JP6254633B2 - Internal combustion engine control device - Google Patents

Description

  The present invention relates to an internal combustion engine control device, and more particularly to an internal combustion engine control device applied to an internal combustion engine of a vehicle such as a motorcycle.

  In recent years, for an internal combustion engine of a vehicle such as a motorcycle, the controller is used to operate the internal combustion engine while cooperating the supply of fuel to the internal combustion engine, the supply of air, and the ignition of the mixture of fuel and air. An electronically controlled internal combustion engine controller that electronically controls the state is employed.

  Specifically, such an internal combustion engine control device includes an intake air amount and a crank angle sensor for an internal combustion engine obtained by using respective detection signals from sensors such as an air flow sensor, a throttle opening sensor, and an intake manifold negative pressure sensor. The fuel injection amount for realizing an appropriate air-fuel ratio in the internal combustion engine is calculated on the basis of the rotational speed of the internal combustion engine obtained using the detection signal, and the fuel injection amount is injected into the internal combustion engine with this fuel injection amount And the ignition is performed on the mixture of intake air and injected fuel at a predetermined ignition timing.

  On the other hand, mounting sensors such as an air flow sensor, a throttle opening sensor, and an intake manifold negative pressure sensor on the vehicle leads to an increase in the cost of the entire vehicle. Therefore, the use of such sensors is omitted as much as possible. However, if a function equivalent to that when such a sensor is used in the internal combustion engine control device is realized, an increase in the cost of the entire vehicle can be suppressed.

  Under such circumstances, Patent Document 1 relates to an inexpensive engine acceleration / deceleration state discriminating apparatus that can determine the acceleration / deceleration state of the engine without depending on the detection of the throttle valve opening or intake negative pressure. In some cases, the fluctuation of the crankshaft angular velocity before and after the top dead center at the end of the compression stroke is larger than that during steady operation, and during the acceleration operation of the engine, the crankshaft angular velocity before and after the top dead center at the end of the exhaust stroke is increased. It has a configuration for determining the acceleration / deceleration state of the engine by utilizing the characteristic that the fluctuation is smaller than that in the steady operation.

Japanese Patent Application No. 2009-265983 (Japanese Patent Laid-Open No. 2011-111901)

  However, according to the study by the present inventor, in the configuration of Patent Document 1, when calculating the angular velocity of the crankshaft of the engine (internal combustion engine), the fluctuation of the moment of inertia of the reciprocating motion portion of the crank mechanism and the crankshaft (crank Since there is a tendency that an unnecessary influence is exerted on the calculated angular velocity due to fluctuations in the torsional vibration of the shaft), there is room for improvement in accurately calculating the generated torque generated by the internal combustion engine from the angular velocity. It is thought that there is.

  Further, according to the study of the present inventor, in the configuration of Patent Document 1, the crank angle of a relatively short section during the operation stroke of the internal combustion engine is used as the crank angle of the internal combustion engine. There is a tendency that an unnecessary influence appears when calculating the angular velocity at the time of rotation, and there is also room for improvement in this respect.

Further, according to the study of the present inventor, in the configuration of Patent Document 1, regarding the generated torque of the internal combustion engine calculated from the angular velocity of the crankshaft of the internal combustion engine, the exhaust stroke, the intake stroke, the compression stroke, and the expansion stroke of the internal combustion engine. characteristics at higher each row, the influence of the external load to the internal combustion engine, and it is not possible to separate the factor of the internal friction of the internal combustion engine, when controlling the operating state of the internal combustion engine with the generated torque is calculated results In addition, since it is not possible to perform control in consideration of such factors, it is considered that there is room for improvement in this respect.

  The present invention has been made through the above-described studies. An internal combustion engine capable of accurately calculating the generated torque generated by the internal combustion engine with a simple configuration and controlling the operating state of the internal combustion engine according to the generated torque. An object is to provide an engine control device.

In order to achieve the above object, the present invention provides an internal combustion engine control apparatus for controlling the operating state of an internal combustion engine having intake, compression, combustion expansion, and exhaust strokes, and each of the two consecutive strokes of the internal combustion engine. an angular velocity calculation unit for calculating the two angular velocity of a crankshaft of the internal combustion engine corresponding to, and a driving state control unit for controlling the operating state on the basis of the two angular velocities, the operating state control unit, the as two angular velocities, based on the angular velocity corresponding to the angular velocity and the compression stroke corresponding to the intake stroke, to that you control the operating state to the first aspect.

  In the present invention, in addition to the first aspect, the operation state control unit controls the operation state based on an angular velocity corresponding to the compression stroke and an angular velocity corresponding to the expansion stroke as the two angular velocities. This is the second aspect.

According to the present invention, in addition to the first or second aspect, the operation state control unit is configured to perform the operation state based on an angular velocity corresponding to the exhaust stroke and an angular velocity corresponding to the intake stroke as the two angular velocities. The third aspect is to control the above.

According to the present invention, in addition to any one of the first to third aspects, the operating state control unit is based on an angular velocity corresponding to the expansion stroke and an angular velocity corresponding to the exhaust stroke as the two angular velocities. Controlling the operating state is a fourth aspect.
The present invention relates to an internal combustion engine control apparatus for controlling an operating state of an internal combustion engine having intake, compression, combustion expansion, and exhaust strokes, and a crank for the internal combustion engine corresponding to each of two successive strokes of the internal combustion engine. An angular velocity calculation unit that calculates two angular velocities of the shaft, and an operation state control unit that controls the operation state based on the two angular velocities, wherein the operation state control unit uses the expansion stroke as the two angular velocities. It is a fifth aspect to control the operation state based on the angular velocity corresponding to the above and the angular velocity corresponding to the exhaust stroke.
In the present invention, in addition to the fifth aspect, the operation state control unit controls the operation state based on an angular velocity corresponding to the compression stroke and an angular velocity corresponding to the expansion stroke as the two angular velocities. This is the sixth aspect.
In addition to the fifth or sixth aspect of the present invention, the operating state control unit is configured to use the operating state based on an angular velocity corresponding to the exhaust stroke and an angular velocity corresponding to the intake stroke as the two angular velocities. The seventh aspect is to control the above.

The present invention is, from the first addition to the seventh one aspect of the operating state control unit, the difference between the two angular velocities, based on the sum or ratio, eighth aspect that controls the operating state And

According to the internal combustion engine controller according to the first or fifth aspect of the present invention described above, the internal combustion engine corresponding to each of the two consecutive strokes of the internal combustion engine having the strokes of intake, compression, combustion expansion, and exhaust. The present invention includes an angular velocity calculation unit that calculates two angular velocities of the crankshaft and an operation state control unit that controls an operation state based on the two angular velocities, and thus generates torque generated by the internal combustion engine with a simple configuration. Can be calculated with high accuracy, and the operating state of the internal combustion engine can be controlled in accordance with the generated torque. Thus, in order to carry out the exhaust stroke in order to calculate the generated torque of the internal combustion engine (actual torque), the intake stroke, the calculation of the angular acceleration of the crankshaft of the internal combustion engine in the more each row of the compression stroke and the expansion stroke, At least one crank pulse is sufficient for every 180 ° of crankshaft rotation angle. In other words, this means that it is necessary to make a simple structural change by adding one tooth to a reluctator having only one tooth at 360 ° of the rotation angle of the crankshaft often adopted in motorcycles. As a result, it is possible to accurately calculate the actual torque of the internal combustion engine while minimizing the cost increase. In this way, when calculating the actual torque of the internal combustion engine, the angular acceleration of the crankshaft of the internal combustion engine is calculated every 180 ° in the rotation angle of the crankshaft. The influence of the moment of inertia of the reciprocating member including the connecting rod and the piston in the crank mechanism can be canceled in principle, and the influence of the torsional vibration of the crankshaft can be absorbed in principle. This leads to the fact that the actual torque can be calculated by calculating the angular acceleration of the crankshaft of the internal combustion engine by a common calculation method in the operation region including high rotation of the internal combustion engine. Moreover, in this way, the exhaust stroke of the internal combustion engine, the intake stroke, the more each row of the compression stroke and the expansion stroke by performing the calculation of the actual torque of the internal combustion engine is divided at every 180 ° in the rotation angle of the crankshaft, Exhaust resistance torque, intake resistance torque, compression resistance torque, and expansion generation torque can be calculated, respectively, and thereby torque components such as load / friction torque and stroke generation torque difference can be calculated. Further, according to the internal combustion engine control apparatus according to the first aspect of the present invention, the operating state control unit determines the operating state based on the angular velocity corresponding to the intake stroke and the angular velocity corresponding to the compression stroke as the two angular velocities. Since the control torque is a resistance torque obtained by adding up the external load on the internal combustion engine in the compression stroke, the internal friction of the internal combustion engine and the compression resistance of the internal combustion engine, and the external load and the internal friction are in a constant state, The operation state of the internal combustion engine can be controlled in accordance with the amount of intake air of the internal combustion engine and the compression resistance torque that can be used as an index of the change.

According to the internal combustion engine control apparatus according to the second or sixth aspect of the present invention, the operating state control unit operates based on the angular velocity corresponding to the compression stroke and the angular velocity corresponding to the expansion stroke as the two angular velocities. Therefore, the external load on the internal combustion engine in the expansion stroke, the internal friction of the internal combustion engine, and the output torque generated by the internal combustion engine are combined, and the external load and the internal friction are in a constant state. If so, the operating state of the internal combustion engine can be controlled in accordance with the actual torque generated by the internal combustion engine and its change, that is, the expansion force torque that can be used as the driving force of the internal combustion engine and the change index. .

According to the internal combustion engine control apparatus of the third or seventh aspect of the present invention, the operating state control unit controls the operating state based on the angular velocity corresponding to the exhaust stroke and the angular velocity corresponding to the intake stroke. Therefore, if the external load on the internal combustion engine in the intake stroke, the internal friction of the internal combustion engine, and the intake resistance of the internal combustion engine are combined and the external load and the internal friction are in a constant state, The operating state of the internal combustion engine can be controlled in accordance with the throttle opening and the intake resistance torque that can be used as an index of the change.

According to the internal combustion engine control apparatus according to the fourth or fifth aspect of the present invention, the operating state control unit operates as the two angular velocities based on the angular velocity corresponding to the expansion stroke and the angular velocity corresponding to the exhaust stroke. Therefore, the external torque applied to the internal combustion engine in the exhaust stroke, the internal friction of the internal combustion engine, and the exhaust resistance of the internal combustion engine are combined, and the external load and the internal friction are constant. For example, the operating state of the internal combustion engine can be controlled in accordance with the atmospheric pressure of the internal combustion engine and the exhaust resistance torque that can be used as an index of the change.

According to the internal combustion engine control device according to the eighth aspect of the present invention, the operating state control unit controls the operating state based on the difference, sum or ratio of the two angular velocities as the two angular velocities. It is obtained by adding the exhaust resistance torque and the intake resistance torque, and can typically be used as an index of the resistance force acting on the internal combustion engine and its change in the warm-up state of the internal combustion engine. The operation state of the internal combustion engine can be controlled in accordance with the load / friction torque to be obtained, and can be obtained by adding the compression resistance torque and the expansion generation torque, or by taking a ratio thereof. The total amount of supply gas acting on the engine and its change, i.e. typically the throttle opening and intake pressure in the fuel injection system and its change. It is possible to control the operating state of the internal combustion engine in accordance with the stroke generated torque difference is possible.

FIG. 1 is a block diagram showing a configuration of an internal combustion engine control apparatus according to an embodiment of the present invention. FIG. 2 is a flowchart showing a flow of an operation state control process executed by the internal combustion engine control apparatus according to the present embodiment.

  Hereinafter, an internal combustion engine control apparatus according to an embodiment of the present invention will be described in detail with reference to the drawings as appropriate.

[Constitution]
First, the configuration of the internal combustion engine control device in the present embodiment will be described with reference to FIG.

  FIG. 1 is a block diagram showing the configuration of the internal combustion engine control device in the present embodiment.

  As shown in FIG. 1, an internal combustion engine control apparatus 1 according to this embodiment is mounted on a vehicle such as a motorcycle, and controls the operating state of the internal combustion engine of the vehicle. The internal combustion engine control device 1 according to the present embodiment includes an ECU (Electronic Control Unit) 60 that is electrically connected to a throttle opening sensor 20, a crank angle sensor 30, and a coolant temperature sensor 50. The internal combustion engine to which the internal combustion engine control device 1 is applied is typically a four-stroke cycle internal combustion engine and a single cylinder or a two-cylinder internal combustion engine with unequal intervals. For the convenience of explanation, specific illustrations of the configuration of the vehicle and the internal combustion engine are omitted. Further, as a fuel applied to an internal combustion engine, in principle, those that are currently available can be applied, for example, regardless of the type of gasoline, ethanol, methanol, etc., and the type of gasoline octane number is not limited. is there.

  The throttle opening sensor 20 is mounted on the main body of the throttle device of the internal combustion engine, detects the opening of the throttle valve as the throttle opening, and inputs an electric signal indicating the detected throttle opening to the ECU 60.

  In the internal combustion engine, the crank angle sensor 30 is attached to a lower case or the like that is assembled to the lower part of the cylinder block in a manner facing a tooth portion formed on the outer peripheral surface of the reluctator, and as the crankshaft (crankshaft) rotates. By detecting the rotating tooth portion, the rotational speed of the crankshaft is detected as the rotational speed of the internal combustion engine. The crank angle sensor 30 inputs an electric signal indicating the detected rotational speed of the internal combustion engine to the ECU 60.

  The cooling water temperature sensor 50 is attached to the cylinder block in a state of entering the cooling water passage of the internal combustion engine, detects the temperature of the cooling water flowing through the cooling water passage, and indicates the temperature of the cooling water thus detected. A signal is input to the ECU 60.

  The ECU 60 operates using electric power from a battery provided in the vehicle. The ECU 60 includes an A / D (Analog to Digital) conversion circuit 601a and 601b, a waveform shaping circuit 602, a throttle opening calculation unit 603, an angular velocity calculation unit 604, a cooling water temperature calculation unit 606, an actual torque calculation unit 607, a RAM 609, and an operating state. A control unit 611 and drive circuits 612a, 612b, and 612c are provided. The throttle opening calculation unit 603, the angular velocity calculation unit 604, the cooling water temperature calculation unit 606, the actual torque calculation unit 607, and the operation state control unit 611 are control programs necessary for the arithmetic processing unit of the ECU 60 from a memory (not shown). Is shown as a functional block when the necessary control data is read from the RAM 609 and the operation state control process is executed.

  The A / D conversion circuit 601 a converts the analog electrical signal input from the throttle opening sensor 20 into a digital form and inputs the digital signal to the throttle opening calculation unit 603.

  The A / D conversion circuit 601 b converts the analog electrical signal input from the coolant temperature sensor 50 into a digital format and inputs the digital signal to the coolant temperature calculation unit 606.

  The waveform shaping circuit 602 performs shaping processing such as smoothing processing on the electric signal input from the crank angle sensor 30 and then inputs the electric signal to the angular velocity calculation unit 604.

  The throttle opening calculation unit 603 calculates the throttle opening by using the electric signal input from the A / D conversion circuit 601a, and the throttle opening calculated by the throttle opening calculation unit 603 is the operating state control. Used in part 611.

  The angular velocity calculation unit 604 uses the electric signal input from the waveform shaping circuit 602 to determine the angular velocity of the crankshaft in each stroke of the exhaust stroke, the intake stroke, the compression stroke, and the expansion (combustion expansion) stroke of the internal combustion engine. While calculating as a rotational angular velocity, each angular acceleration of the crankshaft in each stroke is calculated as a rotational angular acceleration of the internal combustion engine. The rotational angular velocity and rotational angular acceleration of the internal combustion engine calculated by the angular velocity calculation unit 604 in this way are used by the actual torque calculation unit 607 to calculate output torque (actual torque) that is generated by the internal combustion engine.

  Specifically, the angular velocity calculation unit 604 detects the position of the piston of the internal combustion engine using the electrical signal input from the waveform shaping circuit 602, which is the exhaust top dead center, intake bottom dead center, compression top dead center. And the timing is acquired at the same time. In addition, the angular velocity calculation unit 604 determines that the piston position is at the exhaust top dead center when it is determined that the piston is at the exhaust top dead center, and if the piston position is at the intake bottom dead center. When it is determined that the stroke time of the intake stroke of the internal combustion engine and the position of the piston are at the compression top dead center, and when it is determined that the stroke time of the compression stroke of the internal combustion engine and the position of the piston are at the expansion bottom dead center Calculates the stroke time of the expansion stroke of the internal combustion engine correspondingly.

  Here, in response to these cases, the angular velocity calculation unit 604 divides 180 °, which is the angular range of each stroke at the crank angle, which is an angle in the rotation direction of the crankshaft, by the stroke time of the exhaust stroke, and thereby generates The exhaust stroke angular velocity, 180 ° divided by the intake stroke stroke time, and the intake stroke angular velocity of the internal combustion engine, 180 ° divided by the compression stroke time, the internal combustion engine compression stroke angular velocity, and 180 °. The angular velocity of the expansion stroke of the internal combustion engine is calculated by dividing by the stroke time of the expansion stroke.

  Further, in response to these cases, the angular velocity calculation unit 604 subtracts the angular velocity of the expansion stroke existing immediately before it from the angular velocity of the exhaust stroke to calculate the angular velocity difference of the exhaust stroke, and also calculates the angular velocity difference of the exhaust stroke. Divide by the stroke time of the stroke, subtract the angular velocity of the exhaust stroke that existed immediately before from the angular velocity of the intake stroke, calculate the angular velocity difference of the intake stroke, and divide the angular velocity difference of the intake stroke by the stroke time of the intake stroke, The angular velocity difference of the compression stroke is calculated by subtracting the angular velocity of the intake stroke existing immediately before from the angular velocity of the compression stroke, the angular velocity difference of the compression stroke is divided by the stroke time of the compression stroke, and the angular velocity of the expansion stroke is immediately before it. The angular velocity difference of the expansion stroke is calculated by subtracting the angular velocity of the expansion stroke by dividing the angular velocity difference of the expansion stroke by the stroke time of the expansion stroke. Every time, the angular acceleration of the compression stroke, and calculates the angular acceleration of the expansion stroke. The angular velocity difference between the strokes may be calculated by dividing the crankshaft angular velocity at the end of the stroke by the crankshaft angular velocity at the start of the stroke.

Thus, the exhaust stroke in order to calculate the actual torque of the internal combustion engine, the intake stroke, in order to calculate the angular acceleration of the crankshaft of the internal combustion engine in the more each row of the compression stroke and the expansion stroke, rotation of the crankshaft At least one crank pulse for every 180 ° in the corner is sufficient. In other words, this means that it is necessary to make a simple structural change by adding one tooth to a reluctator having only one tooth at 360 ° of the rotation angle of the crankshaft often adopted in motorcycles. As a result, it is possible to calculate the actual torque of the internal combustion engine with high accuracy while minimizing the cost increase.

In this way, when calculating the actual torque of the internal combustion engine, the angular acceleration of the crankshaft of the internal combustion engine is calculated every 180 ° in the rotation angle of the crankshaft. The influence of the moment of inertia of the reciprocating member mainly including the connecting rod and the piston in the crank mechanism can be canceled in principle, and the influence of the torsional vibration of the crankshaft can be absorbed in principle. This makes it possible to calculate the actual torque by calculating the angular acceleration of the crankshaft of the internal combustion engine by a common calculation method in an operation region including high rotation of the internal combustion engine. Here, the acceleration component and the deceleration component due to the moment of inertia of the reciprocating member make a round every 360 ° interval in the rotation angle of the crankshaft in the intake stroke and the exhaust stroke, and in the rotation angle of the crankshaft in the compression stroke and the expansion stroke. It makes a round in a section of 360 °. Although at the time of low rotation of the engine not be neglected operating resistance of the valve spring, this acceleration component and deceleration component by the exhaust stroke, the rotational angle of the crankshaft at about each row in the intake stroke, compression stroke and the expansion stroke It occurs symmetrically every 180 ° section.

  The cooling water temperature calculation unit 606 calculates the temperature of the cooling water as the temperature of the internal combustion engine (engine temperature) using the electrical signal input from the A / D conversion circuit 601b, and the cooling water temperature calculation unit 606 calculates in this way. The engine temperature is used in the operation state control unit 611. The temperature of the cooling water is a representative temperature of the internal combustion engine representatively showing the temperature of the internal combustion engine, and can be evaluated as a temperature reflecting the amount of cooling heat for cooling the cylinder of the internal combustion engine. As the representative temperature of the internal combustion engine, the temperature of the lubricating oil of the internal combustion engine may be used in addition to the temperature of the cooling water.

  The actual torque calculation unit 607 calculates the actual torque of the internal combustion engine by directly using the rotational angular velocity of the internal combustion engine calculated by the angular velocity calculation unit 604, and thus the actual torque of the internal combustion engine calculated by the actual torque calculation unit 607 Is used in the operation state control unit 611.

  Specifically, the actual torque calculation unit 607 calculates the rotational angular acceleration in the exhaust stroke, the intake stroke, the compression stroke, and the expansion stroke of the internal combustion engine calculated by the angular velocity calculation unit 604, in particular, the exhaust stroke, the intake stroke, and the compression of the internal combustion engine. The actual torque in the stroke and the expansion stroke is calculated correspondingly. Here, the actual torques in the exhaust stroke, the intake stroke, the compression stroke, and the expansion stroke are the exhaust resistance torque, the intake resistance torque, and the compression resistance per unit moment of inertia of the reciprocating member mainly including the connecting rod and the piston in the crank mechanism of the internal combustion engine. This corresponds to the torque and the expansion generation torque. Specifically, since the exhaust resistance torque is a resistance torque obtained by adding up the external load on the internal combustion engine, the internal friction of the internal combustion engine, and the exhaust resistance of the internal combustion engine in the exhaust stroke, the external load and the internal friction are constant. For example, the atmospheric pressure of the internal combustion engine and an index of the change can be used. The intake resistance torque is a resistance torque obtained by adding up the external load on the internal combustion engine, the internal friction of the internal combustion engine, and the intake resistance of the internal combustion engine in the intake stroke. Therefore, if the external load and the internal friction are in a constant state, the internal combustion engine It becomes possible to use the throttle opening of the engine and an index of its change. The compression resistance torque is a resistance torque obtained by adding up the external load on the internal combustion engine in the compression stroke, the internal friction of the internal combustion engine, and the compression resistance of the internal combustion engine. Therefore, if the external load and the internal friction are constant, the internal combustion engine It can be used as an index of the intake air amount of the engine and its change. In addition, since the expansion torque is a sum of the external load on the internal combustion engine, the internal friction of the internal combustion engine, and the output torque generated by the internal combustion engine in the expansion stroke, the external load and the internal friction are constant. For example, the actual torque generated by the internal combustion engine and the change thereof, that is, the driving force of the internal combustion engine and the change index thereof can be used.

Thus, the exhaust stroke of the internal combustion engine, the intake stroke, the more each row of the compression stroke and the expansion stroke by performing the calculation of the actual torque of the internal combustion engine is divided at every 180 ° in the rotation angle of the crankshaft, exhaust resistance It is possible to calculate torque, intake resistance torque, compression resistance torque and expansion generation torque, respectively, thereby calculating torque components such as load / friction torque and stroke generation torque difference.

  Specifically, the actual torque calculation unit 607 calculates the load / friction torque from the sum of the angular accelerations in the exhaust stroke and the intake stroke that are continuous with each other, and also calculates the difference between the angular accelerations in the compression stroke and the expansion stroke that are continuous with each other. Alternatively, the stroke generation torque difference is calculated from the ratio. Specifically, the load / friction torque is obtained by adding the exhaust resistance torque and the intake resistance torque. Typically, the resistance force acting on the internal combustion engine and its change in the warm-up state of the internal combustion engine are shown. It can be used as an index. The stroke generation torque difference is obtained by adding the compression resistance torque and the expansion generation torque, or by taking a ratio thereof, and the total amount of supply gas acting on the internal combustion engine and its change, that is, typical Specifically, it becomes possible to use the throttle opening and intake pressure in the fuel injection system as well as indicators of changes thereof.

  The RAM 609 is constituted by a volatile storage device, and an operation state control unit that stores various data (such as an instruction value of the fuel injection amount and an ignition timing) used when the operation state control unit 611 controls the operation state of the internal combustion engine. 611 functions as a working area.

  The operating state control unit 611 controls the operation of the internal combustion engine control device 1 as a whole. Specifically, the operating state control unit 611 includes the throttle opening calculated by the throttle opening calculation unit 603, the actual torque of the internal combustion engine calculated by the actual torque calculation unit 607, and the engine temperature calculated by the cooling water temperature calculation unit 606. Based on the above, etc., the ignition timing, the fuel injection amount indication values, and the like are calculated. Then, the operation state control unit 611 controls the operation state by applying the ignition timing and the fuel injection amount instruction value calculated in this way to the internal combustion engine. Further, as the actual torque, the actual torque, the load / friction torque, and the stroke generation torque difference in each stroke of the exhaust stroke, the intake stroke, the compression stroke, and the expansion stroke, depending on the control purpose of the operation state of the internal combustion engine, What is necessary is just to use individually or in combination as needed.

  The drive circuit 612a controls the throttle opening by driving the throttle motor 70 in accordance with the control signal input from the operation state control unit 611.

  The drive circuit 612b controls the ignition timing of the internal combustion engine by driving the spark plug 80 in accordance with the control signal input from the operating state control unit 611.

  The drive circuit 612c controls the fuel injection amount of the internal combustion engine by driving the fuel injection valve 90 according to the control signal input from the operation state control unit 611.

  The internal combustion engine control apparatus 1 having the above configuration calculates the generated torque generated by the internal combustion engine with a simple configuration by executing the following operating state control process, and calculates the generated torque. The operating state of the internal combustion engine is controlled accordingly. Hereinafter, with reference to FIG. 2, the operation of the internal combustion engine control apparatus 1 when executing this operation state control process will be described.

[Operation status control processing]
FIG. 2 is a flowchart showing a flow of an operation state control process executed by the internal combustion engine control apparatus 1 in the present embodiment.

  The flowchart shown in FIG. 2 starts when the ECU 60 is operated after the ignition switch of the vehicle is switched from the off state to the on state, and the driving state control process proceeds to the process of step S1. The operation state control process is repeatedly executed at predetermined control cycles by reading out necessary control programs from the memory and reading out necessary control data from the RAM 609 while the ECU 60 is in an operating state.

  In the process of step S1, the angular velocity calculation unit 604 detects the position of the piston of the internal combustion engine using the electric signal input from the waveform shaping circuit 602, and determines whether or not it is at the exhaust top dead center. Get the timing. As a result of the determination, if the position of the piston of the internal combustion engine is at the exhaust top dead center, the operation state control process proceeds to step S2. On the other hand, when the position of the piston of the internal combustion engine is not at the exhaust top dead center, the operation state control process proceeds to step S10.

  In the process of step S2, the angular velocity calculation unit 604 determines the timing of the expansion bottom dead center acquired in the process of step S30 in the previous operation state control process and the timing of the exhaust top dead center acquired in the process of step S1. The time interval is calculated and acquired as the stroke time TCEX of the exhaust stroke of the internal combustion engine. Thereby, the process of step S2 is completed and the driving state control process proceeds to the process of step S3.

  In the process of step S3, the angular velocity calculation unit 604 calculates the angular velocity VTCEX of the exhaust stroke of the internal combustion engine by dividing the crank angle of 180 ° (180CA) by the exhaust stroke stroke time TCEX acquired in the process of step S2. . Thereby, the process of step S3 is completed and the driving state control process proceeds to the process of step S4.

  In the processing of step S4, the angular velocity calculation unit 604 subtracts the angular velocity VTCCB of the expansion stroke calculated in the processing of step S32 in the previous operation state control processing from the angular velocity VTCEX of the exhaust stroke calculated in the processing of step S3. An angular speed difference DVEXCB of the exhaust stroke of the engine is calculated. Thereby, the process of step S4 is completed, and the operation state control process proceeds to the process of step S5.

  In the process of step S5, the angular speed calculation unit 604 divides the angular speed difference DVEXCB of the exhaust stroke calculated in the process of step S4 by the exhaust stroke stroke time TCEX acquired in the process of step S2, and thereby the exhaust stroke of the internal combustion engine. The angular acceleration ATCEX is calculated. Thereby, the process of step S5 is completed and the operation state control process proceeds to the process of step S6.

  In step S6, the actual torque calculation unit 607 sets the angular acceleration ATCEX of the exhaust stroke calculated in step S6 as the exhaust resistance torque EXTQ of the internal combustion engine. Then, the operating state control unit 611 calculates the fuel injection amount instruction value by using the exhaust resistance torque EXTQ, and also determines the ignition timing of the internal combustion engine by using the angular velocity VTCEX of the exhaust stroke calculated in the process of step S3. In addition, the target throttle opening is calculated using the accelerator opening and the like, and the fuel injection valve 90, the spark plug 80, and the throttle motor 70 are driven via the drive circuits 612c, 612b, and 612a accordingly. Thus, the operating state of the internal combustion engine is controlled. At this time, the operation state control unit 611 records the ignition timing, the fuel injection amount instruction value, and the target throttle opening calculated in this manner in the RAM 609 and then reads them from the RAM 609 to control the operation state of the internal combustion engine. . Thereby, the process of step S6 is completed and this series of operation state control processes is complete | finished.

  In the process of step S10, the operating state control unit 611 detects the position of the piston of the internal combustion engine using the electrical signal input from the waveform shaping circuit 602, and determines whether or not it is at the intake bottom dead center. . As a result of the determination, when the position of the piston of the internal combustion engine is at the intake bottom dead center, the operating state control unit 611 advances the operating state control process to the process of step S11. On the other hand, when the position of the piston of the internal combustion engine is not at the intake bottom dead center, the operating state control unit 611 advances the operating state control process to the process of step S20.

  In the process of step S11, the angular velocity calculation unit 604 determines the timing of the exhaust top dead center acquired in the process of step S1 in the previous operation state control process and the timing of the intake bottom dead center acquired in the process of step S10. The time interval is calculated and acquired as the stroke time TCSC of the intake stroke of the internal combustion engine. Thereby, the process of step S11 is completed and the operation state control process proceeds to the process of step S12.

  In the process of step S12, the angular velocity calculation unit 604 calculates the angular speed VTCSC of the intake stroke of the internal combustion engine by dividing the crank angle of 180 ° (180CA) by the stroke time TCSC of the intake stroke acquired in the process of step S11. . Thereby, the process of step S12 is completed and the driving state control process proceeds to the process of step S13.

  In the process of step S13, the angular velocity calculation unit 604 subtracts the angular speed VTCEX of the exhaust stroke calculated in the process of step S3 in the previous operation state control process from the angular speed VTCSC of the intake stroke calculated in the process of step S12. An angular velocity difference DVSCEX of the intake stroke of the engine is calculated. Thereby, the process of step S13 is completed and the operation state control process proceeds to the process of step S14.

  In step S14, the angular velocity calculation unit 604 divides the intake stroke angular velocity DVSCEX calculated in step S13 by the intake stroke stroke time TCSC acquired in step S11, and the intake stroke of the internal combustion engine. The angular acceleration ATCSC is calculated. Thereby, the process of step S14 is completed and the driving state control process proceeds to the process of step S15.

  In step S15, the actual torque calculation unit 607 sets the intake stroke angular acceleration ATCSC calculated in step S14 to the intake resistance torque SCTQ of the internal combustion engine. Thereby, the process of step S15 is completed and the driving state control process proceeds to the process of step S16.

  In the process of step S16, the actual torque calculation unit 607 adds the angular acceleration ATCSC of the intake stroke calculated in the process of step S14 to the angular acceleration ATCEX of the exhaust stroke calculated in the process of step S5 in the previous operation state control process. In addition, the load / friction torque LDFRQTQ is calculated. Then, the operating state control unit 611 calculates the fuel injection amount instruction value using the load / friction torque LDFRQTQ and also uses the intake stroke angular velocity VTCSC calculated in the process of step S12 and the like to determine the ignition timing of the internal combustion engine. In addition, the target throttle opening is calculated using the accelerator opening etc., and the fuel injection valve 90, spark plug 80 and throttle motor 70 are driven via the drive circuits 612c, 612b and 612a accordingly. By doing so, the operating state of the internal combustion engine is controlled. At this time, the operation state control unit 611 records the ignition timing, the fuel injection amount instruction value, and the target throttle opening calculated in this manner in the RAM 609 and then reads them from the RAM 609 to control the operation state of the internal combustion engine. . Thereby, the process of step S16 is completed and this series of operation state control processes is complete | finished.

  If necessary, the process of step S16 can be omitted. In such a case, the operation state control unit 611 calculates the instruction value of the fuel injection amount using the intake resistance torque SCTQ, and step S12. The ignition timing of the internal combustion engine is calculated using the intake stroke angular velocity VTCSC and the like calculated in the above process, and the target throttle opening is calculated using the accelerator opening, and the drive circuit 612c, The operating state of the internal combustion engine is controlled by driving the fuel injection valve 90, the spark plug 80, and the throttle motor 70 through 612b and 612a.

  In the process of step S20, the operating state control unit 611 detects the position of the piston of the internal combustion engine using the electrical signal input from the waveform shaping circuit 602, and determines whether or not it is at the compression top dead center. . As a result of the determination, when the position of the piston of the internal combustion engine is at the compression top dead center, the operating state control unit 611 advances the operating state control process to the process of step S21. On the other hand, when the position of the piston of the internal combustion engine is not at the compression top dead center, the operating state control unit 611 advances the operating state control process to the process of step S30.

  In the process of step S21, the angular velocity calculation unit 604 determines the timing of the intake bottom dead center acquired in the process of step S10 in the previous driving state control process and the timing of the compression top dead center acquired in the process of step S20. The time interval is calculated and acquired as a stroke time TCCP of the compression stroke of the internal combustion engine. Thereby, the process of step S21 is completed and the operation state control process proceeds to the process of step S22.

  In the process of step S22, the angular speed calculation unit 604 calculates the angular speed VTCCP of the compression stroke of the internal combustion engine by dividing the crank angle of 180 ° (180CA) by the compression stroke time TCCP acquired in the process of step S21. . Thereby, the process of step S22 is completed, and the operation state control process proceeds to the process of step S23.

  In step S23, the angular velocity calculation unit 604 subtracts the intake stroke angular velocity VTCSC calculated in step S12 in the previous operation state control process from the compression stroke angular velocity VTCCP calculated in step S22. An angular velocity difference DVCPSC of the compression stroke of the engine is calculated. Thereby, the process of step S23 is completed and the operation state control process proceeds to the process of step S24.

  In step S24, the angular velocity calculation unit 604 divides the angular velocity difference DVCPSC of the compression stroke calculated in step S23 by the compression stroke time TCCP acquired in step S21, thereby compressing the compression stroke of the internal combustion engine. The angular acceleration ATCCP is calculated. Thereby, the process of step S24 is completed and the operation state control process proceeds to the process of step S25.

  In the process of step S25, the actual torque calculation unit 607 calculates the angular acceleration ATCCP of the compression stroke calculated in the process of step S24 by setting it as the compression resistance torque CPTQ of the internal combustion engine. Then, the operating state control unit 611 calculates the fuel injection amount instruction value using the compression resistance torque CPTQ, and sets the ignition timing of the internal combustion engine using the angular velocity VTCCP of the compression stroke calculated in the process of step S22. In addition, the target throttle opening is calculated using the accelerator opening and the like, and the fuel injection valve 90, the spark plug 80, and the throttle motor 70 are driven via the drive circuits 612c, 612b, and 612a accordingly. Thus, the operating state of the internal combustion engine is controlled. At this time, the operation state control unit 611 records the ignition timing, the fuel injection amount instruction value, and the target throttle opening calculated in this manner in the RAM 609 and then reads them from the RAM 609 to control the operation state of the internal combustion engine. . Thereby, the process of step S25 is completed and this series of operation state control processes is complete | finished.

  In the process of step S30, the operation state control unit 611 detects the position of the piston of the internal combustion engine using the electrical signal input from the waveform shaping circuit 602, and determines whether or not it is at the bottom of expansion. . As a result of the determination, when the position of the piston of the internal combustion engine is at the expansion bottom dead center, the operating state control unit 611 advances the operating state control process to the process of step S31. On the other hand, when the position of the piston of the internal combustion engine is not at the expansion bottom dead center, the operation state control unit 611 ends the current series of operation state control processes.

  In the process of step S31, the angular velocity calculation unit 604 determines the timing of the compression top dead center acquired in the process of step S20 in the previous operation state control process and the timing of the expansion bottom dead center acquired in the process of step S30. The time interval is calculated and acquired as the stroke time TCCB of the expansion stroke of the internal combustion engine. Thereby, the process of step S31 is completed and the driving state control process proceeds to the process of step S32.

  In the processing of step S32, the angular velocity calculation unit 604 calculates the angular velocity VTCCB of the expansion stroke of the internal combustion engine by dividing the crank angle of 180 ° (180CA) by the expansion stroke stroke time TCCB acquired in the processing of step S31. . Thereby, the process of step S32 is completed and the operation state control process proceeds to the process of step S33.

  In the process of step S33, the angular velocity calculation unit 604 subtracts the angular velocity VTCCP of the compression stroke calculated in the process of step S22 in the previous operation state control process from the angular velocity VTCCB of the expansion stroke calculated in the process of step S32. An angular velocity difference DVCBCP of the expansion stroke of the engine is calculated. Thereby, the process of step S33 is completed and the driving state control process proceeds to the process of step S34.

  In the process of step S34, the angular velocity calculation unit 604 divides the angular velocity difference DVCBCP of the expansion stroke calculated in the process of step S33 by the expansion stroke stroke time TCCB acquired in the process of step S31, and the expansion stroke of the internal combustion engine. The angular acceleration ATCCB is calculated. Thereby, the process of step S34 is completed and the operation state control process proceeds to the process of step S35.

  In the process of step S35, the actual torque calculation unit 607 sets the angular acceleration ATCCB of the expansion stroke calculated in the process of step S34 as the expansion generation torque CBTQ of the internal combustion engine and calculates it. Thereby, the process of step S35 is completed and the driving state control process proceeds to the process of step S36.

  In the process of step S36, the actual torque calculation unit 607 calculates the angular acceleration ATCCP of the compression stroke calculated in the process of step S24 in the previous driving state control process from the angular acceleration ATCCB of the expansion stroke calculated in the process of step S34. The stroke generation torque difference DCBCP is calculated by subtracting. Then, the operating state control unit 611 calculates the fuel injection amount instruction value using the stroke generation torque difference DCBCP, and also uses the expansion stroke angular velocity VTCCB calculated in the process of step S32 and the like to determine the ignition timing of the internal combustion engine. In addition, the target throttle opening is calculated using the accelerator opening etc., and the fuel injection valve 90, spark plug 80 and throttle motor 70 are driven via the drive circuits 612c, 612b and 612a accordingly. By doing so, the operating state of the internal combustion engine is controlled. At this time, the operation state control unit 611 records the ignition timing, the fuel injection amount instruction value, and the target throttle opening calculated in this manner in the RAM 609 and then reads them from the RAM 609 to control the operation state of the internal combustion engine. . Thereby, the process of step S36 is completed and this series of operation state control processes is complete | finished.

  If necessary, the process of step S36 can be omitted. In such a case, the operation state control unit 611 calculates an instruction value for the fuel injection amount using the expansion occurrence torque CBTQ, and at step S32. The ignition timing of the internal combustion engine is calculated using the angular velocity VTCCB and the like of the expansion stroke calculated in the above process, and the target throttle opening is calculated using the accelerator opening, and the drive circuit 612c, The operating state of the internal combustion engine is controlled by driving the fuel injection valve 90, the spark plug 80, and the throttle motor 70 through 612b and 612a.

  As is apparent from the above description, the internal combustion engine control apparatus 1 according to the present embodiment is a crank for an internal combustion engine corresponding to each of two consecutive strokes of the internal combustion engine having intake, compression, combustion expansion, and exhaust strokes. Since an angular velocity calculation unit 604 that calculates two angular velocities of the shaft and an operation state control unit 611 that controls an operation state based on the two angular velocities, the generated torque generated by the internal combustion engine with a simple configuration Can be calculated with high accuracy, and the operating state of the internal combustion engine can be controlled in accordance with the generated torque.

  In the internal combustion engine control apparatus 1 according to the present embodiment, the operating state control unit 611 controls the operating state based on the angular velocity corresponding to the compression stroke and the angular velocity corresponding to the expansion stroke as the two angular velocities. Therefore, if the external load on the internal combustion engine in the expansion stroke, the internal friction of the internal combustion engine and the output torque generated by the internal combustion engine are combined, and the external load and the internal friction are in a constant state, the internal combustion engine The operating state of the internal combustion engine can be controlled in accordance with the actual torque generated and its change, that is, the driving force of the internal combustion engine and the expansion generated torque that can be used as an index of the change.

  In the internal combustion engine control apparatus 1 according to the present embodiment, the operation state control unit 611 controls the operation state based on the angular velocity corresponding to the intake stroke and the angular velocity corresponding to the compression stroke as the two angular velocities. Therefore, if the external load on the internal combustion engine in the compression stroke, the internal friction of the internal combustion engine, and the compression resistance of the internal combustion engine are combined, and the external load and the internal friction are in a constant state, the intake of the internal combustion engine The operating state of the internal combustion engine can be controlled according to the compression resistance torque that can be used as an index of the air amount and its change.

  Further, in the internal combustion engine control apparatus 1 according to the present embodiment, the operation state control unit 611 controls the operation state based on the angular velocity corresponding to the exhaust stroke and the angular velocity corresponding to the intake stroke. If the external load on the internal combustion engine, the internal friction of the internal combustion engine, and the intake resistance of the internal combustion engine are combined, and the external load and the internal friction are in a constant state, the throttle opening of the internal combustion engine and its change The operating state of the internal combustion engine can be controlled in accordance with the intake resistance torque that can be used as an index of the engine.

  In the internal combustion engine control apparatus 1 according to the present embodiment, the operation state control unit 611 controls the operation state based on the angular velocity corresponding to the expansion stroke and the angular velocity corresponding to the exhaust stroke as two angular velocities. Therefore, if the external torque to the internal combustion engine in the exhaust stroke, the internal friction of the internal combustion engine and the exhaust resistance of the internal combustion engine are combined and the external load and the internal friction are in a constant state, the internal combustion engine The operating state of the internal combustion engine can be controlled in accordance with the exhaust resistance torque that can be used as an index of the atmospheric pressure and its change.

  Further, in the internal combustion engine control apparatus 1 according to the present embodiment, since the operating state control unit 611 controls the operating state based on the difference, sum or ratio of the two angular velocities as the two angular velocities, the exhaust resistance torque And the intake resistance torque, which is typically obtained by adding the load resistance that can be used as an index of the resistance force acting on the internal combustion engine and its change in the warm-up state of the internal combustion engine. The operating state of the internal combustion engine can be controlled in accordance with the friction torque, and is obtained by adding the compression resistance torque and the expansion generation torque, or by taking a ratio thereof, and acts on the internal combustion engine. As a measure of the change in the total amount of supply gas and its change, typically the throttle opening and intake pressure and the change in the fuel injection system It is possible to control the operating state of the internal combustion engine in accordance with the stroke torque difference becomes possible bets are.

  In the present invention, the type, shape, arrangement, number, and the like of the members are not limited to the above-described embodiment, and the gist of the invention is appropriately replaced such that the constituent elements are appropriately replaced with those having the same operational effects. Of course, it can be changed as appropriate without departing from the scope.

  As described above, the present invention provides an internal combustion engine controller capable of accurately calculating the generated torque generated by the internal combustion engine with a simple configuration and controlling the operating state of the internal combustion engine according to the generated torque. It is expected that it can be widely applied to an internal combustion engine of a vehicle such as a motorcycle because of its general-purpose universal character.

DESCRIPTION OF SYMBOLS 1 ... Internal combustion engine control device 20 ... Throttle opening sensor 30 ... Crank angle sensor 50 ... Cooling water temperature sensor 60 ... ECU
DESCRIPTION OF SYMBOLS 70 ... Throttle motor 80 ... Spark plug 90 ... Fuel injection valve 601a, 601b ... A / D conversion circuit 602 ... Waveform shaping circuit 603 ... Throttle opening calculation part 604 ... Angular velocity calculation part 606 ... Cooling water temperature calculation part 607 ... Actual torque calculation Part 609 ... RAM
611... Operation state control unit 612a, 612b, 612c.

Claims (8)

In an internal combustion engine control device that controls an operating state of an internal combustion engine having intake, compression, combustion expansion, and exhaust strokes,
An angular velocity calculator that calculates two angular velocities of the crankshaft of the internal combustion engine corresponding to each of two successive strokes of the internal combustion engine;
An operation state control unit for controlling the operation state based on the two angular velocities;
Equipped with a,
The operating state control unit is configured as two angular velocities, the based on the angular velocity corresponding to the angular velocity and the compression stroke corresponding to the intake stroke, internal combustion engine control apparatus characterized that you control the operating state.   2. The internal combustion engine according to claim 1, wherein the operation state control unit controls the operation state based on an angular velocity corresponding to the compression stroke and an angular velocity corresponding to the expansion stroke as the two angular velocities. Engine control device. The operating state control unit is configured as two angular velocities, based on said angular velocity corresponding to the exhaust stroke and the angular velocity corresponding to the intake stroke, according to claim 1 or 2, wherein the controller controls the operating state The internal combustion engine control device. The operation state control unit controls the operation state based on an angular velocity corresponding to the expansion stroke and an angular velocity corresponding to the exhaust stroke as the two angular velocities. An internal combustion engine control device according to claim 1. In an internal combustion engine control device that controls an operating state of an internal combustion engine having intake, compression, combustion expansion, and exhaust strokes,
An angular velocity calculator that calculates two angular velocities of the crankshaft of the internal combustion engine corresponding to each of two successive strokes of the internal combustion engine;
An operation state control unit for controlling the operation state based on the two angular velocities;
With
The operating state control unit is configured as two angular velocities, wherein the angular velocity corresponding to the expansion stroke based on the angular velocity corresponding to the exhaust stroke, the internal combustion engine control device shall be the control means controls the operating state. The internal combustion engine according to claim 5, wherein the operation state control unit controls the operation state based on an angular velocity corresponding to the compression stroke and an angular velocity corresponding to the expansion stroke as the two angular velocities. Engine control device. The operation state control unit controls the operation state based on an angular velocity corresponding to the exhaust stroke and an angular velocity corresponding to the intake stroke as the two angular velocities. The internal combustion engine control device. The internal combustion engine control device according to any one of claims 1 to 7 , wherein the operating state control unit controls the operating state based on a difference, sum, or ratio of the two angular velocities.

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