum value in a range of the rotational speed of the internal combustion engine in which the reverse rotation of the crankshaft can occur. If the rotational speed of the internal combustion engine is stable, the process proceeds to step 306. If the rotational speed of the internal combustion engine is not stable (for example, if the rotational speed of the internal combustion engine is equal to or lower than a predetermined rotational speed), the process proceeds to step 308. move on.

  In step 306, the data logger 30 logs each sensor value of the crank sensor 20, the cam sensor 22, and the reverse rotation detection sensor 24 using the waveform detection logic in the stable state. The stable state waveform detection logic may be any waveform detection logic that is normally used.

  In step 308, the data logger 30 logs the sensor values of the crank sensor 20, the cam sensor 22, and the reverse rotation detection sensor 24 using the unstable waveform detection logic. In the unstable waveform detection logic, a timer counter having a timer counter cycle longer than the timer counter cycle of the timer counter used in the stable waveform detection logic is used. This is because immediately before the internal combustion engine is stopped, the signal waveform from the crank sensor 20 or the like is extended (the pulse interval is widened) as the rotational speed of the internal combustion engine is reduced. Hereinafter, for distinction, a timer counter used in a stable state waveform detection logic is referred to as a “normal timer counter”, and a timer counter used in an unstable state waveform detection logic is referred to as a “delay timer counter”. The waveform detection logic in the unstable state will be described later with reference to FIG.

  In step 310, it is determined whether or not a stop of the internal combustion engine has been detected. The stop of the internal combustion engine may be determined based on the sensor values of the crank sensor 20, the cam sensor 22, and the reverse rotation detection sensor 24. For example, when the sensor values of the crank sensor 20, the cam sensor 22, and the reverse rotation detection sensor 24 have not changed for a predetermined time or more, it may be determined that the internal combustion engine stop has been detected. That is, when the pulse interval of each signal of the crank sensor 20, the cam sensor 22, and the reverse rotation detection sensor 24 (for example, the time elapsed from the previous falling edge without detecting the falling edge) exceeds a predetermined time, the internal combustion engine It may be determined that an engine stop has been detected. Note that this stop determination of the internal combustion engine (for example, calculation of the pulse interval) may be realized by using an extended timer counter used in the unstable waveform detection logic. If it is detected that the internal combustion engine has stopped, the process proceeds to step 312; otherwise, the process proceeds to step 316.

  In step 312, the data logged in steps 306 and 308 is stored in the data logger 30. In this way, data (time series of sensor signals of the crank sensor 20, the cam sensor 22, and the reverse rotation detection sensor 24) from when the instruction to stop the internal combustion engine is detected until the stop of the internal combustion engine is detected is accumulated in the data logger 30. Is done.

  In step 314, the logging data accumulated in the data logger 30, that is, the logging data from the detection of the internal combustion engine stop instruction to the detection of the internal combustion engine stop is analyzed, and cylinder discrimination is performed. Generally, in an internal combustion engine such as an automobile internal combustion engine having a plurality of cylinders, fuel injection and ignition are performed for each cylinder, and therefore cylinder discrimination is performed. The cylinder discrimination is a process for discriminating a cylinder to be subjected to fuel injection or ignition among the cylinders, and is realized based on the sensor values of the crank sensor 20, the cam sensor 22, and the reverse rotation detection sensor 24. Basically, since the rotational positions of the crankshaft and the camshaft can be known based on the sensor values of the crank sensor 20 and the cam sensor 22, the cylinder can be discriminated based on the sensor values of the crank sensor 20 and the cam sensor 22. However, when the rotation of the internal combustion engine stops, the rotation speed of the crankshaft becomes low, and the crankshaft can be reversed. Therefore, based on the sensor value of the reverse rotation detection sensor 24, cylinder discrimination is performed taking into account the reverse rotation of the crankshaft. When the analysis of the logging data is completed, an analysis completion flag indicating that may be set (see determination in step 302 above).

  In step 316, it is determined whether or not the internal combustion engine stop is released. That is, it is determined whether or not the internal combustion engine start condition is satisfied. For example, the internal combustion engine start condition may be satisfied when the idle stop release condition is satisfied. For example, when the vehicle is an AT (Automatic Transmission) vehicle, the idle stop cancellation condition is that the shift position of the transmission has shifted from the “N” range to the “D” range or the “R” range, or the brake operation is released. It may be established if When the vehicle is an MT (Manual Transmission) vehicle, the idle stop cancellation condition may be satisfied when the clutch pedal is depressed. If the internal combustion engine stop is released, the process proceeds to step 318, and otherwise (the internal combustion engine start condition is not yet established), the process returns to step 302.

  In step 318, it is determined whether or not the internal combustion engine is stopped (stopped state). If the internal combustion engine is stopped, the process proceeds to step 320; otherwise (ie, the internal combustion engine has not been stopped), the process proceeds to step 322.

  In step 320, restart of the internal combustion engine is controlled based on the cylinder discrimination result obtained in step 314. Thus, based on the cylinder discrimination result obtained in step 314, fuel injection and ignition can be started from the first cylinder, and the restartability of the internal combustion engine after idling stop is improved.

  In step 322, restart of the internal combustion engine is controlled according to a normal sequence. For example, cylinder discrimination is performed based on the sensor values of the crank sensor 20 and the cam sensor 22 obtained at the time of cranking, and fuel injection and ignition are started when the cylinder discrimination is completed.

  By the way, after the internal combustion engine stop condition is satisfied, the rotational speed of the internal combustion engine becomes unstable as described above (since the reverse rotation of the crankshaft can occur), the cylinder discrimination accuracy can deteriorate. In this regard, according to the processing shown in FIG. 3, the logging data (crank sensor 20, cam sensor 22,...) Accumulated in the data logger 30 immediately after the internal combustion engine stop condition is satisfied and before the internal combustion engine is determined to have stopped. Each sensor value of the reverse rotation detection sensor 24) is used for cylinder discrimination. As a result, based on the logging data (time-series data) accumulated in the data logger 30 as described above, it is possible to perform analysis that goes back in time, and cylinder discrimination accuracy is improved.

  FIG. 4 is an explanatory diagram of the processing shown in FIG. 3, and is a timing chart showing the processing contents together with the state of the internal combustion engine. FIG. 5 is a timing diagram according to a comparative example. In the following, a 4-cylinder internal combustion engine is assumed. 4 and 5, (A) is common and shows an example of the state of the internal combustion engine. Specifically, the upper table shows a time series of the crank angle and the firing order (cylinder number that becomes TDC (top dead center)). For example, “# 1 TDC” means that the first cylinder is at the top dead center. In (A), below the table, in order from the top, the time series of the on / off state of the ignition switch, the time series of the established state of the idle stop condition, the signal waveform of the cam sensor 22 (time series), the crank sensor 20 The signal waveform (time series) is shown. Furthermore, a signal waveform (time series) of the reverse rotation detection sensor 24 and a time series of the internal combustion engine stop state are shown. Note that “ON” represents “established” for the established state of the idle stop condition, and “ON” represents “that the internal combustion engine is stopped” for the stopped state of the internal combustion engine.

  4 and 5, (B) shows the timing of the cylinder discrimination process and the restart process, respectively. In (B), the lower table shows an example of the result of cylinder discrimination processing.

  In the example shown in FIG. 4, at time t0, the idle stop condition is satisfied (see YES in step 300 in FIG. 3), and data logging is started (see steps 306 and 308 in FIG. 3). At time t1, a stop of the internal combustion engine is detected (see YES in step 310 of FIG. 3). Therefore, logging data (each sensor value of the crank sensor 20, the cam sensor 22, and the reverse rotation detection sensor 24) from time t0 to time t1 is accumulated in the data logger 30 (see step 312 in FIG. 3). At time t1, data analysis (cylinder discrimination processing) based on logging data (time series data) accumulated in the data logger 30 is executed (see step 314 in FIG. 3). Thereafter, at time t2, the idle stop cancellation condition is satisfied (see YES in step 316 in FIG. 3), and the internal combustion engine restart is started (see step 320 in FIG. 3). At this time, the internal combustion engine restart is executed based on the cylinder discrimination result obtained up to time t2.

  Similarly, in the comparative example shown in FIG. 5, the idle stop condition is satisfied at time t0. In the comparative example, cylinder discrimination is executed in real time. In the comparative example, the cylinder discrimination is completed at time t3, and a restart request is waited. Thereafter, at time t2, the idle stop cancellation condition is satisfied, and the internal combustion engine restart is started. At this time, it is executed based on the cylinder discrimination result obtained at time t3. Here, time t3 is before time t1 when the actual internal combustion engine stops. Note that such a blank period from time t3 to time t1 occurs when the cylinder discrimination is rounded up earlier in order to reduce the CPU processing load immediately before stopping the internal combustion engine. Further, such a blank period from time t3 to time t1 may occur when the accuracy of the internal combustion engine stop determination is not good. Since the crankshaft can still rotate (or reverse) from time t3 to time t1, the cylinder discrimination result obtained at time t3 may not be accurate. For this reason, in the example shown in FIG. 5, fuel injection is started from the second cylinder, and the startability of the internal combustion engine is not good.

  On the other hand, according to the present embodiment, as described above, it is used for cylinder discrimination based on logging data (each sensor value of the crank sensor 20, the cam sensor 22, and the reverse rotation detection sensor 24) from time t0 to time t1. The As a result, the data up to the time when the internal combustion engine stops is used, so that the cylinder discrimination accuracy is improved. Further, analysis (cylinder discrimination processing) that goes back in time is possible, and cylinder discrimination accuracy is improved. For this reason, in the example shown in FIG. 4, fuel injection is started from the first cylinder, and the startability of the internal combustion engine is good. Further, since the cylinder discrimination process is not executed immediately before the internal combustion engine is stopped, the CPU load immediately before the internal combustion engine is stopped can be reduced. In other words, the cylinder discrimination process can be performed without increasing the CPU load by performing analysis for cylinder discrimination while the internal combustion engine is stopped with a relatively low CPU load.

  FIG. 6 is an explanatory diagram of cylinder discrimination processing based on logging data. In FIG. 6, as in FIG. 4 and the like, the upper table shows the transition of the crank angle and the ignition order (cylinder number that becomes TDC (top dead center)). Below the table, in order from the top, the time series of the on / off state of the ignition switch, the time series of the established state of the idle stop condition, the signal waveform of the cam sensor 22 (time series), the signal waveform of the crank sensor 20 (time series) Indicates. Furthermore, a signal waveform (time series) of the reverse rotation detection sensor 24 and a time series of the internal combustion engine stop state are shown. Note that “ON” represents “established” for the established state of the idle stop condition, and “ON” represents “that the internal combustion engine is stopped” for the stopped state of the internal combustion engine.

  In the example shown in FIG. 6, a pulse is generated in the signal waveform of the reverse rotation detection sensor 24 (three locations Z1, Z2 and Z3), and the reverse rotation of the crankshaft occurs immediately before the internal combustion engine is stopped. During the period corresponding to these, pulses are generated in the signal waveform of the crank sensor 20 (three locations Y1, Y2 and Y3). This means that the crankshaft stopped while repeating normal rotation and reverse rotation just before the internal combustion engine stopped. In the present embodiment, as described above, logging data (each sensor value of the crank sensor 20, the cam sensor 22, and the reverse rotation detection sensor 24) immediately before the stop of the internal combustion engine is accumulated, so that such unstable behavior can be analyzed. It can be determined after the fact. Thereby, cylinder discrimination | determination precision improves. Specifically, the crank counter is counted up at “3”, “3” and “4” at three locations Y1, Y2 and Y3, respectively, but considering the three locations Z1, Z2 and Z3. , “3”, “3” and “4” are subtracted (corrected), respectively.

  FIG. 7 is an explanatory diagram of the extended timer counter used in the processing of step 308 in FIG. In FIG. 7, the signal waveform (time series) of the crank sensor 20, the time series of the counter value of the normal timer counter, and the time series of the counter value of the extended timer counter are shown in order from the top.

  Here, as an example, it is assumed that the internal combustion engine stop condition is satisfied at time t6. Both the normal timer counter and the extended timer counter detect the falling edge of the signal waveform of the crank sensor 20 and count the time until the next falling edge.

  Before time t6, as shown in FIG. 7, the pulse interval of the signal waveform of the crank sensor 20 is very short and stable, and a normal timer counter with a short timer counter cycle is suitable. In other words, the timer counter period of the normal timer counter (the time unit for counting “1”) is smaller than the minimum value of the range that the pulse interval of the signal waveform of the crank sensor 20 can take in order to prevent the waveform having a short pulse interval from being missed. Is also set small.

  After time t6, as shown in FIG. 7, the pulse interval of the signal waveform of the crank sensor 20 gradually increases (decreases) as the rotational speed of the internal combustion engine decreases. At this time, if the normal timer counter is used, the normal timer counter overflows as shown by part A in FIG. For this reason, if the normal timer counter is used when the rotational speed of the internal combustion engine is unstable, a waveform with a long pulse interval may be missed, and the signal waveform of the crank sensor 20 cannot be accurately detected. . Therefore, if the normal timer counter is used when the rotational speed of the internal combustion engine is unstable, the internal combustion engine stop determination (see step 306 in FIG. 3) and cylinder discrimination accuracy (see step 314 in FIG. 3) may deteriorate. is there.

  On the other hand, after the time t6, when the extended timer counter is used, an overflow does not occur because the timer counter cycle is longer than that of the normal timer counter. For this reason, by using the extended timer counter, it is possible to prevent a waveform having a long pulse interval from being missed while the rotational speed of the internal combustion engine is unstable. Thereby, the signal waveform of the crank sensor 20 can be detected with high accuracy. Therefore, when the timer counter is used while the rotational speed of the internal combustion engine is unstable, the internal combustion engine stop determination (see step 306 in FIG. 3) and cylinder discrimination accuracy (see step 314 in FIG. 3) are improved.

  The normal timer counter may be used to determine whether or not the signal waveform of the crank sensor 20 is abnormal in a state where the rotational speed of the internal combustion engine is stable (stable state waveform detection logic). For example, when the count value of the normal timer counter is less than a predetermined value, it may be determined that the signal waveform of the crank sensor 20 is normal, and the process of step 306 in FIG. 3 may be executed. On the other hand, when the count value of the normal timer counter exceeds a predetermined value, it is determined that the signal waveform of the crank sensor 20 is abnormal. In this case, information indicating the possibility of abnormality of the crank sensor 20 is generated, and the process of step 306 in FIG. 3 may not be executed.

  On the other hand, the extended timer counter may be used to determine whether or not the signal waveform of the crank sensor 20 is abnormal when the rotational speed of the internal combustion engine is unstable (unstable state waveform detection logic). For example, when the count value of the delay timer counter is less than a predetermined value, it is determined that the signal waveform of the crank sensor 20 is normal, and the process of step 308 in FIG. 3 may be executed. On the other hand, when the count value of the extended timer counter exceeds a predetermined value, it is determined that the signal waveform of the crank sensor 20 is abnormal. In this case, information indicating the possibility of abnormality of the crank sensor 20 is generated, and the process of step 308 in FIG. 3 may not be executed.

  Although each embodiment has been described in detail above, it is not limited to a specific embodiment, and various modifications and changes can be made within the scope described in the claims. It is also possible to combine all or a plurality of the components of the above-described embodiments.

  For example, in the above-described embodiment, the data logger 30 is used as an example of a storage device, but instead of the data logger 30, a storage device inside the processing device 10 or a storage device outside the processing device 10 is used. May be. Further, the data logger 30 may be built in the processing apparatus 10.

  In the above-described embodiment, sensor information (sensor values of the crank sensor 20, the cam sensor 22, and the reverse rotation detection sensor 24) from immediately after the internal combustion engine stop condition is satisfied until it is determined that the internal combustion engine has stopped is data. It is accumulated in the logger 30 and used for cylinder discrimination. However, the sensor information may not be immediately after the internal combustion engine stop condition is satisfied as long as it is sensor information after the internal combustion engine stop condition is satisfied. For example, sensor information from when a negative determination is made in step 304 of FIG. 3 until it is determined that the internal combustion engine has stopped may be stored and used. That is, sensor information from when the rotational speed of the internal combustion engine becomes unstable until it is determined that the internal combustion engine has stopped may be accumulated and used.

  In the above-described embodiment, sensor information from the time immediately after the internal combustion engine stop condition is satisfied until it is determined that the internal combustion engine has stopped is stored in the data logger 30, but sensor information for a longer period is stored in the data logger 30. It may be accumulated in the logger 30. For example, sensor information from before the internal combustion engine stop condition is satisfied until it is determined that the internal combustion engine has stopped may be accumulated in the data logger 30. In this case, a part of the data accumulated in the data logger 30 (only a necessary part) may be used for the analysis.

  In the above-described embodiment, the sensor value logging is started when the internal combustion engine stop condition is satisfied. However, the sensor value logging may always be executed. For example, sensor information (each sensor value of the crank sensor 20, the cam sensor 22, and the reverse rotation detection sensor 24) may be accumulated in a FIFO (first-in, first-out) format using a ring buffer or the like. . In this case, for example, the fixed period may correspond to the upper limit value of the range that can be taken from the establishment of the internal combustion engine stop condition until the internal combustion engine is determined to have stopped.

  Moreover, although the embodiment described above relates to the restarting of the internal combustion engine after the idle stop, it can also be applied to the restarting of the internal combustion engine after the user voluntarily turns off the internal combustion engine. The internal combustion engine restart (ignition switch on operation) may be executed after a long time has passed since the internal combustion engine was turned off. In this case as well, sensor information from when the internal combustion engine stop condition is satisfied (after the ignition switch is turned off by the user) until it is determined that the internal combustion engine has stopped may be accumulated in the data logger 30. . And the cylinder discrimination | determination process should just be performed based on the sensor information in the data logger 30 at the time of the next restart.

In addition, the following additional remarks are disclosed regarding the above Example.
(Appendix 1)
Sensor information from the cam sensor, sensor information from the crank sensor, and sensor information from the reverse rotation detection sensor that detects reverse rotation of the crankshaft, and it is determined that the internal combustion engine has stopped after the internal combustion engine stop condition is satisfied. A storage device for storing sensor information up to,
When it is determined that the internal combustion engine has stopped, while the internal combustion engine is stopped, cylinder determination is performed based on the sensor information stored in the storage device, and when the internal combustion engine start condition is satisfied, An internal combustion engine control device including a processing device for controlling start of the internal combustion engine based on a result of the cylinder discrimination.
(Appendix 2)
The internal combustion engine control device according to appendix 1, wherein the storage device stores sensor information from immediately after the internal combustion engine stop condition is satisfied until it is determined that the internal combustion engine has stopped.
(Appendix 3)
2. The internal combustion engine according to claim 1, wherein the storage device stores sensor information from when the crankshaft rotation speed after the internal combustion engine stop condition is satisfied to a predetermined value or less until it is determined that the internal combustion engine has stopped. Engine control device.
(Appendix 4)
The internal combustion engine control device according to any one of appendices 1 to 3, wherein the internal combustion engine stop condition is an idle stop condition, and the internal combustion engine start condition is an idle stop release condition.
(Appendix 5)
A first counter that counts up every first predetermined time and generates a first count value corresponding to a pulse generation interval of a pulse signal obtained from the crank sensor;
A second counter that counts up every second predetermined time longer than the first counter and generates a second count value corresponding to a pulse generation interval of a pulse signal obtained from the crank sensor;
The processor determines whether or not there is an abnormality in sensor information from the crank sensor based on a first count value of the first counter when the rotational speed of the crankshaft is equal to or higher than a predetermined value, and The internal combustion engine controller according to appendix 1, wherein when the rotational speed of the crankshaft is less than the predetermined value, it is determined whether the internal combustion engine has stopped based on a second count value of the second counter.
(Appendix 6)
The sensor information from the cam sensor, the sensor information from the crank sensor, and the sensor information from the reverse rotation detection sensor that detects the reverse rotation of the crankshaft are acquired until it is determined that the internal combustion engine has stopped after the internal combustion engine stop condition is satisfied. And accumulate
When it is determined that the internal combustion engine has stopped, while the internal combustion engine is stopped, cylinder discrimination is performed based on the accumulated sensor information,
An internal combustion engine control method for controlling start of an internal combustion engine based on a result of cylinder discrimination when an internal combustion engine start condition is satisfied.
(Appendix 7)
The sensor information from the cam sensor, the sensor information from the crank sensor, and the sensor information from the reverse rotation detection sensor that detects the reverse rotation of the crankshaft are acquired until it is determined that the internal combustion engine has stopped after the internal combustion engine stop condition is satisfied. And accumulate
When it is determined that the internal combustion engine has stopped, while the internal combustion engine is stopped, cylinder discrimination is performed based on the accumulated sensor information,
When the internal combustion engine start condition is satisfied, the start of the internal combustion engine is controlled based on the result of the cylinder discrimination.
A program that causes a computer to execute processing.

DESCRIPTION OF SYMBOLS 1 Internal combustion engine control apparatus 10 Processing apparatus 20 Crank sensor 22 Cam sensor 24 Reverse rotation detection sensor 30 Data logger

Claims (3)

Sensor information from the cam sensor, the sensor information from the crank sensor, and a sensor information from reverse sensor for detecting the reverse rotation of the crankshaft, the engine is determined to have stopped after establishment straight internal combustion engine stop condition A storage device for storing sensor information until
When it is determined that the internal combustion engine has stopped, while the internal combustion engine is stopped, cylinder determination is performed based on the sensor information stored in the storage device, and when the internal combustion engine start condition is satisfied, An internal combustion engine control device including a processing device for controlling start of the internal combustion engine based on a result of the cylinder discrimination. Sensor information from the cam sensor, the sensor information from the crank sensor, and the sensor information from the reverse sensor for detecting the reverse rotation of the crankshaft, after establishment straight internal combustion engine stop condition until the engine is determined to have stopped Acquired and accumulated,
When it is determined that the internal combustion engine has stopped, while the internal combustion engine is stopped, cylinder discrimination is performed based on the accumulated sensor information,
An internal combustion engine control method for controlling start of an internal combustion engine based on a result of cylinder discrimination when an internal combustion engine start condition is satisfied. Sensor information from the cam sensor, the sensor information from the crank sensor, and the sensor information from the reverse sensor for detecting the reverse rotation of the crankshaft, after establishment straight internal combustion engine stop condition until the engine is determined to have stopped Acquired and accumulated,
When it is determined that the internal combustion engine has stopped, while the internal combustion engine is stopped, cylinder discrimination is performed based on the accumulated sensor information,
When the internal combustion engine start condition is satisfied, the start of the internal combustion engine is controlled based on the result of the cylinder discrimination.
A program that causes a computer to execute processing.

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