JPH08170576A - Crank angle detecting device of internal combustion engine - Google Patents

Abstract

PURPOSE: To obtain a crank angle detecting device of an internal combustion engine, by which initialization for the crank angle position can be adjusted while it is small-sized and constructed simply and at a low cost. CONSTITUTION: A circular sensor fitting hole 14 and a screw hole 15 are respectively provided on a sensor install part 11 where a rotator 13 rotated in synchronization with an internal combustion engine is accomodated. An insert part 31 inserted in a fitting hole 14 in such a manner as to rotate in the circumferential direction is disposed on a casing 29 of a rotation angle sensor 20 for detecting a crank angle detected part 13a of the rotor 13 and outputting an electric signal, and a detecting element 30 is disposed with eccentricity to the central axis B of the insert part 31. A fixed collar 33 superposed on the outer surface of the sensor fitting part 11 is projected on the insert part 31, and the collar 33 is provided with a circular-arc elongated hole 34 centering round the central axis B of the insert part 31. The rotation angle sensor 20 is fixed to the sensor install part 11 by a fitting bolt 36 screw-engaged with the screw hole 15 through the elongated hole 34, whereby the position of the detecting element 30 to the rotor 13 can be offset.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a crank angle detecting device for an internal combustion engine which detects the crank angle position of each cylinder in order to determine the ignition timing and fuel injection timing of the internal combustion engine such as an automobile engine. Regarding

[0002]

2. Description of the Related Art In controlling fuel injection and ignition timing of an internal combustion engine, a crank angle detected portion including a protrusion provided on a rotating body fixed to a crankshaft or a camshaft rotating in synchronization with the internal combustion engine, It has been conventionally performed to detect a fuel injection timing or an ignition timing based on information on a detected crank angle position detected by a rotation angle sensor arranged facing a rotating body.

In most internal combustion engines, the camshaft is connected to the crankshaft by a timing belt or a chain, so that the phase of the camshaft with respect to the crankshaft is unavoidable within the manufacturing accuracy of each of these parts. It deviates. Further, the phase shift also occurs due to expansion and contraction of the timing belt or chain over time, vibration of the internal combustion engine, rotational fluctuation, and the like. Further, in order to control the independent injection of fuel or the ignition control for each cylinder, it is necessary to install a rotation angle sensor with respect to the camshaft in order to detect the stroke of the crankshaft. In particular, with a rotation angle sensor installed on the camshaft, an error in the initial setting of the ignition timing is likely to occur due to the shift of the phase of the camshaft with respect to the crank angle, and it is not always possible to detect an accurate crank angle position. There wasn't.

Therefore, in any case, it was necessary to compensate for the phase shift by some method. Therefore, for example, in order to make up for an error in the ignition timing, the actual construction of 63-4811
There are known techniques for providing a mechanical ignition timing adjusting mechanism exemplified in JP-A No. 0 and JP-A-59-134377.

In the technique disclosed in Japanese Utility Model Laid-Open No. 63-48110, a signal shutter having a plurality of slits and rotating with a cam timing pulley is arranged on one side of the cam timing pulley, and a detection element can face the slits. In the crank angle detecting device for an internal combustion engine, which is arranged close to the signal shutter, a bearing portion coaxial with the cam shaft and integrally coupled to the cam shaft is formed outside the cam timing pulley, and the detection element is carried. A detection element carrying plate is rotatably inserted into the bearing part to support the detection element carrying plate by the bearing part, and a rotation stopping device for the detection element carrying plate is provided between the detection element carrying plate and the engine body fixing part. It is provided.

Further, according to the technique disclosed in Japanese Patent Laid-Open No. 59-134377, in a control method of an electronic control engine in which the ignition timing or the fuel injection timing is controlled according to the crank angle, a predetermined value is output from the crank angle sensor. From the resistance value of the external resistor for adjusting the time from the detection of the crank position to the operation of the timing light, the deviation between the experimental position of the crank angle sensor and the target detection position is detected, and the ignition timing or The control target value such as the fuel injection timing is corrected.

[0007]

However, in the technique of providing the mechanical ignition timing adjusting mechanism, many members such as a timing pulley, a signal shutter, a bearing portion, a detecting element, a detecting element carrying plate, and a rotation stopping device are provided. Since it is necessary, there is a problem that the structure of the mechanism is complicated and the cost is high. Moreover, since the signal shutter and the detection element carrying plate are as large in diameter as the timing pulley, there is a problem that the entire ignition timing adjusting mechanism is large.

Also, in the technique of providing an electric ignition timing adjusting mechanism, in addition to the initial setting switch and the variable resistor,
An electronic control unit for processing signals from these is required, and the construction of this unit is described in the above-mentioned JP-A-59-1343.
Since it is formed of many parts as shown in FIG. 4 or FIG. 8 of Japanese Patent Publication No. 77, the electric ignition timing adjusting mechanism also has a problem that the structure is complicated and the cost is high.

Under these circumstances, in reality, the mechanical or electrical ignition timing adjusting mechanism is rarely used, and instead, it is desired to develop a technique capable of adjusting the initial setting of the crank angle position. It was rare. An object of the present invention is to obtain a crank angle detecting device for an internal combustion engine, which has a small size, a simple and inexpensive structure, and can adjust the initial setting of the crank angle position.

[0010]

According to the present invention, there is provided a rotating body having a crank angle detected portion and rotating in synchronization with an internal combustion engine, the rotating body being provided so as to face the rotating body. It is premised on a crank angle detection device for an internal combustion engine, which comprises a rotation angle sensor having a detection body that detects the crank angle detection target portion and outputs an electric signal in accordance with the rotation of.

In order to achieve the above object, a crank angle detecting device for an internal combustion engine according to a first aspect of the present invention is provided with a circular sensor fitting hole and a periphery of the hole in a sensor mounting portion in which the rotating body is accommodated. Screw holes respectively located in the sensor fitting hole, and an insertion portion rotatably inserted into the sensor fitting hole along the circumferential direction thereof are provided in the casing of the rotation angle sensor in which the detection body is built. The detection body is eccentrically arranged with respect to the central axis of the portion, and a fixed collar that overlaps the outer surface of the sensor mounting portion is integrally projectingly provided on the insertion portion, and a long hole facing the screw hole is formed on the collar. The rotation angle sensor is fixed to the sensor mounting portion with a mounting bolt that is provided in an arc shape centered on the central axis of the insertion portion and is screwed into the screw hole through the elongated hole.

In order to achieve the same object, in a crank angle detecting device for an internal combustion engine according to a second aspect of the present invention, in the first aspect, the rotating body is made of a magnetic material and the crank angle detected is detected. And a magnet portion, a core iron core portion laminated on one end surface of the magnet portion on the rotor side, and a core portion that is fitted to the iron core portion. And an electromagnetic pick-up type coil having a detection coil wound around a coil bobbin, and the detection body is arranged in a posture in which its central axis is perpendicular or parallel to the central axis of the rotating body. Then, it is preferable that the tip end surface of the core iron core portion of the detection body faces the peripheral portion of the rotating body on which the crank angle detection target portion is provided in a protruding manner.

[0013]

In the crank angle detecting device for the internal combustion engine according to the first aspect, the crank angle detected portion of the rotating body that is rotated in synchronization with the internal combustion engine is detected to obtain an electric signal, that is, information on the crank angle position. The output rotation angle sensor can rotate itself along the circular sensor fitting hole of the sensor mounting portion with the mounting bolt loosened. The rotation of the rotation angle sensor is centered on the central axis of the insertion portion, and at that time, the insertion portion slides on the inner surface of the sensor fitting hole and has an arc-shaped long hole formed in the fixed collar. Allow the mounting bolts to escape to allow the rotation. Then, the detection body facing the rotating body is not arranged such that its central axis line is coaxial with the central axis line of the insertion section, but is arranged eccentrically with respect to the central axis line of the insertion section because of the positional deviation. According to the rotation of the rotation angle sensor, the position of the detection body can be changed (in other words, offset) with respect to the rotation body.

As described above, since the error adjustment at the time of initial setting is performed by rotating the rotation angle sensor itself, the adjustment can be performed without requiring many parts. Further, since the detection body is eccentric with respect to the central axis of the insertion portion to enable the offset, the rotation angle sensor does not become large,
Therefore, it is possible to save space in installation.

In a crank angle detecting device for an internal combustion engine according to a second aspect of the present invention, the electromagnetic pickup type detector is arranged such that its central axis is parallel or perpendicular to the central axis of the rotating body. The tip end surface of the core core portion of the detector is opposed to the peripheral portion of the rotating body. Therefore, as the rotating body rotates, there is a difference between the core iron core portion and the rotating body depending on whether the crank angle detected portion consisting of the protrusion of the magnetic body rotating body faces the tip end surface of the core iron core portion or not. , The magnetic flux passing through the core core portion, in other words, the amount of magnetic flux passing through the detection coil changes. Therefore, the electromagnetic pickup type rotation angle sensor outputs the voltage generated between both ends of the detection coil according to the magnetic flux change amount as crank angle position information. Except for this point, the same operation as in claim 1 can be performed, and the initial setting of the crank angle position can be adjusted without requiring many parts or increasing the size of the rotation angle sensor.

[0016]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS A first embodiment of the present invention will be described below with reference to FIGS. Reference numeral 11 in FIGS. 1 and 3 denotes a container-shaped distributor main body included in a distributor attached to a cylinder head or a cam head. This main body 11 is used as a sensor mounting portion. The distributor shaft 12 is provided in the distributor body 11.
Is provided.

The distributor shaft 12 is connected to a cam shaft (not shown) by gear coupling or coupling coupling to detect rotation of the cam shaft. A rotating body, that is, a timing rotor 13 is fixed to the shaft 12. The rotor 13 is made of a magnetic material, and as shown in FIG. 4, a protrusion 13a as a crank angle detected portion for detecting the crank angle of the internal combustion engine or discriminating the cylinder of the internal combustion engine in the peripheral portion.
Have one or more. These projections 13 a extend in the radial direction of the timing rotor 13 and are integrally provided on the outer peripheral surface of the rotor 13. The arrow in FIG. 4 indicates the rotation direction of the timing rotor 13.

One side wall 11a of the distributor main body or the cylinder head 11 parallel to the central axis C of the distributor shaft or the cam shaft 12 corresponds to the timing rotor 13 (the position above the timing rotor 13 in FIG. 1). The fitting hole 14 and the screw hole 15 are formed, respectively. The sensor fitting hole 14 is a circular hole.
A screw hole 15 smaller than 4 is provided around the sensor fitting hole 14. The number of the holes 14 is one, and the number of the holes 15 is also one, but the number is not particularly limited to one, and the number of the screw holes 15 may be one or more.

Reference numeral 20 in FIGS. 1 and 3 denotes an electromagnetic pickup type rotation angle sensor, and a crank angle detection device is constituted by the rotation angle sensor and the timing rotor 13. This detector is used to detect the crank angle position to determine the ignition timing and fuel injection timing of a 4-cycle internal combustion engine.

Next, the structure of the rotation angle sensor 20 will be described with reference to FIGS. Reference numeral 21 in FIG. 3 is a coil bobbin formed of a synthetic resin integrally molded product, and includes a coil winding portion 21a and a magnet housing portion 21b. The coil winding portion 21a is formed with annular flanges projecting outward at both ends of the winding body portion, and the magnet housing portion 21b is a cylindrical portion protruding from one annular flange to the side opposite to the winding body portion. Is formed by. The magnet accommodating portion 21b has a larger diameter than the winding drum portion of the coil winding portion 21a, and these are arranged side by side on the same axis. The detection coil 22 is wound around and attached to the winding body of the coil winding portion 21a.

In the coil bobbin 21, a detection member 23 made of a magnetic material is housed. This detection member 23,
An electromagnetic pickup type detection body 30 of the rotation angle sensor 20 is formed together with the detection coil 22, and includes a magnet portion 24, a core iron portion 25, and a back yoke portion 26.
And these separate members form a three-layer structure. The back yoke portion 26 may be omitted in the present invention.

The detection member 23 will be described in detail. The magnet portion 24 having a circular outer periphery and a diameter substantially equal to the inner diameter of the magnet housing portion 21b is, for example, an Nd-Fe-B system rare earth magnet or Sm-Co.
Although it is formed of a rare earth magnet, a ferrite magnet, or the like, it is particularly preferable to use an Nd—Fe—B rare earth magnet in order to stabilize the output of the rotation angle sensor 20 because its coercive force is large. The magnet portion 24 is magnetized in the thickness direction. The core iron core portion 25 is laminated on one end surface of the magnet portion 24 in the thickness direction,
The back yoke portion 26 is laminated on the other end surface of the magnet portion 24 in the thickness direction. Therefore, the core iron core portion 25 and the back yoke portion 26 have opposite polarities.

The core core portion 25 is formed by providing a small-diameter columnar core portion projecting in the direction opposite to the magnet portion 24 from the central portion of a circular large-diameter portion having the same diameter as the magnet portion 24. The large diameter portion is arranged so as to be sandwiched between the magnet portion 24 and one annular flange that forms a boundary between the magnet housing portion 21b and the winding body portion of the coil winding portion 21a. The diameter of the core portion is the coil winding portion 21.
It is inserted into the winding portion 21a, which is approximately equal to the inner diameter of the winding drum portion a. In other words, the coil winding portion 21a of the coil bobbin 21 is fitted to the core portion of the core iron core portion 25. The tip of the core portion slightly projects from the other annular flange surface of the coil winding portion 21a.

Further, as shown in FIG. 3, a pair of metal terminal rods 27 supported by the one flange are provided outside the magnet accommodating portion 21b of the coil bobbin 21. The coil terminals of the detection coil 22 are electrically connected to these rods 27, respectively. Then, at the other end of each terminal rod 27, L
The vertical portions (in FIG. 3) of the pair of metal output terminals 28 bent into a letter shape are separately connected.

The above-mentioned components of the rotation angle sensor 20, that is,
The coil bobbin 21, the detection coil 22, the detection member 23, the terminal rod 27, and the output terminal 28 are embedded in a casing 29 made of synthetic resin by insert molding. In the central portion of the flange cover portion 29a (see FIG. 3), which covers the other flange of the casing 29 (the flange opposite to the one flange that forms the boundary between the coil winding portion 21a and the magnet housing portion 21b) The front end surface of the core portion of the core core portion 25 is exposed to the outside. In addition, the front end surface of the core portion may not be exposed to the outside.

The casing 29 has a connector connecting portion 29b extending in a direction perpendicular to the axial direction of the coil bobbin 21. The connecting portion 29b has a concave shape with an open front end, and the pair of output terminals 28 are formed on the inner surface thereof.
The horizontal part (in FIG. 3) of the is projected. A connector (not shown) electrically connected to the output terminal 28 is fitted and inserted into the inside of the connector connecting portion 29b. The output of the rotation angle sensor 20 (crank angle position information detected as a voltage) is sent to a signal processing circuit (not shown) via this connector.

An insert portion 31 is formed integrally with the casing 29. The insertion portion 31 has a circular shape, and an O-ring 32 for sealing is attached to the outer peripheral surface thereof. The insertion portion 31 is inserted into the sensor fitting hole 14,
It is rotatably provided along the circumferential direction of the inner peripheral surface of the sensor fitting hole 14 via the O-ring 32. This insertion part 31
The detection coil 22 side of the detection body 30 is projected from one end surface of the above, and the connector connection portion 29b side is projected from the other end surface.

As shown in FIGS. 1 and 2, the detection body 30 has a central axis A, in other words, the detection member 23.
The common central axis line of each of the components 24 to 26 and the detection coil 22 is displaced from the central axis line B of the insertion portion 31, that is, eccentric.

The insert portion 31 is integrally provided with a fixing flange 33 which projects from the outer peripheral surface thereof and overlaps with the outer surface of the distributor main body or one side wall 11a of the cylinder head 11. As shown in FIG.
Of the elongated hole 3 that protrudes more than other flange portions and penetrates in this direction in the thickness direction and faces the screw hole 15.
4 are provided. The elongated hole 34 is formed in an arc shape centered on the central axis B of the insertion portion 31. A metal sleeve 35 having the same shape as the hole 34 is attached to the inner surface of the long hole 34. Both end surfaces of the sleeve 35 in the axial direction are exposed on both surfaces of the fixed collar 33, respectively.

In the rotation angle sensor 20 having the above structure, the sleeve 35 is inserted after the insertion portion 31 is inserted into the sensor fitting hole 14.
It is fixed to the distributor main body or one side wall 11 a of the cylinder head 11 by tightening a mounting bolt 36 that is screwed into the screw hole 15 through the elongated hole 34. The sleeve 35 is attached to the mounting bolt 36.
The fixing collar 33 is protected by supporting the tightening force of.

The rotation angle sensor 20 fixed in this way is
Due to the above-mentioned positional relationship of the one side wall 11a with respect to the distributor shaft or the cam shaft 12, the detection axis 30 of the rotation angle sensor 20 has a center axis A as the center of the distributor shaft or the cam shaft 12 as shown in FIG. It is fixed in a posture perpendicular to the axis C, whereby the tip end surface of the core iron core portion 25 of the detection body 30 corresponds to the outer peripheral surface of the peripheral portion of the timing rotor 13 as shown in FIG. It is arranged. The tip end surface of the core portion may not be exposed, but since it is exposed in this embodiment, the tip end surface faces the outer peripheral surface of the peripheral portion of the timing rotor 13.

Therefore, the rotation angle sensor 20 having the above structure
In accordance with the rotation of the timing rotor 13, depending on whether the projection 13a faces the core portion tip surface of the core iron core portion 25 or does not face it, the core portion tip surface of the core iron core portion 25 and the timing rotor 13 are different. Since the air gaps g1 and g2 (see FIG. 4) between and are different from each other, the magnetic flux passing through the core core portion 25 with the change, in other words,
The amount of magnetic flux passing through the detection coil 22 changes. In addition,
In this case, the flow of magnetic flux passes from the magnet portion 24 through the core iron core portion 25 to the timing rotor 13 through the gap g1 or g2, and the rotor 13
Flows through the back yoke portion 26 to the magnet portion 24.

Therefore, a voltage corresponding to the amount of change in magnetic flux is generated across the detection coil 22. This voltage is led to the output terminal 28 via the terminal rod 27,
From here, it is output to the outside of the sensor through the connector. The waveform U of the voltage output from the rotation angle sensor 20 (that is, the signal waveform representing the information on the crank angle position) U is shown in FIG. This signal waveform U has the largest voltage value on the positive potential side immediately before the projection 13a of the timing rotor 13 reaches the tip end surface of the core portion,
Immediately after the protrusion 13a has passed through the tip end surface of the core portion, it has a characteristic that the absolute value thereof has the largest (that is, the smallest) voltage value on the negative potential side. The signal waveform U shown in FIG. 5A is the case where the rotation angle sensor 20 is fixed through the mounting bolt 36 at the longitudinal center of the elongated hole 34 shown in FIG.

By the way, when adjusting the initial setting of the ignition timing, the rotation angle sensor 20 itself is fixed to the mounting bolt 3
6 is loosened and rotated along the circular sensor fitting hole 14 of the distributor body or cylinder head 11. The rotation of the rotation angle sensor 20 is centered on the central axis B of the insertion portion 31. In that case, the insertion part 31
Slides on the inner surface of the sensor fitting hole 14 via the O-ring 32, and the mounting bolt 36 escapes by the arc-shaped elongated hole 34 formed in the fixed collar 33 to allow the rotation. This rotation is restricted by hitting one end and the other end of the elongated hole 34 in the longitudinal direction with the mounting bolt 36, so that the rotation angle sensor 20 can be rotated within the range of α in FIG.

Then, the detecting body 30 facing the timing rotor 13 is not arranged in such a manner that its central axis A is coaxial with the central axis B of the insertion portion 31, but is displaced so that the insertion portion 31 is displaced.
Since it is arranged eccentrically with respect to the central axis B of the detection body 30 according to the rotation of the rotation angle sensor 20 as described above.
The position of can be changed and offset with respect to the timing rotor 13.

In this case, the maximum position change of the detection body 30,
That is, the maximum offset amount is m, and the timing rotor 1
3, the maximum diameter passing through the tip of the protrusion 13a of No. 3 is D, the distance between the central axes A and B of the detection body 30 and the insertion portion 31, that is, the eccentric amount is L, and the adjustment of the initial setting of the ignition timing is performed. The maximum offset amount m is given by the following equation, where θ is the adjustment width of the phase of the signal waveform and α is the maximum rotation angle of the rotation angle sensor 20 as described above. m = L sin α = (D sin θ) / 2 Therefore, for example, when the rotation angle sensor 20 is fixed in a state where the rotation is restricted at the point f in FIG. 2 by the mounting bolt 36, the signal of FIG. It is possible to obtain the signal waveform V shown in FIG. 5 (B) which is advanced by θ / 2 timing from the waveform U, and the rotation is restricted by the mounting bolt 36 at the point g in FIG. When the angle sensor 20 is fixed, it is possible to obtain the signal waveform W shown in FIG. 5C in which the θ / 2 timing is delayed from the signal waveform U in FIG. 5A.

That is, as described above, the phase of the signal waveform output from the rotation angle sensor 20 can be adjusted within the rotation range of α, thereby determining the ignition timing and the fuel injection timing of the internal combustion engine. The error in the initial setting of the crank angle position can be easily adjusted.

Further, since the adjustment of the initial setting is performed by rotating the rotation angle sensor 20 itself as described above, it is possible to adjust the initial setting of the crank angle position without requiring many parts. In order to enable the offset, the central axis A of the detection body 30 is set to the central axis B of the insertion portion 31.
Since the eccentricity is made eccentric with respect to the rotation angle sensor 20, the rotation angle sensor 20 does not become large in size, and therefore, it is possible to save space in installation. Although the sensor is attached to the distributor body 11 in the first embodiment, the present invention is not limited to this, and the sensor may be attached to the cylinder head.

6 and 7 show a second embodiment of the present invention. The second embodiment differs from the first embodiment only in the structure of the rotating body and the mutual arrangement of the distributor shaft and the rotation angle sensor, and the other structures include parts not shown in FIGS. 6 and 7. 1 to FIG. 5, the structure is the same as that of the crank angle detecting device of the first embodiment shown in FIG. 1 to FIG. Although the same reference numerals as those in the first embodiment are attached and the description of the configuration and the operation and effect based thereon are omitted, these same portions also form a part of the configuration of the device of the present embodiment. .

In the second embodiment, the timing rotor 13 as a rotating body is formed by providing a crank angle detected portion consisting of a protrusion 13a integrally formed on one side surface of the peripheral portion thereof. Further, the rotation angle sensor 20 is bolted to the distributor main body (sensor mounting portion) located on the extension line of the center axis C of the distributor shaft or the cam shaft 12 or the other side wall 11b of the cylinder head 11. Therefore, as shown in FIG. 6, the rotation angle sensor 20 is fixed in a posture in which the central axis A of the detection body 30 is parallel to the central axis C of the distributor shaft or the cam shaft 12. As a result, the front end surface of the core portion 25 of the core core portion 25 of the detection body 30 is arranged so as to correspond to one side surface of the peripheral portion of the timing rotor 13 on which the protrusion 13a is provided. The tip end surface of the core portion may not be exposed, but since it is exposed in this embodiment, the tip end surface faces the one side surface of the timing rotor 13.

In the structure of this second embodiment, the detector 3
0 is the maximum position change, that is, the maximum offset amount is m, the path diameter through which the core wire end face of the core iron core part 25 passes with respect to the protrusion 13a of the timing rotor 13 is D1, and the detector 3
0, the distance between the central axes A and B of the insertion portion 31, that is, the eccentric amount is L, the adjustment width of the phase of the voltage waveform for adjusting the initial setting of the ignition timing is θ1, and the rotation angle is When the maximum rotation angle of the sensor 20 is α, the maximum offset amount m is given by the following equation. m = L sin α = (D1 sin θ1) / 2 The configuration other than the above points is the same as that of the first embodiment.

Also, in the structure of the second embodiment, the same operation as that of the first embodiment can be obtained, whereby the intended purpose of the present invention can be achieved. FIG. 8 shows a third embodiment of the present invention. The third embodiment is different from the first embodiment only in the structure of the detection body of the rotation angle sensor, and the other structures are the same as those in the first embodiment shown in FIGS. 1 to 5 including parts not shown in FIG. Since the crank angle detecting device has the same configuration as that of the first embodiment, the configuration not shown is substituted by FIGS. 1 to 5, and the same components shown are given the same reference numerals as those in the first embodiment. Although the description of the configurations and the description of the operation and effects based on the configurations are omitted, these same portions also form a part of the configuration of the device of the present embodiment.

In this third embodiment, the rotation angle sensor 20
The detection body 130 is formed by stacking the Hall element 131 on one end surface of the magnet portion 24 and stacking the back yoke portion 26 on the other end surface thereof. A Hall IC or a magnetoresistive element may be used instead of the Hall element 131.
The surface of the Hall element 131 on the side opposite to the magnet portion 24 is the casing 29 in which the detector 130 is embedded.
Exposed from. It should be noted that the opposite side surface may not be exposed, but since it is exposed in this embodiment, the opposite side surface faces the outer peripheral surface of the timing rotor 13 on which the protrusion 13a is provided. . In addition, 132 is a terminal whose one end is connected to the three terminals of the hall element 131, and the other end is a connector connecting portion 2 as an output termyl.
9b is projected. The structure other than this point is the same as that of the first embodiment.

Also in the structure of the third embodiment, the same operation as that of the first embodiment can be obtained, and thereby the intended object of the present invention can be achieved. Moreover, since a solid type detection element such as the Hall element 131 is adopted as the detection element of the detection body 130, the number of constituent parts of the detection body 130 is small, and therefore the configuration of the detection body 130 can be simplified and downsized. There is an advantage that the above space saving can be further promoted.

FIG. 9 shows a fourth embodiment of the present invention.
The fourth embodiment differs from the first embodiment only in the structure of the rotating body, the mutual arrangement of the distributor shaft or the cam shaft and the rotation angle sensor, and the structure of the detection body of the rotation angle sensor, and other than that. The structure is the same as that of the crank angle detecting device of the first embodiment shown in FIGS. 1 to 5 including the part not shown in FIG. 9, and therefore the structure not shown in FIG. The same components as those shown in the figure are designated by the same reference numerals as those in the first embodiment, and a description of those components and an explanation of the operation and effect based on them will be omitted. Is a part of the configuration.

In the fourth embodiment, the timing rotor 13 as a rotating body is formed by providing a crank angle detected portion consisting of a protrusion 13a integrally formed on one side surface of the peripheral portion thereof. Further, a rotation angle sensor 20 is bolted to the distributor body or the other side wall 11b of the cylinder head 11 as a sensor mounting portion located on the extension line of the central axis C of the distributor shaft or the cam shaft 12. Therefore, as shown in FIG. 9, the rotation angle sensor 20 has the central axis A of the detection body 130.
Is the center axis C of the distributor shaft 12 or the cam shaft
It is fixed in a posture that is parallel to.

The detection body 130 of the rotation angle sensor 20 is formed by laminating the Hall element 131 on one end surface of the magnet portion 24 and laminating the back yoke portion 26 on the other end surface thereof.
A Hall IC or a magnetoresistive element may be used instead of the Hall element 131. And the hall element 13
The surface of the No. 1 opposite to the magnet unit 24 is the detection body 1
It is exposed from the casing 29 in which 30 is embedded. It should be noted that this opposite side surface may not be exposed, but since it is exposed in this embodiment, this side surface faces one side surface of the timing rotor 13 on which the projection 13a is provided. Further, 132 is a terminal whose one end is connected to the three terminals of the hall element 131, and the other end is projected into the connector connecting portion 29b as an output termyl.

In the configuration of the fourth embodiment, the maximum position change of the detection body 130, that is, the maximum offset amount is m, and the trajectory diameter of the detection body 130 with respect to the projection 13a of the timing rotor 13 is D1. , The distance between the central axes A and B of the detector 130 and the insertion portion 31, that is, the amount of eccentricity L, and the adjustment width of the phase of the voltage waveform for adjusting the initial setting of the ignition timing is θ1, , Rotation angle sensor 20
The maximum offset amount m is given by the following equation, where α is the maximum rotation angle of. m = L sin α = (D1 sin θ1) / 2 The configuration other than the above points is the same as that of the first embodiment.

Also in the structure of the fourth embodiment, the same operation as that of the first embodiment can be obtained, and thereby the intended object of the present invention can be achieved. Moreover, since a solid type detection element such as the Hall element 131 is adopted as the detection element of the detection body 130, the number of constituent parts of the detection body 130 is small, and therefore the configuration of the detection body 130 can be simplified and downsized. There is an advantage that the above space saving can be further promoted.

[0050]

According to the crank angle detecting device for an internal combustion engine according to the first and second aspects of the present invention configured as described above, the adjustment for compensating the error in the initial setting of the crank angle position is performed by the rotation angle. Since it is performed by rotating the sensor itself and offsetting the detection body with respect to the rotation body, a large number of parts are not required, and therefore the initial setting of the crank angle position can be adjusted with a simple configuration. In addition to being able to implement at low cost, the detection body is eccentric with respect to the central axis of the insertion part to enable the offset, so that it is possible to prevent the rotation angle sensor from becoming large and to make the detection device compact as a whole. It is possible to save space when installing.

[Brief description of drawings]

FIG. 1 is a sectional view showing a configuration of a crank angle detecting device according to a first embodiment of the invention.

FIG. 2 is a diagram showing a configuration of a rotation angle sensor included in the crank angle detection device shown in FIG. 1, as viewed from the direction of the line ZZ in FIG.

FIG. 3 is an enlarged cross-sectional view showing a configuration of a main part of the crank angle detection device shown in FIG.

FIG. 4 is a diagram showing a configuration of a timing rotor included in the crank angle detection device shown in FIG. 1 together with a part of the detection body shown in cross section, as viewed in the direction of arrow YY in FIG. 1;

5A is a diagram showing a signal waveform output by the crank angle detecting device shown in FIG. 1. FIG. 5B is a diagram showing a signal waveform output by the crank angle detection device shown in FIG. 1 when the phase is advanced with respect to the signal waveform of FIG. 5A.
5C is a diagram showing a signal waveform output by the crank angle detecting device shown in FIG. 1 when the phase is delayed with respect to the signal waveform of FIG. 5A.

FIG. 6 is a sectional view showing the configuration of a crank angle detecting device according to a second embodiment of the invention.

7 is a diagram showing the configuration of a rotation angle sensor included in the crank angle detection device shown in FIG. 6 as viewed from the direction of line XX in FIG.

FIG. 8 is a sectional view showing the configuration of a crank angle detecting device according to a third embodiment of the invention.

FIG. 9 is a sectional view showing the configuration of a crank angle detecting device according to a fourth embodiment of the invention.

[Explanation of symbols]

11 ... Distributor main body or cylinder head (sensor mounting part), 13 ... Timing rotor (rotating body), 13a ... Protrusion (crank angle detected part), 14 ... Sensor fitting hole, 15 ... Screw hole, 20 ... Rotation angle sensor , 21 ... Coil bobbin, 22 ... Detecting coil, 23 ... Detecting member, 24 ... Magnet part, 25 ... Core iron core part, 29 ... Casing, 30 ... Detecting body, 31 ... Inserting part, 33 ... Fixed collar, 34 ... Long hole, 36 ... Mounting bolts, A ... Central axis of detection body, B ... Central axis of insertion portion, C ... Central axis of timing rotor (rotating body), L ... Eccentric amount, m ... Maximum offset amount.

Claims (2)

[Claims] 1. A rotating body having a crank angle detected portion and rotating in synchronization with an internal combustion engine, and a rotating body which is provided so as to face the rotating body and which rotates in accordance with the rotation of the rotating body. A crank angle detection device for an internal combustion engine, comprising: a rotation angle sensor having a detection body that detects a detection unit and outputs an electric signal, wherein a sensor mounting portion in which the rotation body is housed has a circular sensor fitting hole and Each of the screw holes located around this hole is provided, and an insertion portion that is rotatably inserted into the sensor fitting hole along its circumferential direction is provided in the casing of the rotation angle sensor in which the detection body is built. The detection body is arranged eccentrically with respect to the central axis of the insertion portion, and a fixed flange that overlaps the outer surface of the sensor attachment portion is integrally projectingly provided on the insertion portion, and the flange is opposed to the screw hole. The long hole of the insertion part An internal combustion engine characterized in that the rotation angle sensor is fixed to the sensor mounting portion with a mounting bolt screwed into the screw hole through the elongated hole. Crank angle detection device. 2. The rotating body is made of a magnetic material, and
The crank angle to-be-detected part is a protrusion provided on the peripheral part of the rotating body, the detecting part has a magnet part, a core core part laminated on one end face of the magnet part on the rotating body side, and the iron core. An electromagnetic pickup type is used which has a detection coil wound around a coil bobbin fitted to the body, and the center axis of the detector is perpendicular or parallel to the center axis of the rotating body. 2. The internal combustion engine according to claim 1, wherein the front end surface of the core iron core portion of the detection body faces the peripheral portion of the rotating body on which the crank angle detection target portion protrudes. Crank angle detector.