JPH06272651A - Current-carrying sequence setting method in ignition control for engine - Google Patents

Abstract

PURPOSE:To secure optimum current-carrying time of an ignition coil irrespec tive of ignition distances. CONSTITUTION:It is judged whether or not a value of an ignition cylinder information parameter IGRCAS shows same value both in view of dowel and ignition (S1607). When the ignition cylinder information parameter IGRCAS shows same value as that in the ignition, the normal ignition completion is judged and interruption is completed. Then, a first current-carrying sequence made up of the waiting time, dowel on, dowel time, ignition is set in an ignition timer when the next dowel is started by interruption. When the ignition cylinder information parameter shows different value from that in the ignition, necessary of immediate starting of dowel is judged. The timer initial value is set to 256 and the timer reload value is set to FFFF (S1609, S1610). The ignition timer is then started (S1612). Thus, a second current-carrying sequence made up of dowel off time and ignition is set in the ignition timer when the ignition is started by interruption.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a method for setting an energization sequence in ignition control of an engine for setting the next ignition energization sequence at the end of ignition to perform ignition.

[0002]

2. Description of the Related Art In recent years, microcomputers have been introduced into vehicles such as automobiles, and it has become possible to control engines, power trains and the like with high precision. This microcomputer is mounted on a vehicle as an electronic control unit (ECU) that includes a constant voltage circuit and various peripheral circuits, and controls fuel injection and ignition of the engine based on signals from various sensors that detect the operating state of the vehicle. Performs control, etc.

The ignition control by the ECU is usually executed by interrupt processing for each predetermined crank angle.
In Japanese Patent Laid-Open No. 2-159747, a basic ignition timing is calculated from an interpolation calculation of a map based on an intake air amount and an engine speed in an interrupt routine for each predetermined crank angle, and the basic ignition timing is determined by knocking, cooling water temperature, or the like. After the final ignition timing (angle) is calculated by adding the retardation correction, the final ignition timing (angle) is converted into time and the energization end time and energization start time of the ignition coil are set to the ignition timing control counter. A technique of setting a timer is disclosed.

[0004]

However, since the ignition interval is inevitably shortened at the time of high engine speed,
If only the energization start time of the ignition coil is set at the next crank interruption, the energization time of the ignition coil is shortened, the necessary ignition energy is not accumulated, and misfire may occur.

The present invention has been made in view of the above circumstances, and provides a method for setting an energization sequence in engine ignition control that can always ensure an optimum ignition coil energization time regardless of the size of the ignition interval. Is intended.

[0006]

According to a first aspect of the present invention, a section is set for each input of a signal for detecting the crank position of an engine, and the ignition coil is energized / interrupted with reference to this section to execute ignition control. At the end of ignition, it is determined whether the energization end and energization start of the ignition coil are in the same section, and if energization end and energization start are not in the same section, energization is started. When it is determined that the first energization sequence that sets the data of the time from the start of energization to the start of energization and the data of the energization duration in the ignition timer is set and the end of energization and the start of energization are within the same section After setting the data for starting energization with a predetermined off time from the end of ignition to the ignition timer, the data for the time from the start of the ignition to the end of energization is set in the ignition timer. And sets the second energization sequence of Tsu and.

According to a second aspect of the present invention, in the first aspect, whether or not the energization end and the energization start of the ignition coil are within the same section is the energization start section and then the next energization start section. Up to the data indicating the cylinder to be ignited with a constant value and the same value for this data as the same cylinder, and indicating the cylinder to be ignited with a constant value from the energization end section to the next energization end section The feature is that it is determined whether or not the data is different.

[0008]

In the first aspect of the present invention, it is determined whether or not the energization end and the energization start of the ignition coil are within the same section at the end of ignition, and the first and second energization sequences are determined according to the result of the determination. Set either. That is, when the end of energization and the start of energization are not in the same section, the first energization for setting the data of the time from the start of energization to the start of energization and the data of energization continuation time in the ignition timer. When the sequence is set and the end of energization and the start of energization are in the same section, after setting the data to start energization with a predetermined off time from the end of ignition to the ignition timer, it becomes the section to execute ignition. A second energization sequence is set in which the data of the time from the start of energization to the ignition timer is set, the energization / interruption of the ignition coil is performed, and the ignition control is executed.

According to a second aspect of the present invention, in the first aspect of the present invention, data indicating the cylinder to be ignited by a constant value from the energization start section to the next energization start section and the same cylinder as this data are set. It takes the same value, and whether the ignition coil energization end and energization start are the same section depending on whether the data indicating the ignition target cylinder with a constant value differs from the energization end section to the next energization end section It is determined whether or not it is within the range, and the energization sequence is set.

[0010]

Embodiments of the present invention will be described below with reference to the drawings. The drawings relate to one embodiment of the present invention, FIG. 1 is a flowchart of interrupt processing at the end of ignition, FIG. 2 is a flowchart of periodic interrupt processing at intervals of 0.5 ms, FIG. 3 is a flowchart of classen interrupt processing, and FIG. 5 is a partial flowchart 1 of the job execution subroutine, FIG. 6 is a partial flowchart 2 of the job execution subroutine, FIG. 7 is a partial flowchart 3 of the job execution subroutine, and FIG. 8 is a partial flowchart 4 of the job execution subroutine. Is a flowchart of a crank position calculation subroutine, FIG. 10 is a flowchart of a CCAS / RCAS discrimination subroutine, and FIG. 11 is a partial flowchart 1 of an ignition schedule creation subroutine.
2 is a partial flowchart 2 of the ignition schedule creating subroutine, FIG. 13 is a partial flowchart 3 of the ignition schedule creating subroutine, FIG. 14 is a partial flowchart 4 of the ignition schedule creating subroutine, FIG. 15 is a partial flowchart 1 of the ignition timer setting subroutine, and FIG. FIG. 1 is a partial flowchart 2 of the ignition timer setting subroutine, and FIG. 17 is an explanatory view showing a job execution state.
8 is an explanatory diagram of the job flag, FIG. 19 is an explanatory diagram of the crank position variable, FIG. 20 is an explanatory diagram showing changes in the job executing flag and the overlap counter, FIG. 21 is an explanatory diagram of the system shift buffer, and FIG. 23 is an explanatory diagram of the interval table, FIG. 23 is an explanatory diagram of a cylinder / crank position state map, FIG. 24 is an explanatory diagram of an ignition sequence and ignition interval variables,
25 is an explanatory diagram of an ignition schedule, FIG. 26 is an explanatory diagram of a schedule pointer table, FIG. 27 is an explanatory diagram of an ignition timer set, FIG. 28 is an explanatory diagram of an energization state map, and FIG.
9 is an explanatory view showing the relationship between energized cylinder information and ignition cylinder information, FIG. 30 is a time chart showing the crank position and the stroke of the engine, FIG. 31 is a schematic configuration diagram of the engine system, and FIG.
Is a front view of the crank rotor and the crank angle sensor, and FIG.
Is a front view of a cam rotor and a cam angle sensor, and FIG. 34 is a circuit configuration diagram of an electronic control system.

In the engine control system of this embodiment, the engine system shown in FIG. 31 is controlled by an electronic control unit (ECU) 50 having a microcomputer shown in FIG. 34 as a core, and fuel injection control, ignition timing control, etc. are performed. Be done. The microcomputer of the ECU 50 is equipped with an operating system (OS) based on a new concept. With this OS, signal input processing from each sensor, engine speed calculation processing, intake air amount calculation processing, fuel injection amount setting Jobs for each control item such as processing and ignition timing setting processing are managed and efficiently executed.

First, a device configuration of an engine system controlled by the ECU 50 will be described.

As shown in FIG. 31, an engine 1 (a horizontally opposed four-cylinder type engine is shown in the figure) has an intake manifold 3 communicated with an intake port 2 a of a cylinder head 2, and an intake manifold 3 is provided with an air intake upstream of the intake manifold 3. A throttle passage 5 communicates with the chamber 4.
An air cleaner 7 is attached to the upstream side of the throttle passage 5 via an intake pipe 6, and the air cleaner 7 is in communication with an air intake chamber 8 which is an intake port for intake air.

An exhaust pipe 10 is connected to the exhaust port 2b via an exhaust manifold 9, and a catalytic converter 11 is inserted in the exhaust pipe 10 and connected to a muffler 12. On the other hand, a throttle valve 5a is provided in the throttle passage 5, and an intercooler 13 is provided in the intake pipe 6 immediately upstream of the throttle passage 5,
Further, a resonator chamber 14 is interposed downstream of the air cleaner 7 in the intake pipe 6.

In addition, an idle speed control valve (IS) is provided in a bypass passage 15 that connects the resonator chamber 14 and the intake manifold 3 and bypasses the upstream side and the downstream side of the throttle valve 5a.
CV) 16 is interposed. Furthermore, this ISCV1
A check valve 17 which is opened immediately downstream of 6 when the intake pressure is a negative pressure and which is closed when the intake pressure becomes a positive pressure by being supercharged by a turbocharger 18 is interposed.

In the turbocharger 18, a compressor is installed downstream of the resonator chamber 14 of the intake pipe 6, and a turbine is installed in the exhaust pipe 10. Further, a wastegate valve 19 is provided at the turbine housing inlet of the turbocharger 18, and a wastegate valve actuating actuator 20 is connected to the wastegate valve 19.

The waste gate valve actuating actuator 20 is divided into two chambers by a diaphragm, one of which forms a pressure chamber communicating with the waste gate valve controlling duty solenoid valve 21, and the other of which forms the waste gate valve 19. A spring chamber is formed that houses a spring that urges in the closing direction.

The wastegate valve controlling duty solenoid valve 21 is interposed in a passage that connects the resonator chamber 14 and the compressor downstream of the turbocharger 18 of the intake pipe 6, and is output from the ECU 50. The pressure on the resonator chamber 14 side and the pressure on the compressor downstream side are adjusted according to the duty ratio of the signal, and the pressure is supplied to the pressure chamber of the waste gate valve operating actuator 20.

That is, the wastegate valve controlling duty solenoid valve 21 is controlled by the ECU 50, and the wastegate valve operating actuator 20 is controlled.
Is operated to adjust the exhaust gas relief by the waste gate valve 19, so that the supercharging pressure by the turbocharger 18 is controlled.

An absolute pressure sensor 22 is connected to the intake manifold 3 through a passage 23, and the passage 2
3, an intake pipe pressure / atmospheric pressure switching solenoid valve 24 that selectively communicates the absolute pressure sensor 22 with the intake manifold 3 or the atmosphere is interposed.

Further, an injector 25 is provided immediately upstream of each intake port 2a of each cylinder of the intake manifold 3.
Further, an ignition plug 26 whose tip is exposed to the combustion chamber is attached to each cylinder of the cylinder head 2, and an ignition coil 26a is provided to this ignition plug 26 for each cylinder. The igniter 27 is connected.

The injector 25 includes a fuel tank 2
Fuel is pressure-fed from an in-tank type fuel pump 29 provided inside 8 through a fuel filter 30, and the pressure is regulated by a pressure regulator 31.

An intake air amount sensor 32 of a hot wire type or a hot film type is provided in the intake pipe 6 immediately downstream of the air cleaner 7, and the throttle valve 5a is connected to a throttle opening sensor 33a. Throttle sensor 33 with built-in idle switch 33b
Are lined up.

Further, a knock sensor 34 is attached to the cylinder block 1a of the engine 1, and a cooling water temperature sensor 36 is exposed to a cooling water passage 35 which communicates both the left and right banks of the cylinder block 1a, so that the exhaust pipe 10 is cooled. O2 at the collecting part of the above exhaust manifold 9
The sensor 37 is exposed.

A crank rotor 38 is rotatably mounted on a crank shaft 1b supported by the cylinder block 1a, and a crank angle sensor 39 including an electromagnetic pickup is provided on the outer periphery of the crank rotor 38. Further, a cam angle sensor 41 for discriminating a cylinder, which is composed of an electromagnetic pickup or the like, is provided opposite to a cam rotor 40 connected to the cam shaft 1c of the engine 1. still,
The crank angle sensor 39 and the cam angle sensor 41
Is not limited to a magnetic sensor such as an electromagnetic pickup, but may be an optical sensor.

As shown in FIG. 32, the crank rotor 38 has protrusions 38a, 38b and 38c formed on the outer periphery thereof, and these protrusions 38a, 38b and 38c are associated with the cylinders (# 1, # 2 and #). Before # 3, # 4 compression top dead center (BTD
C) It is formed at the positions of θ1, θ2, θ3, and in the present embodiment, θ1 = 97 ° CA, θ2 = 65 ° CA, θ3.
= 10 ° CA.

The protrusions of the crank rotor 38 are detected by the crank angle sensor 39, and as shown in the time chart of FIG. 30, BTDC 97 °, 65 °, 1
A crank pulse of 0 ° is generated every ½ revolution of the engine (180
Output every (° CA). Then, the input interval time of each signal is counted by a timer, and the engine speed is calculated.

The protrusion 38b serves as a reference crank angle when setting the ignition timing, and the protrusion 38c serves as a reference crank angle for the injection start timing at the start and a crank angle indicating the fixed ignition timing at the start. .

Further, as shown in FIG. 33, on the outer periphery of the cam rotor 40, the projections 40a, 40b for cylinder discrimination,
40c is formed, and the protrusion 40a is formed at the position after compression top dead center (ATDC) θ4 of the # 3 and # 4 cylinders.
b is composed of three protrusions, and the first protrusion is A for cylinder # 1.
It is formed at the position of TDCθ5. Furthermore, the protrusion 40
c is formed by two protrusions, and the first protrusion is A for cylinder # 2.
It is formed at the position of TDC θ6. In this embodiment, θ4 = 20 ° CA, θ5 = 5 ° CA, θ6 = 20 °
It is CA.

When the projections of the cam rotor 40 are detected by the cam angle sensor 41 and the combustion stroke sequence of each cylinder is # 1 → # 3 → # 2 → # 4, the combustion stroke sequence and Cylinder discrimination is performed based on a pattern (see the time chart of FIG. 30) with a value obtained by counting the cam pulse from the cam angle sensor 41 by the counter.

On the other hand, the ECU 50 shown in FIG. 34 is mainly composed of two computers, that is, a main computer 51 for performing fuel injection control, ignition timing control and the like, and a dedicated sub computer 52 for performing knock detection processing.
A constant voltage circuit 53 for supplying a predetermined stabilizing power source and various peripheral circuits are incorporated in each unit.

The constant voltage circuit 53 includes an ECU relay 54.
The relay coil of the ECU relay 54 is connected to the battery 55 via an ignition switch 56.
Further, the constant voltage circuit 53 is directly connected to the battery 55, and further, the fuel pump 29 is connected via a relay contact of a fuel pump relay 57.

That is, the constant voltage circuit 53 supplies control power when the ignition switch 56 is turned on and the relay contact of the ECU relay 54 is closed, and the ignition switch 56 is turned off.
Supply the power for backup when

The main computer 51 has a CPU 5
8 (hereinafter, referred to as main CPU 58), ROM 59,
RAM 60, the ignition switch 56 is OFF
Backup RAM 6 which holds data by being supplied with backup power from the constant voltage circuit 53 even when
1, a counter / timer group 62, a serial communication interface SCI 63, and an I / O interface 64 are connected to each other via a bus line 65.

The counter / timer group 62 includes various counters such as a free-run counter, a cam angle sensor (hereinafter, abbreviated as "CamSens") signal counting counter, a fuel injection timer, an ignition timer, and the like. A periodic interrupt timer for generating a periodic interrupt every 0.5 ms described later, a crank angle timer for inputting a crank angle sensor (hereinafter, abbreviated as "clasen") signal interval, and a watchdog timer for system abnormality monitoring For the sake of convenience, the various types of timers such as the above are collectively referred to, and various other software counters and timers are used in the main computer 51.

In the sub computer 52, the CPU 71 (hereinafter referred to as the sub CPU 71), the ROM 72, the RAM 73, the counter / timer group 74, the SCI 75, and the I / O interface 76 are also connected to the bus line similarly to the main computer 51. The microcomputer is a microcomputer connected via 77, and the main computer 51 and the sub computer 52 are the SCI 63, 7
They are connected to each other via a serial communication line via 5.

The I / O interface 64 of the main computer 51 has an intake port, an intake air amount sensor 32, a throttle opening sensor 33a, and a water temperature sensor 3 at its input ports.
6, O2 sensor 37, absolute pressure sensor 22, vehicle speed sensor 4
2 and battery 55 are A / D of 8 channel input
The idle switch 33b, the crank angle sensor 39, and the cam angle sensor 41 are connected together via the converter 66.
Is connected, and further, a starter switch 43 is connected to detect the starting state.

In this embodiment, the A / D converter 66 uses inputs for 7 channels, and the remaining 1
The channel is reserved.

An igniter 27 is connected to the output port of the I / O interface 64, and further,
Through the drive circuit 67, the ISCV16, the injector 2
5, the relay coil of the fuel pump relay 57, the waste solenoid valve controlling duty solenoid valve 21, and the intake pipe pressure / atmospheric pressure switching solenoid valve 24 are connected.

On the other hand, the I / O of the sub computer 52
The interface 76 has an input port to which the crank angle sensor 39 and the cam angle sensor 41 are connected, and
The knock sensor 34 is connected via the D / D converter 78, the frequency filter 79, and the amplifier 80. The knock detection signal from the knock sensor 34 is amplified to a predetermined level by the amplifier 80, and then the frequency filter 79. The necessary frequency components are extracted by the A / D converter 78.
At, it is converted into a digital signal and input.

The main computer 51 processes the detection signals from the sensors and calculates the fuel injection pulse width, ignition timing and the like. That is, the intake air amount sensor 32
The intake air amount is calculated from the output signal, and the fuel injection amount corresponding to the intake air amount is calculated based on various data stored in the RAM 60 and the backup RAM 61, and the ignition timing and the like are calculated.

Then, a drive pulse width signal corresponding to the fuel injection amount is output to the injector 25 of the corresponding cylinder at a predetermined timing via the drive circuit 67 to inject fuel, and at the predetermined timing, the igniter 27 is also used. To the ignition plug 26 of the corresponding cylinder.

As a result, the air-fuel mixture supplied to the corresponding cylinder explodes and burns, the oxygen concentration in the exhaust gas is detected by the O2 sensor 37 facing the collecting portion of the exhaust manifold 9, and the waveform of this detection signal is shaped. After that, the main CPU 58 compares the reference voltage (slice level) with
It is determined whether the engine air-fuel ratio state is on the rich side or lean side with respect to the target air-fuel ratio, and feedback control is performed so that the air-fuel ratio becomes the target air-fuel ratio.

On the other hand, in the sub computer 52, a sample section of the signal from the knock sensor 34 is set based on the engine speed and the engine load, and the signal from the knock sensor 34 is A / D at high speed in this sample section. Then, the vibration waveform is faithfully converted into digital data to determine whether knock has occurred.

The output port of the I / O interface 76 of the sub computer 52 is connected to the input port of the I / O interface 64 of the main computer 51, and the knock determination result of the sub computer 52 is I / O. It is output to the interface 76. Then, in the main computer 51, when the sub computer 52 outputs a determination result indicating that knock has occurred, the knock data is read from the serial communication line via the SCI 63, and the ignition timing of the corresponding cylinder is immediately read based on the knock data. Delay and avoid knocks.

In such engine control, in the main computer 51, various programs for each item such as signal input processing from each sensor, engine speed calculation, intake air amount calculation, fuel injection amount calculation, ignition timing calculation, etc. Is efficiently executed under the control of one OS. This OS has various management functions for vehicle control and an internal strategy closely related to this management function, and systematically combines various jobs.

As the management function of the above OS, (1-1) priority processing of jobs (1-2) support for divided files of each job by section definition (1-3) stack usage monitoring function (1-4) Abnormal interrupt operation monitor function (1-5) Functions such as standard map and standard work memory settings that do not create unique restrictions for each job improve the control strategy development environment and maximize the limited CPU power. The same time interval processing which is the basis of digital control theory can be achieved as much as possible.

As the equal time interval processing, 2, 4, 10, 50, 250 are based on the periodic interrupt every 0.5 ms.
Five types of equally interrupted jobs for every ms are prepared, and a high-priority class job (hereinafter simply referred to as classen job) that is immediately interrupted by crank angle signal input as processing synchronized with engine rotation. , A relatively low-urgency low-priority job that is interrupted by a crank angle signal input when there is no other job with a higher priority.

Each of these jobs includes a class job>
A priority level of 7 to 1 is assigned from a high side to a low side in the order of 2 ms job> 4 ms job> 10 ms job> low priority class job> 50 ms job> 250 ms job, and as shown in FIG. The low-speed job is divided into the high-speed job and processed, and the multiplex waiting process of each job is performed.

Further, each program operating under the OS is arranged in order for each function-based management area, that is, for each section area, and each section area is named for each function by a section declaration. The main section areas used on each strategy file side are: ○ Variable declaration area ○ Self-file name, automatic recording area during file creation ○ Setting data area ○ Class job area ○ 2ms job area ○ 4ms job area ○ 10ms job area ○ Low priority class job area ○ 50ms job area ○ 250ms job area ○ Reset initialization job area ○ Engine stall initialization job area ○ Background job area ○ Program body area, which is a file division for each function and program development It also enables structured description of programs.

Further, the above-mentioned OS has (2-1) A / D conversion processing (2-2) Calculation of various information related to crank position (2-3) Debug as internal strategy closely related to the above management function Simulation function (engine rotation and A / D conversion) (2-4) Ignition timer set (2-5) Fuel injection timer set and other functions are provided. Furthermore, various service routines related to these functions are provided. It is prepared in each job.

Conventionally, such a function has been achieved at each job level, but in this system,
If the fuel injection amount, ignition timing, etc. are set for each job on the user side based on the A / D conversion result processed by the OS side, crank position information, engine speed, etc. The instruction value is set by the OS in the fuel injection timer and the ignition timer.

Next, the ignition control function of the main computer 51 will be described with reference to the flowcharts of FIGS. Since the sub computer 52 is a computer dedicated to knock detection processing, its operation description is omitted.

First, the ignition switch 56 is turned on.
When the system is powered on, a reset interrupt associated with the reset is activated, various initializations are performed, and a periodic interrupt timer for activating the periodic interrupt is activated every 0.5 ms.
Each signal input from 9 (BTDC 97 °, 65 °, 10 °
The classen interrupt that is activated every six engine revolutions per CA) is permitted, and then the background job is executed.

Then, on this background job, a periodic interrupt every 0.5 ms and 6 times per engine revolution.
A job of the 7th level is preferentially processed by the number of classen interrupts. In these two interrupts, after executing their own processing, they jump to a common address and execute job priority processing.

The reset interrupt may also be caused by factors that do not normally occur, such as when division by 0 is executed in an internal operation or when an infinite loop occurs.
Is activated.

First, the periodic interrupt every 0.5 ms shown in FIG. 2 will be described. In this periodic interrupt, step S1
At 00, set the OS work area, and at step S101,
When the watchdog timer is initialized, the process proceeds to step S102, and the P-RUN flag is set once every 20 times, that is, 10 times.
Invert every ms. The P-RUN flag is a flag for preventing the system from being automatically reset by a protection circuit (not shown), and is protected as long as the system operates normally and is inverted at regular time intervals (every 10 ms). The operation of the circuit is blocked.

Then, in step S103, the switch output is transferred. This switch output is the ON / OFF value of the bit written in the memory in each job. It is not directly output from the output port of the I / O interface 64 from each job, but the OS outputs the memory every 0.5 ms. Transfer the value to the output port.

Next, in step S104, an A / D conversion subroutine is executed to make various settings related to A / D conversion, and in step S105 a job flag creation subroutine is executed to set 2, 4, 10 After creating the job flag JB_FLG indicating each job interruption request every 50, 250 ms, the A / D conversion is started in step S106.

In the A / D conversion, basically, the 8-channel input of the A / D converter 66 is processed every 0.5 ms in a predetermined conversion order, and all the inputs are converted in a cycle of 4 ms. However, one specific channel is synchronized at every crank angle of 90 ° (with time accuracy of 0.5 ms) for A / D conversion of suction pipe pressure that causes rotational pulsation, and interrupts the conversion order. The processing is performed in a dull shape, and the order of subsequent inputs is delayed by one.

When the engine speed is 3750 rpm or more, the last input of A / D conversion is completely stopped, and
At 500 rpm or more, the penultimate input is also stopped, but the order of A / D conversion is that the throttle opening, intake air amount, etc. that have a fast change, and the cooling water temperature, voltage, etc., that have a relatively slow change. Is set so that
Moreover, since the last A / D conversion order is set to the crank synchronization input, no particular trouble occurs.

Further, as shown in FIG. 18, the job flag JB_FLG is one in which each bit of the 1-byte variable is assigned as a flag corresponding to each job, and a plurality of job requests can be made simultaneously. There is. Bits 1 to 7 of this 1-byte variable correspond to priority levels 1 to 7, and are respectively 250 ms job, 50 ms job,
It is assigned to flags of low priority class job, 10 ms job, 4 ms job, 2 ms job, and class job. Then, when a predetermined bit is set, a job interruption request of a corresponding priority level is made. still,
Bit 0 is assigned to the flag of the background job and is not normally referred to.

Then, in step S105, the job flag JB_FLG is created by the job flag creation subroutine, and after A / D conversion is started in step S106, the process proceeds to step S107, and any job of the job flag JB_FLG is processed. Check whether the bit to be set is set.

As a result, when none of the bits of the job flag JB_FLG is set, there is no request from any job and the interrupt is ended.
If any bit of LG is set, the process proceeds to step S108, and there is no flag below the current level (a state in which a job of a predetermined priority level is being executed at the time when this periodic interrupt is executed). To find out.

If there is no flag lower than the current level in step S108, the process jumps to the job priority processing shown in the label WAR_JB in FIG. 4, and if there is a flag lower than the current level, the level lower than the current level is checked in step S109. The overlap counter OLC of is increased by one.

The overlap counter OLC is a counter for storing a job request, 1 byte is allocated to each priority level, and the job flag JB_F is set.
It is incremented when a job is requested by LG and decremented when the job is completed. That is, by storing the job request by the counter, it is possible to deal with the multiple job request.

Then, the above steps S109 to S1
Go to step 10 to check whether there is a flag higher than the current level. If there is no flag higher than the current level, exit the routine and end the interrupt. If there is a flag higher than the current level, the job priority process of label WAR_JB is executed. Jump to.

On the other hand, in contrast to the periodic interrupt every 0.5 ms, the interrupt by the classen in FIG.
Then, when the OS work area is set, step S201
Then, a crank position / half-rotation time calculation subroutine described below is executed to calculate a crank position variable for determining the current crank position and a half-rotation time that is the sum of the latest three Classen intervals.

The crank position variables are system variables prepared in the OS, and as shown in FIG.
Crank position for # 4 cylinder is 97 °, 65 °, 1
It is divided into 12 state sections by 0 ° CA and represents the current crank position.

That is, for each cylinder, the crank position information variable S_CC indicating the order of Krasen input by numerical values of 0, 1, 2
AS, # 1 cylinder is 0, # 3 cylinder is 1, # 2 cylinder is 2, #
Cylinder information variable S_ indicating the combustion order of cylinders with 4 cylinders as 3
RCAS and a crank total position variable S_AC that comprehensively represents the Krasen order and the cylinder order with numerical values of 0 to 11
The current crank position is represented by the three variables of AS, and when the crank position is normally discriminated with confirmation, it is set to 0, an estimated state where the discriminant results are not consistent and 1 is anxiety, and 2 is an unknown state. Error level S_ECA
S is used to indicate the determination status of the crank position. Incidentally, in FIG. 19, S_ indicating a system variable is omitted.

Next, from step S201 to step S2
When the process proceeds to 02, it is checked by reading the code stored in the accumulator A whether the crank position determination in the crank position / half-rotation time calculation subroutine has ended normally or cannot be determined (error code 1, normal Exit code 0).

Then, in step S202, when the content of the accumulator A is 1 and the crank position cannot be determined, the interruption is ended, the content of the accumulator A is 0, and the crank position is determined normally. If so, the process proceeds to step S203, and the engine stall flag is cleared.

The engine stall flag is a flag indicating that the engine is in the engine stall state. When the classen interval is 0.5 sec or more (about 30 rpm or less), an engine stall processing routine prepared for a 50 ms job is provided. Is set by, and is cleared by this classen interrupt to release the stalled state.

Next, in step S204, the ignition timer setting subroutine described below is executed, and the ignition timer is set according to the ignition schedule described below for determining the ignition sequence. Next, in step S205, the fuel injection timer setting subroutine is executed, and the fuel injection start timing and the like are set in the fuel injection timer for the fuel injection amount instruction value (injection width for each cylinder) set on the user job side. Then, the process proceeds to step S206.

In step S206, it is determined whether or not the current job level at which this class is executed is its own job level. If the current status is at the class job itself, then in steps S207 and S208 the class job ,
Overlap counter OLC for low priority class job
Is incremented by 1 to terminate the interruption, and when the current job level is not the level of the class job, it is checked in step S209 whether the current job level is the level of the low priority class job or more.

If the current job level is equal to or higher than the low-priority class job, the process proceeds from step S209 to step S210, and if the overlap counter OLC of the low-priority class job is incremented by 1, step S2
At 11, the job flag of the class job is set, and the process jumps to the job priority process of the label WAR_JB.

On the other hand, in step S209, if the current job level is not lower than the low-priority class job, the process proceeds from step S209 to step S212, and the job flag of the class job is set. The job flag is set, and the process jumps to the job priority process with the label WAR_JB.

In this job priority process, step S300
Then, if the job level JB_LEV, which is a 1-byte variable indicating the priority level of the job, is increased by one, the process proceeds to step S301, and it is checked whether or not the job flag corresponding to this priority level is set. If the job flag is not set, the process returns to step S300 to further increase the job level JB_LEV by one, and if the job flag is set, the process proceeds to step S302 to set the overlap counter OLC of the job for which the job flag is set. Initial value 0
Is set to 1 and the process proceeds to step S303.

In step S303, it is checked whether or not there is a higher job flag. If there is a higher job,
Returning to step S300, the above processing is repeated. If there is no higher job, the process proceeds to step S304 to set the job executing flag JB_RUN, and then step S3
At 05, the highest-level job is executed by the job execution subroutine described later.

The job executing flag JB_RUN is
It is a flag that is set at the start of job execution and cleared at the end. By this flag, a job interrupted by a job with a higher priority can be identified during processing.

For example, as shown in FIG. 20, JB_LE
When an interrupt request for a 2ms job with JB_LEV = 6 is made during execution of a 10ms job with V = 4, the processing of the 10ms job is interrupted, and the higher priority 2ms job is set to JB_RUN = 1 and OLC = 1. Is executed. Then, during the processing of this 2 ms job, JB_
When an interrupt request for a 4 ms job with LEV = 5 occurs,
This 4 ms job is set to JB_RUN = 0 and OLC = 1 to accept an interrupt, but is not executed and is in a standby state.

After that, when the execution of the job by the job execution subroutine is completed, the process proceeds from step S305 to step S306, the overlap counter OLC is decremented by 1, and it is checked in step S307 whether the overlap counter OLC has become zero. . As a result, when the overlap counter OLC is not zero and there are multiple job interrupt requests at the same priority level, step S3
Returning to 05, the job is repeatedly executed, and when the overlap counter OLC becomes zero, the process proceeds from step S307 to step S308 to clear the job executing flag JB_RUN.

Next, in step S309, when the job level JB_LEV is lowered by 1 and the job level is moved to the next job level,
In step S310, it is checked whether this job level JB_LEV has become zero. Then, the job level JB_
When LEV is zero, this interrupt is ended, and when job level JB_LEV is not zero, step S3
Proceed to 11 and check whether the overlap counter OLC is zero.

When the overlap counter OLC is zero in step S311, there is no job request at this level. Therefore, the process returns from step S311 to step S309, the job level JB_LEV is further lowered by one, and the same processing is repeated. If the overlap counter OLC is not zero, the flow advances to step S312 to check if the job executing flag JB_RUN is set at this job level.

When the job executing flag JB_RUN is set in step S312 above, the job was being executed before the interruption, so the interruption is terminated and the process returns to the job before the interruption, and the job executing flag JB_RUN is set. If not, the process returns to step S304, the job of this level is executed, and the same processing is repeated.

That is, in FIG. 20, JB_LEV
= 6 ms 2ms job is completed, OLC = 0, JB_RU
When N = 0, the job level is lowered by 1 and JB_
4ms job with LEV = 5, JB_RUN = 0, OL
JB_RUN = 1 is set from the standby state of C = 1,
To be executed. Furthermore, when the 4ms job is completed, JB
Moving to _LEV = 4, the processing of the 10 ms job suspended by the 2 ms job and the 4 ms job is resumed from the state of JB_RUN = 1 (job is being executed).

In this way, the periodic interrupt every 0.5 ms,
A job flag J for notifying the priority level and execution timing of each job with the classen interrupt as the basic timing.
Since B_FLG is created, equal time interval processing and engine rotation synchronization processing can be realized as accurately as possible, and each job can be processed efficiently. Further, the job flag JB_F updated for each interrupt which is the basic timing
Since the overlap counter OLC stores the job multiplex request regardless of LG, even if the processing time of a certain job is prolonged and it is time to execute the same job again, the processing is abandoned midway. No, the process can be continued to the end as much as possible.

Next, the job execution subroutine of FIGS. 5 to 8 will be described.

First, in step S500, the job flag JB is set.
By referring to _FLG, it is checked whether the job to be executed is not a class job. If it is not a class job,
The processing branches to label ALJ10, and if it is a class job, the process proceeds to step S501 to check whether or not cylinder discrimination is provided.

When the cylinder is not discriminated, the routine is not executed and the job is not executed. When the cylinder is discriminated, the steps from step S501 to step S501 are executed.
In step S502, the value of the overlap counter OLC is referenced to check whether or not the multiplex wait state is set.

In step S502, when the multiplex waiting state is not set, the process proceeds to step S503, and the system variable S_ACAS (crank total position variable) calculated for each classen interrupt is set as the user variable ACAS, while in the multiplex waiting state, The process branches to step S504 and the user variable A
The new user variable ACAS is obtained by taking the remainder obtained by increasing CAS by 1 and dividing by 12, and this user variable ACAS
, 0, 1, 2, ..., 11, 0, 1 ,.

That is, the classen job and the low-priority classen job may be delayed by being disturbed by the job itself or the high-priority job, but the classen interrupt is executed exactly in synchronization with the crank angle sensor signal, and the system variable S
_ACAS is updated regardless of job delay.

Therefore, in the job, the system variable S_AC
Even if the user knows the information about the cylinder and the crank position by referring to AS and tries to perform the work according to this information, if he / she is delayed by another job, the cylinder corresponding to his / her work And, it becomes impossible to know the information related to the crank position. For this reason, in the class job and the low-priority class job, the OS system variable S_ACAS is set to the user variable ACAS when the multi-wait state is not set.
As described above, the user variable ACAS is updated every time the job is executed, and even in the case of a multiple request, the information regarding the cylinder and crank position corresponding to itself is obtained and appropriate processing is performed.

Thereafter, the process proceeds from step S503 or step S504 to step S505 to set the work area of the job. In step S506, the level 0 interrupt is permitted, and in step S507, the classen job section is entered. Then, the processing linked to this class job section is executed, and in step S508, the interrupt is prohibited and the routine exits.

Next, at step S500, when the job to be executed is not a class job, the label AL
In step S510 of J10, it is checked whether or not the job is a 2 ms job. When the job is a 2 ms job, the work area of the job is set in step S511. In step S512, the level 0 interrupt is permitted, and in step S513, the 2 ms job Go to section. Then, the job main body (a routine based on the control strategy on the user side or a service routine prepared on the OS side) linked to this section is executed, and in step S514, interrupt is prohibited and the routine exits.

On the other hand, in step S510, if the job to be executed is not a 2 ms job, the process branches from step S510 to step S520 to check whether or not the job to be executed is a 4 ms job. If it is not a 4 ms job, the process branches to label ALJ30. If it is a 4 ms job, the work area of the job is set in step S521, and the process proceeds to step S522. Note that this 4ms job is
A / D conversion use job, which uses A / D conversion data via a system shift buffer SSHB described later.

In step S522, the interrupt of level zero is permitted, and then in step S523, the switch input is read, and in step S524, the section of the 4 ms job is moved to and the linked job main body is executed.
After that, when the section of the 4 ms job is exited, the interrupt is prohibited in step S525, the process proceeds to step S526,
The system shift buffer SSHB is shifted to exit the routine.

The system shift buffer SSHB is
As shown in FIG. 21, head offset addresses 0, +8, +1 in which the A / D conversion results of 8 channels are stored
It consists of memories of Nos. 6, +24, +32, +34, +36, and +38, and a 1-word memory at the start offset address -2 where the A / D conversion result of crank synchronization at every 4 ms is stored. One A / D conversion result executed each time is stored in one word (2 bytes).

4 from the start offset address 0
It is a multi-stage shift memory, and A / D every 90 ° CA.
The conversion result is stored and the latest 4 data (1 rotation) can be referred to from the job. The head offset addresses +32, +34, +36, and +38 are each 1
This is a word memory, and when the smoothing function is selected, a weighted average value of the A / D conversion results is stored to enable noise removal and accuracy improvement. The data is available for slow jobs.

Further, each head offset address +8, +
From addresses 16 and 24, each is a 4-word memory,
It is designed to be used in 4ms jobs. In each of these memories, the latest A / D conversion result is counted from the beginning,
Since the value of the overlap counter OLC of the ms job is stored in the subsequent word, the data is read from the first word when the 4 ms job is executed, and the data of each word is sequentially shifted to the first direction as the job ends. It is a FIFO buffer that is read from the data stored in.

That is, the A / D conversion is accurately performed in a cycle of 4 ms by a periodic interrupt every 0.5 ms.
ms jobs may be delayed by being disturbed by higher priority jobs. Therefore, the FIFO buffer is used for the transfer of the A / D conversion, and +8 to +16 to +24 for a 4 ms job.
After referring to the data in the FIFO buffers at addresses, the data in the FIFO buffers are sequentially shifted in step S526.

On the other hand, when the job to be executed is not the 4 ms job in step S520 but branches to the label ALJ30, the job to be executed is 10 in step S530.
It is checked whether it is an ms job or not, and if it is a 10 ms job, the work area of the job is set in step S531, and the step
If the level 0 interrupt is enabled in S532, step S5
At 33, the section moves to the 10 ms job section, the job main body is executed, and at step S534, interruption is prohibited and the routine exits.

In the 10 ms job section, an engine speed calculation subroutine for calculating the engine speed from the half rotation time, an ignition schedule creation subroutine to be described later, and the like are prepared as service routines on the OS side.

If it is determined in step S530 that the job to be executed is not a 10 ms job, then step S5 is executed.
The process branches from 30 to step S540 to check whether the job to be executed is a low priority class job. If the job is not the low priority class job, the process branches from step S540 to the label ALJ50. If the job to be executed is the low priority class job, the process proceeds from step S540 to step S541, and the current state is the multiplex waiting state. Check if there is.

When the current state is not the multiplex waiting state, the process proceeds from step S541 to step S542, the system variable S_ACAS (crank total position variable) is set as the user variable ACAS, and the process proceeds to step S544. After branching from step S541 to step S543 and incrementing the user variable ACAS by 1 to obtain the remainder, the process proceeds to step S544.

In step S544, the work area of the job is set, and in step S545, when the interrupt of level 0 is permitted, in step S546, the section of the low priority class job is moved to and the job main body is executed, and then step S547.
Disable the interrupt and exit the routine.

Further, in the label ALJ50, the step
In S550, it is checked whether or not the job to be executed is a 50 ms job. If the job is a 50 ms job, the process proceeds to step S551 to set the work area of the job, and the process proceeds to step S552.

When the level 0 interrupt is permitted in step S552, the process moves to the 50 ms job section in step S553, and the stalling processing routine prepared on the OS side,
The ignition timing retard routine for each cylinder, the fuel injection start timing setting routine, etc. are executed, and the routine based on the control strategy on the user side is executed. After the job is completed, the interrupt is prohibited in step S554, and the routine is exited.

On the other hand, if the job to be executed in step S550 is not a 50 ms job, then step S5
After branching from step 50 to step S560 and setting the work area of the job, in step S561 the level 0 interrupt is permitted, the process proceeds to step S562, the section area of the 250 ms job is entered, the job body is executed, and then step S5
Disable interrupt at 63 and exit the routine.

In the above job priority processing, it is necessary to always grasp the crank position accurately, and the crank position calculation subroutine shown in FIG. 9 is executed for each classen interrupt to execute the crank position variable S_CCAS,
S_RCAS, S_ACAS, S_ECAS are calculated. In the following description, S_ indicating a system variable will be omitted from the crank position variable.

In this crank position calculation subroutine,
First, in step S600, the lower 2 bytes of the class timer are stored in the lower 2 bytes of the soft timer. This classen timer is a hardware timer provided in the ECU 50, and in the present embodiment, a 16-bit timer has a maximum of 2 timers.
Counting is possible up to 55 ms, but a continuous area of 3 bytes is secured in the memory and used as a soft timer.

That is, by transferring 2 bytes of the classen timer to the lower 2 bytes of the soft timer and counting up the 3rd byte by the interrupt generated by the overflow of the classen timer, the classen interval can be up to 64 seconds.
It is possible to count up to ec (255 ms × 256), and it is possible to easily cope with an extremely long Krasen interval such as cranking without using a special hardware timer of 16 bits or more.

Next, from step S600 to step S601.
Proceed to to check if the class interval is less than the set time. This set time is a time as a classen interval corresponding to the maximum engine speed, for example, 0.3 ms, and when the classen interval is less than or equal to the set time in step S601, a step is taken as a counting error of the classen timer due to mixing of noise or the like. In S602, error code 1 is stored in accumulator A and the routine exits. Also, the above steps
In S601, when the classen interval is longer than the set time, it is determined that the classen timer is normal, and the process proceeds to step S603.

At step S603, CCAS.R to be described later is performed.
The CAS determination subroutine is executed to determine the crank position, and in step S604, it is determined whether the error level ECAS is 2, that is, whether the crank position is unknown such as during cranking. , ECAS = 2
In case of, it branches to step S605 and accumulator A
Store error code 1 in and exit the routine.

On the other hand, in the above step S604, ECAS ≠ 2
In case of, the process proceeds to step S606, and the third byte of the soft timer is set to 0. Then, the process proceeds to step S607, whether or not the crank position information variable CCAS is 1, that is,
Current crank position is BTDC 65 ° CA-10 ° CA
During the period (see FIG. 19), CCAS = 1
In case of, it jumps from step S607 to step S609, and in case of CCAS ≠ 1, it advances from step S607 to step S608 and increments the A / D conversion request by 1,
Proceed to step S609.

This A / D conversion request is a flag-like variable for instructing crank synchronization A / D conversion for each 90 ° crank angle, and takes a value of 0, 1 and when the value is 1, crank synchronization is performed. Instruct A / D conversion. That is, as described above, of the 8-channel A / D conversion, the 1-channel A / D conversion is performed at every crank angle of 90 °.
When CCAS becomes 0 (BTDC 97 °), CC
When AS becomes 2 (BTDC 10 °), the crank-synchronized A / D conversion request is set, and the A / D conversion for every 90 ° crank angle is interrupted for the A / D conversion order every 0.5 ms. It does.

Thereafter, in step S609, the crank total position variable ACAS is calculated by multiplying the cylinder information variable RCAS by 3 and adding the crank position information variable CCAS (ACAS = RCAS × 3 + CCAS), and in step S610, the soft timer is calculated. Is limited to 2 bytes, and when the classen timer overflows, the lower 2 bytes are set to FFFF (255 ms) and the process proceeds to step S611.

In step S611, the Krasen interval data is stored in (an element of) TCAS [ACAS] whose index is the crank total position variable ACAS = 0, 1, 2, ..., 11, and in step S612, the crank position information is stored. Variable CCA
Array (element of) MTCSX with S = 0, 1, 2 as subscripts
Store Classen interval data in [CCAS].

As shown in FIG. 22A, the array TCAS is a 12-word classen interval table in which classen interval data for two engine revolutions corresponding to ACAS = 0, 1, 2, ..., 11 is stored. Yes, array MTCSX
As shown in FIG. 22B, CCAS = 0,1,2
3 pieces of Classen interval data corresponding to
It is a word classen interval table.

That is, the CCAS
Each information variable CCAS, RCAS, ACA by the RCAS discrimination subroutine (details will be described later) and step S609.
S is updated, for example, CCAS = 1, RCAS = 1,
ACAS = 4 has been updated, and now the crank position is # 3.
When the cylinder BTDC is 65 ° to 10 ° CA, the # 3 cylinder BTDC 97 ° CA is clocked by the classen timer.
From the Krasen signal input in the # 3 cylinder BTDC65
In step S611, the total position variable ACAS is calculated as the time until the Krasen signal is input in ° CA (Krasen interval data).
Is stored as a parameter at the address of ACAA = 3 in the array TCAS, and the crank position information variable CCAS is stored as a parameter at the address of CCAS = 0 in the array MTCSX in step S612.

Therefore, the total position variable ACAS and the crank position information variable C are set for each classen interrupt by the classen input.
Every time the CAS is updated, the data in the arrays TCAS and MTCSX are sequentially updated. Therefore, by referring to the array TCAS, it is possible to know the change in the Krasen interval (change in rotational speed) at each crank position of each cylinder. Therefore, it is possible to determine whether or not there is a misfire in each cylinder, the combustion state, and the like, and it is possible to grasp the operating status of all cylinders. Also,
By referring to the array MTCSX, the latest Classen interval can always be obtained, and the current operating condition can be quickly grasped.

Next, in step S613, the value of the error level ECAS is checked again. Here, since it has already been confirmed in step S604 that ECAS ≠ 2, it is checked whether or not the error level ECAS is 1, that is, whether or not the determination of the crank position is an estimation state in which anxiety remains. .

When ECAS ≠ 1 (that is, ECAS = 0) in step S613 and the crank position is determined with certainty, the process proceeds from step S613 to step S614, and the sum of the latest three classen interval data ( The sum of the Classen interval data stored in the array MTCSX) is calculated as a 3-byte half rotation time MTCS18 (MTCS18 = ΣMTCSX). That is,
The half rotation time MTCS18 is calculated each time the crank position information variable CCAS is updated for each classen interrupt and the data in the array MTCSX is updated, and the BTDC 97 °,
The latest data can always be obtained by taking the moving sum of the Krassen intervals for each position of 65 ° and 10 °.

On the other hand, in the above step S613, ECAS = 1
When the crank position is in an estimated state in which the determination of the crank position remains uncertain, the half rotation time MTCS1 is calculated from the array MTCSX.
8, the half rotation time estimation subroutine is executed in step S615, and the half rotation time MTCS18 is estimated according to the value of the crank position information variable CCAS.

That is, when CCAS = 0, BTDC
10 ° ~ ATDC 83 ° (BTDC 97 ° for the next cylinder)
The angle between 93 ° and the previous Krasen distance x 180/93
Is estimated as a half rotation time MTCS18, and when CCAS = 1, from the angle 32 ° between BTDC 97 ° and 65 °, the previous Krasen interval × 180/32 is calculated as the half rotation time MTCS1.
Estimated to be 8. Furthermore, when CCAS = 2, BTDC
From the angle 55 ° between 65 ° and 10 °, the previous Krasen interval × 180/55 is estimated as the half rotation time MTCS18.

Then, in step S614, the half rotation time M
After calculating TCS18, or the above step S615.
After estimating the half rotation time MTCS18 in step S6,
Proceeding to step 16, when the 3-byte half rotation time MTCS 18 is limited to 2 bytes and stored in the predetermined variable MTCSK, in step S617 this variable MTCSK is doubled and stored in the variable MTCSK4, and in step S618, normal end Store code 0 in accumulator A and exit the routine.

Then, in the above-mentioned job execution subroutine, the engine speed is calculated every 10 ms, and this engine speed is calculated from the reciprocal of the variable MTCSK that limits the 3-byte half rotation time MTCS 18 to 2 bytes.

More specifically, half of the unit time (1 min) of the revolutions per minute rpm, 30 seconds, is taken as the half revolution time MT.
Divide by CSK to make 1 rpm as a unit 2
The variable NRPM in bytes, that is, the engine speed is calculated (NRPM = 30 sec / MTCSK), and this engine speed is used as one of the basic parameters in various control amount calculation processes.

Next, the CCAS / RCA shown in FIG.
The S determination subroutine will be described. In this subroutine, first, in step S800, the CamSen counter is limited to 0-4. As shown in FIG. 30, the number of cam pulses from the cam angle sensor 41 (the number of cam pulses between Krasen signals input) counted by the camsen counter is 0 to 3 in the normal state, but the influence of noise or the like is generated. May result in an abnormal count value of 4 or more,
The camsen counter is limited to 0 to 4 and an abnormal state is represented by 4.

Next, in step S801, a combination of 5 × 4 × 2 (the number of cam sens counters 0 to 4 is 5) is obtained from (the count value of) the cam sen counter, the cylinder information variable RCAS, and the crank position information variable CCAS. Type, cylinder information variable RCAS
Of the cylinder / crank position state CCHMA in which the state data for four types of 0 to 3 and two types when the crank position information variable CCAS is 0, 1 and 2 are stored.
Read P.

This cylinder / crank position state map CCH
As shown in FIGS. 23 (a) and 23 (b), MAP is used when the crank position information variable CCAS is 0 or 1 and when the crank position information variable CCAS, which is the change point of the cylinder information variable RCAS, is 2. Separately, for all possible states of each combination of the cam sen counter and the cylinder information variable RCAS, state data indicating whether it is normal, abnormal, or whether it should be confirmed or confirmed should be stored. You can evaluate and know what to do next.

The above-mentioned state data is 2-bit data, and the value of bit 0 indicates whether it is definite or estimated, and the value of bit 1 indicates whether it is normal or abnormal. The value of bit 0 is
When the value is 0, the determination is made, and when the value is 1, the estimation is shown. As can be seen from FIG. 30, the determination is made only when the CamSen counter is 2 or 3, and the estimation is otherwise inevitable. When the value of bit 1 is 0, it indicates normal, and when it is 1, it indicates abnormal. Only when the value of Camsen counter is 3 or less and the combination according to FIG. 19 and FIG. It is in an abnormal state.

For example, as shown in FIGS. 19 and 30, the combination of CCAS = 0 or 1, that is, the combination of BTDC 97 ° to 10 ° of a certain cylinder with the Camsen counter set to 0 and the cylinder information variable RCAS set to 0 is obtained. In addition, since it is a state in which the crank position can be estimated normally, the state data of 01 (normal estimation) in binary is stored in the corresponding region of the cylinder / crank position state map CCHMAP.
Furthermore, when the cam sen counter is 1 and the cylinder information variable RCAS is
The combination in which 0 is 0 is clearly abnormal and is in a state that can only be estimated. Therefore, 11 (abnormality estimation) state data in binary number is stored in the corresponding region of the cylinder / crank position state map CCHMAP.

Further, CCAS = 2, that is, a combination in which the CAMDC counter is 3 and the cylinder information variable RCAS is 0 for BTDC10 ° to ATDC83 ° of a certain cylinder is a crank position sandwiching TDC of the # 1 cylinder. Cylinder / crank position status map CCHM because it can be confirmed normally
Binary number 00 (normally confirmed) status data is stored in the corresponding area of the AP, and further, the Kamsen counter is set to 2
Since the combination in which the cylinder information variable RCAS is 0 is obviously abnormal, it is in a state in which there is no choice but to determine if there are two or more Camsen inputs. 10 (abnormal determination)
The status data of is stored.

When the status data is read from the cylinder / crank position status map CCHMAP in step S801, the process proceeds to step S802, and it is determined whether or not the error level ECAS is 2, that is, the current status is not cylinder-determined. Check whether it is in an unknown state, ECAS = 2
If it is, it is checked whether or not bit 0 of the state data read from the cylinder / crank position state map CCHMAP in step S803 is 0, that is, whether it is the confirmed state. If it is the confirmed state, the process proceeds to step S804, and the state is not the confirmed state. When it is in the estimated state, it exits the routine and waits until it becomes the confirmed state.

On the other hand, if ECAS ≠ 2 in step S802, the flow advances to step S804 to check whether the state is the estimated state or not, and depending on the fixed state or the estimated state, the process proceeds to step S805 or subsequent steps or step S812 or subsequent steps. If the process proceeds to step S804 in the confirmed state at step S803, the process proceeds to step S805 and subsequent steps.

First, the processing after step S805 will be described. When the processing proceeds to this step S805,
Since it is in the confirmed state that the cylinder discrimination is made regardless of abnormality,
As can be seen from the time chart of FIG. 30, since the present classen interrupt is an interrupt of BTDC 97 ° after three or two cam pulses are input, the crank position information variable CCAS is set to 0.

Next, in step S806, it is checked whether or not the CamSen counter is 3, and the CamSen counter is 3
If it is not, that is, when the CamSen counter is 2, it is after ignition of the # 2 cylinder, so the cylinder information variable RCAS is set to 3 in Step S807 and the process proceeds to Step S809. Since it is after ignition, the cylinder information variable RCAS is set to 1 in step S808, and the flow proceeds to step S809.

In step S809, the status data is read again from the cylinder / crank position status map CCHMAP using the updated crank position information variable CCAS, cylinder information variable RCAS, and Camsen counter as parameters, and bit 1 of this status data is 1 , That is, whether or not it is in an abnormal state.

As a result, in step S809, when the bit 1 of the status data is 1 and it is determined that there is an abnormal condition, the crank position information variable CCAS and the cylinder information variable RC are obtained.
Assuming that the AS update result is an uneasy estimate
In step S810, the error level ECAS is set to 1, and the routine exits. When bit 1 of the status data is 0, indicating a normal state, the error level ECAS is set to 0 in step S811, and the routine exits.

On the other hand, in the processing after step S812, in step S812, the current crank position information variable CCAS (crank position information variable CCAS calculated by the previous Krasen interrupt) is 2, that is, the change point of the cylinder information variable RCAS. If CCAS = 2, the process proceeds from step S812 to step S813, and the cylinder information variable R
CAS is incremented by 1, the crank position information variable CCAS = 0 is set in step S814, and the flow proceeds to step S817.

On the other hand, in the step S812, CCAS ≠ 2
If it is, the process proceeds from step S812 to step S815 to check whether the CamSen counter is not 0. If the CamSen counter is not 0, the above-mentioned Step S813 is executed.
When the cam sen counter is 0,
In S816, the crank position information variable CCAS is incremented by 1, and the process proceeds to step S817.

In step S817, the status data is read again from the cylinder / crank position status map CCHMAP using the updated crank position information variable CCAS, cylinder information variable RCAS, and CamSen counter as parameters to determine whether or not the status is abnormal. Check, bit 1 of status data is 0
In the normal state, the routine is exited as it is (the current error level ECAS = 0 remains). If the bit 1 of the status data is 1 and the status is abnormal in step S817, the process proceeds to step S818, and the error level ECAS is set as the estimation result that the crank position information variable CCAS and the cylinder information variable RCAS are anxious. Set to 1 and exit the routine.

Each job based on the control strategy on the user side is preferentially processed by the above-mentioned periodic interrupt processing and the classen interrupt processing every 0.5 ms. For example, the intake air amount and the engine rotation speed are set by the ignition timing setting routine during the 10 ms job. When the instruction value (angle) IG_DEG of the ignition timing is set according to the engine operating state such as the number, the ignition schedule is created by the ignition schedule creation subroutine prepared on the OS side based on the indicated ignition timing IG_DEG, and the ignition schedule is created. The sequence is determined.

The command ignition timing IG_DEG can be set in the range of -60 ° to + 97 ° with the retard side from the compression top dead center being negative, and when determining the ignition sequence, the crank position variable is used to determine the ignition interval. A variable is set, and the ignition schedule is created based on the section indicated by this ignition section variable.

As shown in FIG. 24, the ignition interval variables are the ignition cylinder information variable IGRCAS and the crank position information variable CC indicating the target cylinder for which the ignition coil 26a is energized and ignited using the cylinder information variable RCAS.
Ignition crank position information variable IGCCAS indicating a section where energization ends, that is, ignition is performed using AS, and dwell start crank position information variable DWCCAS indicating a section where energization to the ignition coil 26a should start using the crank position information variable CCAS The ignition crank position information variable IGCCAS takes values of 0, 1, and the dwell start crank position information variable DWCCCAS may enter the previous stroke before the dwell of the dwell.
It takes a value of -3, -2, -1, 0, 1, 2 (however, a value larger than the ignition crank position information variable IGCCAS cannot be taken).

Further, in the section indicated by the dwell start crank position information variable DWCCCAS, the energization start waiting time of how long to wait before energization is started,
That is, the data of the time from the start of energization until the start of energization is indicated by the dwell-on waiting time TDW_ON, and how long to wait before ending energization in the section indicated by the ignition crank position information variable IGCCAS. The data of the dwell-off waiting time TDW_OF is shown as the data of the dwell-off waiting time TDW, that is, the data of the time from the start of the ignition to the end of the energization.

Then, energization start and energization end section data and time data of energization start waiting time and energization end waiting time are created every 10 ms as an ignition schedule. That is, as shown in FIG. 25, 1 byte of the dwell start crank position information variable DWCCCS, 2 bytes of the dwell on wait time TDW_ON, 1 byte of the ignition crank position information variable IGCCAS, and 2 bytes of the dwell off wait time TDW_OF are set. The structure variable to be a member is recorded as an ignition schedule in a predetermined memory area.

In this case, the ignition schedule includes three ignition schedules IGSCD in a memory area of 6 bytes each from the start offset address +0, +6, +12.
L1, IGSCDL2, and IGSCDL3 are stored, and are written in the ignition schedule creation subroutine in the 10 ms job according to the schedule pointer described later, and are used in the ignition timer set of the classen interrupt. In this case, the schedule is not changed in the middle of one ignition sequence, and the latest schedule is adopted by the ignition end interrupt described later.

Conventionally, a series of processes of setting an instruction value of ignition timing, determining an ignition sequence based on the instruction value, and setting the ignition timer is performed at the time of classen interruption, and the load is heavy. There was a risk of trouble at high engine speeds, but in the present invention, 10 m
Since the ignition schedule is created for each s and the ignition timer is set by the classen interrupt according to the ignition schedule, the ignition control can be accurately performed without increasing the load even at the high engine speed.

Next, the preparation of the ignition schedule will be described with reference to the flowcharts of FIGS.

In this ignition schedule creation subroutine, first, in step S1200, the instruction dwell time ITDWL set on the user job side is set to the half rotation time MTCS1.
By setting a limit value of 8, the two ignition coils are not energized at the same time with respect to the ignition coil 26a arranged in each cylinder, and the limited value is set to the actual dwell time TDWL.
Then, it is stored in a predetermined address of the RAM 60 as data of the duration of energization of the ignition coil 26a.

Next, the flow proceeds to step S1201, and the apparent dwell time D_T including the processing delay time is included.
DWL, and in step S1202, the dead angle corresponding to the processing delay time is set to DM_DEG. This processing delay time is the processing delay time from when the classen interrupt is input until the ignition timer is actually set, and the maximum value of the processing delay time is recorded in the ignition timer setting subroutine described later.

Next, the above steps S1202 to S12.
When it proceeds to 03, it is checked whether the error level ECAS is not zero, that is, whether the cylinder and crank position are discriminated. When ECAS ≠ 0 and the cylinder and crank position are not discriminated, the routine is exited and the ECAS =
When it is 0, the process advances to step S1204 to save the new schedule pointer in the X register.

The schedule pointer is a schedule pointer IGSCUS used in a 10 ms job,
Schedule pointer IGS used in Classen interrupt
There is CPT, and all take values of 0, 6, and 12.
Then, a schedule pointer IGSCPT indicating the currently executed ignition schedule adopted by the classen interrupt.
With the schedule pointer IGSCUS when the ignition schedule was created last time, the value of this logical sum is used as a parameter to search the schedule pointer table IGSTBL, and three ignition schedules IGSCDL1, IGSCDL2 IGSCD
An ignition schedule for newly writing is selected from L3.

For example, the pointer IGSCPT to the currently executed ignition schedule is 0 (ignition schedule IGSCDL1), and the pointer IGSCUS to the previously created ignition schedule is 6 (ignition schedule I
GSCDL2), the address of the schedule pointer table IGSTBL corresponding to the logical sum 6 of 0 and 6 is the ignition schedule IG to which the next data should be written.
A pointer value 12 for designating SCDL3 is stored, and this 12 is X as a new schedule pointer.
Ignition schedule IGSCDL stored in register
After being written to 3, the X register is saved to the schedule pointer IGSCUS.

That is, when the number of ignition schedules is two, a Krasen interrupt frequently occurs at a high engine speed. Therefore, the next Krasen interrupt occurs while the unused ignition schedule data is being rewritten by a 10 ms job. , Will not be able to adopt a new ignition schedule. Also, at low engine speed, even if the rewriting of the unused ignition schedule data is completed, the Krasen interrupt does not occur and the next data rewriting target schedule becomes the adopted schedule. Therefore, the number of ignition schedules is set to 3, and the ignition schedule data created every 10 ms can be smoothly passed to the asynchronous classen interrupt.

After that, the above steps S1204 to S
When proceeding to 1205, in order to check whether ignition is instructed before BTDC 10 °, instructed ignition timing IG from 10
Subtract _DEG and store the difference in accumulator A,
In step S1206, the contents of the accumulator A are compared with the dead angle DM_DEG corresponding to the processing delay time. As a result, when A <DM_DEG and the ignition is before the BTDC10 ° including the processing delay time, the process proceeds to the processing of step S1300 and subsequent steps indicated by the label IGS10, and A ≧ DM_DEG, and the processing delay time is included. B
If the ignition is between TDC 10 ° and ATDC 83 °, the process proceeds to step S1207.

In step S1207, the content of the accumulator A is limited to 70 so that ignition is not performed after ATDC 60 °, and in step S1208, the dwell-off waiting time TDW_
Calculate OF. Specifically, Classen interval table M
The classen interval corresponding to the value 2 of the crank position information variable CCAS indicating the section of BTDC10 ° to ATDC83 ° from TCSX is read, and the contents of the accumulator A are CCA.
A value obtained by dividing the crank angle value 93 in the section of S = 2 is multiplied by the read Krasen interval, and this value is set as the content of the new accumulator A. The contents of the new accumulator A are set as the dwell off waiting time TDW_OF.

That is, since the engine rotation fluctuates in a half-rotation cycle in general, the dwell-off waiting time TDW_OF is calculated by using the latest Klassen interval in the same measurement section to calculate the steady crank angle. Removing the rotational fluctuation error, the combustion strength, flywheel weight,
It is possible to eliminate the influence of the gear ratio, the piston weight, etc., and it becomes possible to set the ignition accurately.

Next, the above steps S1208 to S12.
When proceeding to 09, the value of CCAS = 2 indicating the section of BTDC10 ° to ATDC83 ° is stored in the accumulator B, the content of this accumulator B is set as the value of the ignition crank position information variable IGCCAS, and in step S1210, the accumulator A is stored. Content or dwell-off waiting time TDW
Compare _OF with apparent dwell time D_TDWL.

When A> D_TDWL and the dwell can be started in the same section, the process branches from the above step S1210 to the processing of step S1460 and subsequent steps indicated by the label IGS90, and A ≦ D_TDWL, and the dwell is set in the same section. If it cannot be started, the process proceeds to step S1211 and the content of accumulator B is decremented by 1, and step S1212
Then, the content of the accumulator A is set to a value obtained by adding the classen interval of the immediately preceding section corresponding to IGCCAS = 1,
The process proceeds to step S1350 and subsequent steps indicated by the label IGS15.

On the other hand, in the above step S1206, A <DM_
When the ignition is instructed to ignite before BTDC10 ° including the processing delay time and the processing proceeds to the label IGS10 and thereafter, in step S1300, it is determined whether or not ignition is instructed before BTDC65 °. , 65
The instruction ignition timing IG_DEG is subtracted from the value to store the difference in the accumulator A, and in step S1301, the dead angle DM_D corresponding to the contents of the accumulator A and the processing delay time.
When IG is compared with EG and A <DM_DEG is satisfied and the ignition is before BTDC 65 ° including the processing delay time, it is checked whether or not the ignition is before BTDC 97 °.
Further, the process proceeds to step S1400 and subsequent steps indicated by the label IGS20, and if A ≧ DM_DEG and the ignition is between BTDC65 ° and BTDC10 ° including the process delay time, the process proceeds to step S1302.

In step S1302, BTDC 65 ° to 1
Value 1 of the crank position information variable CCAS indicating the 0 ° section
The contents of the accumulator A are set to CCAS at the class intervals read from the class interval table MTCSX corresponding to
The value of the new accumulator A is multiplied by a value obtained by dividing the crank angle value 55 in the section of = 1 to obtain the content of the new accumulator A as dwell-off waiting time TDW_OF. Then, in step S1303, the value of CCAS = 1 is stored in accumulator B, and the content of this accumulator B is set as the value of ignition crank position information variable IGCCAS, and the flow proceeds to step S1350.

Steps S1350, S1351, S1352 are the same processes as steps S1210, S1211, 1212 described above, and it is judged whether or not the dwell can be started in the same section. If the dwell can be started in the same section, When the dwell cannot be started in the same section by branching to the processing after the label IGS90, the dwell off waiting time TDW_OF is set to a value obtained by adding the classen interval of the preceding section.

That is, in step S1350, the contents of accumulator A, that is, the dwell-off waiting time TDW_OF.
And the apparent dwell time D_TDWL are compared, and A>
If D_TDWL, label IGS from step S1350.
The processing branches to processing after 90, and when A ≦ D_TDWL, the content of the accumulator B is decremented by 1 in step S1351 (B
= 0), in step S1352, the content of the accumulator A is labeled as a value obtained by adding the Krasen interval in the section corresponding to the ignition crank position information variable IGCCAS = 0.
Then, the process proceeds to step S1450 and subsequent steps shown in S25.

On the other hand, in the processing after step S1400 indicated by the label IGS20, in step S1400, BTDC9
In order to check whether or not the ignition is instructed before 7 °, the instruction ignition timing IG_DEG is subtracted from 97 and the difference is stored in the accumulator A. In step S1401, the content of the accumulator A and the processing delay time are corresponded. Compare the dead angle DM_DEG.

Then, in the above step S1401, A <DM
_DEG, including processing delay time, BTDC 97 °
When the ignition is earlier, the process branches from step S1401 to step S1402, and the content of the accumulator A is set as the dead angle DM_DEG corresponding to the processing delay time to limit the maximum advance angle and the process proceeds to step S1403.
At 01, A ≧ DM_DEG, and when the ignition is included between BTDC 97 ° and BTDC 65 ° including the processing delay time, the process proceeds to step S1403.

In step S1403, BTDC 97 ° to 6 °
Value 0 of crank position information variable CCAS indicating a 5 ° section
The contents of the accumulator A are set to CCAS at the class intervals read from the class interval table MTCSX corresponding to
The content of the new accumulator A is multiplied by a value obtained by dividing the crank angle value 32 in the section of = 0, and the content of the new accumulator A is set as the dwell-off waiting time TDW_OF.

Next, in step S1404, the CCAS
The value of = 0 is stored in the accumulator B, and the contents of the accumulator B are stored in the ignition crank position information variable IGCCA.
As the value of S, the process proceeds to step S1450. Similar to the previous steps S1210, S1211, S1212 and steps S1350, S1351, S1352, the process after step S1450 determines whether or not the dwell can be started in the same section, and when the dwell can be started in the same section, When the dwell cannot be started in the same section by branching to the processing after the bail IGS90, the processing is repeated by setting the dwell off waiting time TDW_OF to a value obtained by adding the Krassen interval of the preceding section.

That is, the processes of steps S1450, S1451 and S1452, the processes of steps S1453, S1454 and S1455, and step S14.
In the processing of 56, S1457, S1458, when A ≦ D_TWDL and the branch is not made to the label IGS90, the content of the accumulator B is reduced in order to B = −1, B = −2, B = −3, and the section is reduced. Wait one by one and wait for dwelling off TDW_O
Extend F one after another.

Then, through steps S1456 to S1458, the content of accumulator B reaches -3, and in step S1459, A
When> D_TDWL, the process proceeds from step S1459 to step S1460 of the label IGS90 and still A ≦
In the case of D_TDWL, steps S1459 to S
Proceeding to 1461, the contents of accumulator A are set as the processing delay time, and the flow proceeds to step S1462.

At step S1460 of the label IGS90,
Since the dwell-on waiting time TDW_OF is calculated back to calculate the dwell-on waiting time TDW_ON, the contents of the accumulator A, that is, the dwell-off waiting time TDW_OF, is subtracted from the actual dwell time TDWL to obtain the contents of the new accumulator A, and the process proceeds to step S1462.

Then, in step S1462, the contents of the accumulator A are set to the dwell-on waiting time TDW_ON, and in step S1463, the contents of the accumulator B are set to the value of the dwell start crank position information variable DWCCAS, and the ignition schedule is rewritten. S1464
To the schedule pointer IG.
Save to SCUS and exit the routine.

When the above ignition schedule is created every 10 ms, the ignition timer is set at the time of the classen interrupt. As shown in FIG. 27, this ignition timer operates in the output pattern of the mode M1 or the output pattern of the mode M2. In the mode M1, when the initial value T1 and the reload value T2 are set and started, When the time T1 has elapsed, the output changes from a low level (non-energization of the ignition coil) to a high level (energization of the ignition coil) and becomes a low level after the time T2 elapses.
If the initial value T3 and the reload value FFFF (time is not specified) are set in the timer and the timer is started while the output is at the high level, the output becomes the low level after the time T3 has elapsed.

In this case, in the normal classen interrupt, the first energization sequence for setting the dwell start time and the dwell time in the mode M1 is adopted, and the ignition time interval is shortened when the engine is rotating at high speed. When the ignition section is started while the ignition coil 26a is already energized, the second energization sequence for setting the dwell off time in the mode M2 is adopted.

In the first and second energization sequences, the engine speed is high or low, the dwell time is large or small, the speed is suddenly changed,
Determined by sudden changes in ignition timing, the current energization state is checked from the latest ignition schedule in interrupt processing at the end of ignition, which will be described later, and immediately determines whether to start the next dwell. Is selected. Then, the energization sequence is determined in the ignition timer setting subroutine at the time of the classen interrupt, and the ignition timer is set according to the energization sequence.

That is, by appropriately setting the energization sequence for the next ignition at the end of ignition, the energization time of the ignition coil is shortened at the time of high engine rotation, and the required ignition energy is not accumulated, as in the conventional case. It is possible to prevent the occurrence of misfire and to always ensure the optimum energization time of the ignition coil regardless of the size of the ignition interval, thereby improving the engine output performance and improving the exhaust gas emission.

First, the ignition timer setting subroutine will be described below with reference to the flowcharts of FIGS.

In this ignition timer set subroutine,
In step S1500, it is checked whether or not the error level ECAS is 2, that is, whether or not the cylinder and crank positions are not discriminated, and ECAS = 2.
In case of, the routine is exited as it is, and in case of ECAS ≠ 2, the routine proceeds to step S1501 to check whether or not the ignition timing unset flag IGTMNS is set.

Ignition timing unset flag IGTMNS
Is a flag indicating that only the dwell-on time is set in the ignition timer in the ignition end interrupt described later, the dwell is started without setting the dwell-off time, and the ignition timing is not set. In step S1501, when the ignition timing unset flag is set and the ignition coil 26a is energized, the process branches to step S1530 and subsequent steps indicated by label TENS30, and the dwell-off waiting time → second ignition mode M2 When the ignition sequence is set to the ignition timer and the ignition timing unset flag is not set, the process proceeds from step S1501 to step S1502.

In step S1502, the dwell start crank position information variable DWCCCAS read from the latest ignition schedule adopted in the ignition end interrupt which will be described later.
Energization state map IGCTB with the horizontal axis of the dwell start section according to the indicated value of the crank and the vertical axis of the crank total position variable ACAS
Reference L.

In the above energization state map IGCTBL, the ignition schedule represents the ignition sequence common to all cylinders, but as shown in FIG. 28, the crank total position variable ACAS and the dwell start crank position information variable D are set.
WCCAS or ignition crank position information variable IGCC
Based on the instruction value of AS, the energization state of the ignition coil 26a for each cylinder at a certain time is represented by a 1-byte map value.

In the map value of the energization state map IGCTBL, the upper 4 bits have a value of 0 and the value F is currently delayed once, and the value E is delayed twice, and the lower 4 bits are the cylinders to be energized. Cylinder information variable RCA
It represents S and is adopted as the ignition cylinder information variable IGRCAS. For example, the dwell start crank position information variable DW
CCAS is -1 and the current crank position total variable ACAS
Is 3, the map value is F1, which is the RCA
S = 1, that is, the dwell for the # 3 cylinder should have started in the previous section. Further, for example, if the ignition crank position information variable IGCCAS is 2 and the current crank position total variable ACAS is 11, the map value is 03, which is RCAS = 3, that is, # 4.
Indicates that the cylinder should be ignited in the current interval.

As a result, it is possible to efficiently discriminate the energization state that should be present in the current section, suppress the increase in memory capacity and the reduction in processing speed due to the complicated condition judgment, and perform precise and high-speed ignition control. Can be made possible.

Thereafter, the above steps S1502 to S
When it proceeds to 1503, it is judged from the reference result of the above-mentioned energization state map IGCTBL whether or not it is the dwell start section now. If it is not the dwell start section, the routine exits. If it is the dwell start section, the routine proceeds to step S1504, and the ignition timer Flag FL indicating that the timer is operating
Check G_IG to see if the timer has expired. If the timer has not expired, exit the routine,
When the timer has expired, the ignition cylinder information variable IGRCAS is determined in step S1505, the process proceeds to step S1570 and subsequent steps indicated by the label TENS70, and wait time → dwell on → dwell time → first ignition mode M1 Set the energization sequence to the ignition timer.

[0187] Next, the mode M after the label TENS30
2 Set ignition timer and label TENS7
The setting of the ignition timer in the mode M1 after 0 will be described.

First, after the label TENS30, in step S1530, the energization state map IGCTBL is referenced with the horizontal axis of the ignition section according to the instruction value of the ignition crank position information variable IGCCAS of the ignition schedule and the vertical axis of the crank total position variable ACAS. In step S1531, it is checked whether it is not in the ignition section. If it is not in the ignition section, the routine is exited, and if it is in the ignition section, step S1531
From step S1532, the value F is stored in the accumulator B.
FFF is stored, and the output pattern of the ignition timer is set to mode M2 in step S1533.

Next, proceeding to step 1534, the current processing delay time is subtracted from the dwell off waiting time TDW_OF read from the ignition schedule, and the value is stored in the accumulator A. At step S1535, the contents of the accumulator A are stored. It is a positive value, and it is checked whether it is normal or not.

In step S1535, when A> 0 and normal, the flow proceeds from step S1535 to step S1580 to set the contents of accumulator A to the new contents obtained by adding the retard time for each cylinder. This retard time for each cylinder is converted from the retard angle for each cylinder to the retard time in the 50 ms job, and it is extremely easy to perform the retard time for each cylinder by adding it when setting the ignition timer at the time of the classen interrupt. Can be done.

Thereafter, the flow proceeds to step S1581, and the contents of the new accumulator A, that is, the dwell-off time obtained by adding the retard time for each cylinder is set as the timer initial value. In step S1582, the contents of the accumulator B is set as the timer reload value, and step S1595 is set. Then, start the ignition timer.

That is, when the current processing delay time is subtracted from the dwell-off waiting time TDW_OF of the ignition schedule and the retard time for each cylinder is added from the Krasen interrupt which is in the ignition section while the ignition coil is energized, The output of the ignition timer changes from high level to low level, and ignition (dwell off) is performed. In this case,
Since the timer reload value is set to FFFF after the ignition timer output becomes low level, the low level state is continued.

Then, after starting the ignition timer,
In step S1596, if the timer operating flag FLG_IG is set to indicate that the timer is operating,
In step S1597, ignition timing unset flag IGTMNS
To clear the routine.

On the other hand, in step S1535, the contents of the accumulator A, that is, the dwell-off waiting time TDW.
When the value obtained by subtracting the current processing delay time from _OF is in a state where A ≦ 0, which cannot occur normally, a negative time cannot be set in the ignition timer, so the above step S153.
Branch from 5 to step S1590 to set the timer initial value to 0,
In step S1591, the contents of accumulator B are set as the timer reload value, and the flow advances to step S1592.

In step S1592, it is checked whether or not the current processing delay time exceeds the recorded value ICTIME, and the recorded value I
If it does not exceed CTIME, an error flag is set in step S1594, and if it exceeds record value ICTIME, in step S1593 the processing delay record is updated to rewrite the maximum value of record value ICTIME, and then in step S1594. Set the error flag and go to step 159 above.
Exit the routine through 5 to S1597.

The above recorded value ICTIME is used when the next ignition schedule is created.
By anticipating the processing delay time due to, it is possible to prevent an error from occurring again in the next ignition timer set.

Next, the processing after the label TENS70 will be described. In step S1570, the output pattern of the mode M1 is set, and in step S1571, the drive circuit in the igniter 27 corresponding to the ignition coil 26a of each cylinder is selected. Choose a distributor on the logic for.

Next, in step S1572, the dwell-on waiting time TDW_ON read from the ignition schedule is read.
Is subtracted from the current processing delay time, and the value is stored in the accumulator A, the process proceeds to step S1573,
Store the actual dwell time TDWL in accumulator B.

Then, from step S1573 to step S
The procedure proceeds to 1574, and it is checked whether or not the contents of the accumulator A, that is, the dwell-on time TDW_ON is a positive value and is normal, and when A> 0, the procedure proceeds to the step S1580 and thereafter,
After steps S1580, S1581 and S1582, accumulator A
Is set as a timer initial value as new contents obtained by adding the retard time for each cylinder, and the ignition timer is started by using the contents of the accumulator B, that is, the actual dwell time TDWL as the timer reload value, and the above-mentioned steps S1595, S1596, S1
Exit the routine via 597.

That is, at the time of the classen interrupt, when the ignition timing unset flag IGTMNS is not set and the ignition coil 26a is not energized, the current state of the classen interrupt is determined from the energization state map IGCTBL to determine the current classen interrupt. Is the dwell start section, the current processing delay time is subtracted from the dwell-on waiting time TDW_ON of the ignition schedule and the retard time for each cylinder is added to the ignition timer. After the set time elapses, the output of the ignition timer is set to low. From the level to the high level, the energization of the ignition coil 26a is started, and the actual dwell time T
After the passage of DWL, energization is terminated and ignition is performed.

In step S1574, A ≦
When it is 0, the above steps S1574 to S
When the processing proceeds to 1590 and thereafter, similarly, when the timer initial value is 0 and the content of the accumulator B is the timer reload value and the current processing delay time exceeds the recording value ICTIME, the processing delay record is updated.

When the ignition timer is set by the above ignition timer setting subroutine and ignition is performed,
An interrupt occurs at the end of ignition as shown in.

In this ignition end interrupt, first of all,
In step S1600, it is checked whether or not it is during dwell-off. If it is not during dwell-off, the interruption is ended, and only during dwell-off, the process proceeds to step S1601 and subsequent steps to perform a predetermined process.

That is, in step S1601, the ignition timer is stopped / cleared, and in step S1602, the timer operating flag FLG_IG is cleared.
Proceed to 3 and copy the value of the schedule pointer IGSCUS, which indicates the latest ignition schedule used in the above-mentioned ignition schedule creation subroutine, to the schedule pointer IGSCPT, and adopt the latest ignition schedule of the address specified by this schedule pointer IGSCPT. To do.

Then, the flow proceeds to step S1604, and the dwell start crank position information variable DWCCA of the ignition schedule.
Using S and the current crank total position variable ACAS as parameters, a map value is read from the energization state map IGCTBL and the lower 4 bits indicate the current ignition cylinder information variable IG.
The RCAS is checked, and in step S1605, it is checked whether or not the current ignition cylinder information variable IGRCAS has the same value as before.

As a result, the current ignition cylinder information variable IGR
When CAS is the same as before, it is not necessary to ignite the same cylinder again, so interrupt is ended, and when the current ignition cylinder information variable IGRCAS is different from before, the routine proceeds from step S1605 to step S1606, and the ignition cylinder is ignited. The information variable IGRCAS is updated, and the process proceeds to step S1607.

In step S1607, the ignition cylinder information variable I
By checking whether the value of GRCAS is the same from the viewpoint of dwell and the value from the viewpoint of ignition, it is determined whether or not the current situation is the situation in which the dwell should be started immediately. Here, if the cylinder information from the viewpoint of dwell is shown by RCASDWL (= IGRCAS) and the cylinder information from the viewpoint of ignition is shown by RCASIG, the relationship as shown in FIG. Information RCAS
DWL (= IGRCAS) is data indicating the ignition target cylinder with a constant value from the energization start section to the next energization start section, and the cylinder information RCAS from the viewpoint of ignition.
IG has the same value as the cylinder information RCASDWL for the same cylinder, and is data indicating the ignition target cylinder with a constant value from the energization end section to the next energization end section. Then, the two coincide with each other only in the section where it is not necessary to start the dwell while the ignition is completed.

That is, at the end of ignition when this ignition end interrupt occurs, RCASDWL ≠ RCASIG, and when the end of energization of the ignition coil and the start of energization are in the same section, a sudden change in engine speed, a sudden change in ignition timing, etc. From this, it is understood that it is a section in which the dwell of the next cylinder must be started immediately after the ignition of one cylinder is completed.

Therefore, in step S1607, when the ignition cylinder information variable IGRCAS (= RCASDWL) is the same as the value RCASIG seen from the ignition, the energization end and the energization start of the ignition coil are not in the same section, and the normal ignition end is performed. As described above, the interrupt is ended, and the next dwell start section is waited for each classen interrupt, and when the dwell start section is reached, the first energization sequence of waiting time → dwell on → dwell time → ignition ( Set mode M1) to the ignition timer.

If the ignition cylinder information variable IGRCAS is different from the value RCASIG as seen from ignition in step S1607, the end of energization and the start of energization of the ignition coil must be in the same section and dwell must be started immediately. When it is determined that there is a situation, the process proceeds to the ignition timer setting process from step S1608, and the second energization sequence of only waiting time → dwell-on is set in the ignition timer.

That is, in step S1608, a distributor on the logic is selected, and in step S1609, the timer initial value is set to 256. In step S1610, the timer reload value is set to FFFF. The timer default value is 25
6 is an off period (off time) of 1 ms that enables reliable counting when a tachometer that picks up a rotation signal from the primary terminal of the ignition coil 26a is adopted, and when another type of tachometer is used, Is the ignition coil 2
It may be set according to the characteristics of 6a.

Then, from step S1610 to step S16.
Proceeding to 1611, the output pattern of the ignition timer is set to mode M1, the ignition timer is started in step S1612, and the timer operating flag FLG_IG is set in step S1613. In step S1614, the dwell is started even though the dwell is started. That is, the ignition timing unset flag IGTM indicating that the ignition timing is not set.
Set NS and end the interrupt.

As a result, when the dwell is started after an off period of 1 ms after the end of ignition and the ignition section is reached by waiting for the section to be ignited at each classen interrupt,
The second energization sequence of dwell off time → ignition is set in the ignition timer.

[0214]

As described above, according to the present invention, at the end of ignition, it is determined whether or not the energization end and the energization start of the ignition coil are in the same section, and the energization end and the energization start are in the same section. If it is not within the range, the first energization sequence that sets the data of the time from the start of energization until the start of energization and the data of the energization duration to the ignition timer is set, and the end of energization and the start of energization are set. If it is in the same section,
After setting the data to start energization with a predetermined off time from the end of ignition to the ignition timer, set the second energization sequence to set the data of the time from the start of the ignition to the end of energization to the ignition timer Since the ignition coil is energized / interrupted and the ignition control is executed, the optimum ignition coil energization time can always be secured regardless of the size of the ignition interval, improving engine output performance and exhaust gas emission. It is possible to obtain excellent effects such as improvement of

[Brief description of drawings]

FIG. 1 is a flowchart of interrupt processing at the end of ignition.

FIG. 2 is a flowchart of periodic interrupt processing every 0.5 ms.

FIG. 3 is a flowchart of classen interrupt processing.

FIG. 4 is a flowchart of job priority processing.

FIG. 5 is a partial flowchart 1 of a job execution subroutine.

FIG. 6 is a partial flowchart 2 of a job execution subroutine.

FIG. 7 is a partial flowchart 3 of a job execution subroutine.

FIG. 8 is a partial flowchart 4 of a job execution subroutine.

FIG. 9 is a flowchart of a crank position calculation subroutine.

FIG. 10 is a flowchart of a CCAS / RCAS discrimination subroutine.

FIG. 11 is a partial flowchart 1 of an ignition schedule creation subroutine.

FIG. 12 is a partial flowchart 2 of an ignition schedule creation subroutine.

FIG. 13 is a partial flowchart 3 of an ignition schedule creation subroutine.

FIG. 14 is a partial flowchart 4 of an ignition schedule creation subroutine.

FIG. 15 is a partial flowchart 1 of an ignition timer setting subroutine.

FIG. 16 is a partial flowchart 2 of an ignition timer setting subroutine.

FIG. 17 is an explanatory diagram showing a job execution state.

FIG. 18 is an explanatory diagram of a job flag.

FIG. 19 is an explanatory diagram of crank position variables.

FIG. 20 is an explanatory diagram showing changes in a job execution flag and an overlap counter.

FIG. 21 is an explanatory diagram of a system shift buffer.

FIG. 22 is an explanatory diagram of a classen interval table.

FIG. 23 is an explanatory diagram of a cylinder / crank position state map.

FIG. 24 is an explanatory diagram of an ignition sequence and ignition interval variables.

FIG. 25 is an explanatory diagram of an ignition schedule.

FIG. 26 is an explanatory diagram of a schedule pointer table.

FIG. 27 is an explanatory diagram of an ignition timer set.

FIG. 28 is an explanatory diagram of an energization state map

FIG. 29 is an explanatory diagram showing a relationship between energized cylinder information and ignited cylinder information.

FIG. 30 is a time chart showing the crank position and the stroke of the engine.

FIG. 31 is a schematic configuration diagram of an engine system.

FIG. 32 is a front view of a crank rotor and a crank angle sensor.

FIG. 33 is a front view of a cam rotor and a cam angle sensor.

FIG. 34 is a circuit configuration diagram of an electronic control system.

[Explanation of symbols]

 1 Engine 50 ECU 26a Ignition coil TDW_ON Dwell-on wait time TDW_OF Dwell-off wait time RCASDWL Cylinder information from dwell point of view RCASIG Cylinder information from dwell point of view TDWL Actual dwell time (energization duration time)

Claims (2)

[Claims] 1. A section is set for each input of a signal for detecting the crank position of the engine, and the ignition coil is energized / interrupted with reference to this section, and when the ignition control is executed, the ignition is terminated at the end of ignition. If it is determined whether the coil energization end and energization start are in the same section, and if it is determined that energization end and energization start are not in the same section, the time from the start of energization to the start of energization When the first energization sequence that sets the data of the current and energization duration time to the ignition timer is set and it is determined that the end of energization and the start of energization are in the same section, energization is performed with a predetermined off time from the end of ignition. After setting the data for starting the ignition to the ignition timer, the second energization sequence for setting the data of the time from the start of the ignition to the end of the energization to the ignition timer. A method for setting an energization sequence in ignition control of an engine, characterized by setting the stroke. 2. The cylinder to be ignited is indicated by a constant value from the start of the energization section to the start of the next energization whether or not the end of energization and the start of energization of the ignition coil are in the same section. It is determined whether or not the data and the data having the same value for the same cylinder as the data are different from the data indicating the ignition target cylinder by a constant value from the energization end section to the next energization end section. The method for setting an energization sequence in engine ignition control according to claim 1, characterized in that.