JPH11182316A - Reversing detection controller - Google Patents

Abstract

PROBLEM TO BE SOLVED: To realize proper fuel injection control and ignition time control by performing a cylinder decision and a reversing detection based on the number of signal pulse inputted from a revolution angle sensor according to revolution of a crank shaft and a signal pattern made by measuring input time and non- input time of signal pulses of a group. SOLUTION: A single pulse group is decided 51 from a signal pulse from a revolution angle sensor 1. Each of the number of the single pulse group, input time from the starting of the input of the single pulse group to the termination and non-input time from the termination of the input of the single pulse group to the starting of the next pulse group is measured 53, 54, 55. Input time per unit pulse is calculated 56 from the number of pulse groups and input time, non-input time is divided by input time per unit pulse and the number of pulse corresponding to non-input time is calculated 58. From these arithmetic results, the single pulse group and a single signal non-input section are decided by a pertinent wave decision means 59. From the decision result, the decision of a revolution angle of a crank shaft, the decision of each cylinder and a reversing detection are performed.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a control device for an internal combustion engine of a vehicle or the like, and more particularly, to a cylinder determination and reverse rotation detection based on a signal of one rotation angle sensor of a rotating portion of the internal combustion engine. The present invention relates to a reverse rotation control device that accurately performs timing control between fuel injection and ignition timing control, and stops fuel injection and ignition timing control when reverse rotation is detected.

[0002]

2. Description of the Related Art In recent years, in an internal combustion engine for a vehicle, particularly for an automobile, an electronic control unit has been adopted to cope with the stricter regulation of exhaust gas and to increase the output while increasing the fuel injection amount and fuel consumption. The injection timing, ignition timing, and the like are precisely controlled to cope with the stricter regulation of the exhaust gas and higher output.

Since it is necessary to determine the crank rotation angle and the cylinder number when controlling the fuel injection timing and the ignition timing, a rotation angle sensor for detecting the rotation angle of the crankshaft is provided. ing.

In general, the rotation angle sensor has a configuration in which a crank rotation angle sensor and a cylinder discrimination sensor are provided on a camshaft or the like that rotates synchronously with the rotation of the crankshaft by half. Japanese Patent Application Laid-Open No. Hei 3-229953 discloses a technique for detecting a crank angle and determining a cylinder number based on signals from the crank rotation angle sensor and the cylinder discrimination sensor.

In this technique, as shown in FIG. 13, one rotating disk 2 is provided with a crankshaft rotation angle of 1 deg as a minimum unit.
A light-emitting element 4 and a light-receiving element 5 for a crank rotation angle sensor which are detected every time are provided, and a light-emitting element 11 and a light-receiving element for a cylinder discrimination sensor for discriminating a specific cylinder by obtaining a signal input corresponding to the specific cylinder. 12 are arranged and detected by the respective elements, and the optimal fuel injection timing and ignition timing are controlled for each cylinder in units of a crankshaft rotation angle of 1 deg.

As another example of a technique for detecting a crank angle and determining a cylinder number based on signals from a crank rotation angle sensor and a cylinder discrimination sensor, JP-A-5-231294 and JP-A-5-312088. Although there is a technology described in the gazette, each of these technologies has a two-input signal method of a reference signal and a signal for cylinder identification provided separately from the reference signal. At the same time, the cylinder determination is performed by simultaneously referring to the plurality of sensors.

As described above, the means for determining the crank angle and the cylinder number by using different sensors increases the number of sensors, increases the cost, and operates based on the detection of the plurality of sensors. There is a problem that the control system becomes complicated. As a means for solving the above-mentioned problem, a technique of detecting a crank rotation angle and determining a cylinder number based on a signal from the rotation angle sensor using a single rotation angle sensor is disclosed in Japanese Patent Application Laid-Open No. 5-86953 and Japanese Patent Publication No. Hei 5-86953. 7-580
No. 58 discloses this.

[0008] The technique disclosed in the above discloses a method in which one cylinder determination pulse signal is output immediately after the end of one reference pulse signal among several reference pulse signals set corresponding to each cylinder of the crank rotation angle sensor. An output means is provided separately, the cycle time is measured each time a sensor signal is input, the ratio between the previous and current pulse intervals (cycle time) is calculated, and the ratio is compared with a predetermined determination value. Or a pulse signal for cylinder determination.

[0009]

In the prior art using the single rotation angle sensor disclosed above, it is impossible to detect reverse rotation when the internal combustion engine rotates reversely.
And, for each sensor signal input, the fuel injection and ignition control is performed based on the input signal.However, since the number of input signals is small, the problem of the fuel injection timing and ignition timing control occurs. I have.

That is, in the case of a four-cylinder engine, since there are one to three signals every 180 degrees of crankshaft rotation,
The time per unit rotation angle is calculated by measuring the time when these signals are input, and dividing the time by the set angle value of these signals, which is known in advance, to control the operating angle of the fuel injection timing and the ignition timing. For a value, a so-called time control method of performing fuel injection or ignition control when a time corresponding to the angle is reached is performed.

However, in this time control method, when the input time of the signal is measured and the fuel injection control timing and the ignition control operation are temporally deviated, if the rotation of the crankshaft of the internal combustion engine fluctuates. Phenomena such as the fuel injection timing and the ignition timing being earlier or later than the set values occur.

For example, when there is a steady rotation fluctuation of ± 100 rpm when the internal combustion engine rotates at 800 rpm, the ignition timing has an error in the advance direction of about 2 deg from the set value. An error in the retard direction and an error in the advance direction in the case of rapid deceleration. If the ignition timing is shifted, knocking may occur, which may hinder smooth operation of the internal combustion engine.

Further, fuel injection and ignition control are performed due to erroneous determination, and when the internal combustion engine reversely rotates, the reverse rotation cannot be detected. Therefore, the driver or the operator who notices the abnormality has to stop the internal combustion engine to stop the internal combustion engine.

As described above, it is desired to increase the output of an internal combustion engine for an automobile. Therefore, in order to enable high-speed rotation of the internal combustion engine, the opening and closing timing of intake and exhaust valves of the internal combustion engine is required. , The overlap period tends to be increased, and the ignition timing has also been set to be more advanced, so that the internal combustion engine is more likely to reversely rotate, thus preventing control by erroneous determination or erroneous detection. Has become even more demanding.

On the other hand, it is necessary to precisely control the fuel injection amount, the fuel injection timing, the ignition timing, and the like in order to cope with the tightening of the exhaust gas regulations. Improving sensors is being demanded.

The present invention has been made in view of the above problems, and has as its object to detect a crank rotation angle, determine a cylinder, and determine an internal combustion engine based on a detection signal from one rotation angle sensor. Provided is a reverse rotation detection control device capable of accurately detecting the reverse rotation of an engine, enabling accurate timing control of fuel injection and ignition timing by cylinder determination, and capable of stopping fuel injection and ignition control when reverse rotation is detected. It is in.

[0017]

In order to achieve the above object,
The reverse rotation detection control device according to the present invention basically includes a rotation angle sensor of a crankshaft, a determination unit for determining a signal pulse accompanying the rotation of the crankshaft, and a cylinder determination unit. Signal pulse input / non-input determining means for determining a single pulse group by inputting a single signal pulse, input pulse measuring means for measuring the number of the single pulse group, and starting input of the single pulse group Pulse input time measurement means for measuring the input time from the end to, and signal non-input time measurement means for measuring the non-input time from the end of the input of a single pulse group to the start of the next single pulse group, A unit pulse input time calculating means for calculating an input time per unit pulse from the number of the pulse groups and the input time; and a phase of the no input time by dividing the no input time by the input time per unit pulse. An equivalent pulse number calculating means for calculating the number of pulses; and a corresponding waveform group determining means, wherein the corresponding waveform group determining means determines the number of the pulse groups, the input time per unit pulse, the non-input time, and By inputting the number of pulses corresponding to the non-input time and determining a single pulse group and a single signal non-input section, based on the determination of the single pulse group and a single signal non-input section, The determination of the rotation angle of the crankshaft, the determination of each cylinder, and the detection of reverse rotation are performed.

In a specific embodiment of the control device according to the present invention, the corresponding waveform group determining means includes a preceding pulse group determining means, a cylinder pulse group determining means, a following pulse group determining means, and a signal non-input. It is provided with determination means, the signal no input determination means, the determination margin coefficient considering the rotation fluctuation, the input means per unit pulse of the immediately preceding pulse group, and the value multiplied by the equivalent pulse of the determination signal no input section, The single signal non-input section is determined by comparing the measurement signal non-input time with the measurement signal non-input time.

The corresponding waveform group determining means of the control device according to the present invention includes a preceding pulse group determining, based on output signals of the single pulse group determining means and the signal no-input determining means.
The cylinder pulse group determination and the following pulse group determination are performed, and the cylinder determination unit determines the cylinder based on output signals of the preceding pulse group determination unit and the cylinder pulse group determination unit, and the reverse rotation detection unit A reverse rotation is detected based on output signals of the preceding pulse group determining means, the cylinder pulse group determining means, and the following pulse group determining means.

In a preferred embodiment of the rotation angle sensor according to the present invention, the rotation angle sensor has at least two signal slits for generating a unit rotation angle signal pulse and forms a single slit group. And, comprising a rotating disk having a plurality of the single slit group, of the plurality of slit groups, the number of slits forming the preceding pulse group is smaller than the number of slits of other signal slit group, and, It is characterized in that the number of slits forming the cylinder pulse group and the number of slits forming the following pulse group do not match each other.

Further, the control device of the present invention includes a fuel control means and an ignition control means, and the fuel control means or the ignition control means performs the fuel control or the ignition control based on the cylinder judgment by the cylinder judgment means. And the control device includes a signal abnormality alarm unit, the signal abnormality alarm unit issues an abnormality alarm based on the determination of the cylinder determination unit, and the control unit outputs a reverse rotation alarm. Means for issuing a reverse rotation warning based on the judgment of the reverse rotation detecting means. The reverse rotation detection control device according to the present invention configured as described above uses one rotation angle sensor, and inputs a plurality of pulse groups including a plurality of pulse signals from the rotation sensor by rotation of the crankshaft. The number of pulses of the pulse group, the input time of the group of signal pulses, and the signal pulse non-input time are each measured to detect a different signal pattern, and the appearance order of the signal pattern is determined. The determination of the rotation angle of the crank angle, the determination of the cylinder, and the detection of the reverse rotation can be performed.

In the determination of the signal-free input section, a determination margin coefficient considering rotation fluctuation, the input time per unit pulse of the immediately preceding pulse group, and a value obtained by multiplying the corresponding pulse of the determination signal-free input section by: The measurement signal no input time
Since the determination is made by comparison, even if the internal combustion engine fluctuates in rotation, it is possible to accurately determine the reference position of the rotation angle of the crankshaft and the cylinder position. It is possible to control the control timing correctly.

[0023]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS An embodiment of a reverse rotation detection control device according to the present invention will be described below in detail with reference to the drawings.

FIG. 1 shows the general configuration of a control device 10 including a rotation angle sensor unit 1 and a control unit 8 of a cylinder determination control device for an internal combustion engine according to this embodiment.
In FIG. 1, the rotation angle sensor unit 1 is provided with a rotating disk 2, a light emitting element 4, and a light receiving element 5.

The rotating disk 2 rotates at half the rotational speed of the crankshaft of the internal combustion engine (not shown). The rotating disk 2 is provided with a plurality of signal slit groups 3. The signal slit group 3 is provided with a plurality of slits through which light can pass at a unit angle, that is, every 1 deg.

When the light from the light emitting element 4 passes through the slit and reaches the light receiving element 5, the light receiving element 5 outputs an ON signal. When the light from the light emitting element 4 is cut off, the output of the light receiving element 5 is turned off.

In this way, every 1 deg of the rotation angle of the rotary disk 2 (every 2 deg in terms of crankshaft rotation angle)
An N-OFF signal pulse is output. These output signals are subjected to waveform shaping by the waveform shaping means 6 and turned on.
A pulse signal of −OFF is input to the control unit 8.

The control unit 8 is supplied with a time reference signal from a clock (not shown) by the timer 7. The control unit 8 receives a signal from the rotation angle sensor unit 1 and a time reference signal from the timer 7, performs a predetermined arithmetic operation, and outputs control signals such as fuel injection timing control and ignition timing control. It has become.

Next, a description will be given of cylinder determination, reverse rotation detection, and signal abnormality determination of the internal combustion engine by the reverse rotation detection control device of this embodiment.

FIG. 2 is a control block diagram of functional parts relating to cylinder determination, reverse rotation detection and signal abnormality determination of the control unit 8 for controlling the internal combustion engine based on the output signal from the rotation angle sensor unit 1.

The rotation angle sensor unit 1 outputs an ON-OFF pulse signal with the rotation of the crankshaft of the internal combustion engine.

The signal pulse input / non-input determination means 51
After the signal pulse is input, the signal pulse input continuously within a certain time is determined as a continuous series of signal pulses,
In addition, it has a function of performing a determination process on a signal pulse input over a predetermined time from the last input signal pulse as a different signal pulse group.

The judgment value setting means 52 is provided with the judgment means 51
, A reference value of the determination time is set.

The number-of-input-pulses measuring means 53 measures and stores the number of input pulses determined by the determining means 51 as a series of pulses. The pulse input time measuring means 54 operates simultaneously with the measuring means 53, and measures and stores the time from the start of the first pulse input to the end of the last pulse input of a series of pulse groups.

The signal non-input time measuring means 55 measures and stores the time from the end of the input of a series of pulse groups to the start of the input of the first signal pulse of the succeeding pulse group, contrary to the measuring means 54.

The unit pulse input time calculating means 56 divides the input time obtained by the measuring means 54 by the number of input pulses obtained by the measuring means 53, thereby obtaining one input pulse, that is, a unit pulse. Calculate the per-time value.

The equivalent pulse number calculating means 58 calculates the signal non-input time obtained from the signal non-input time measuring means 55,
By dividing by the time value per unit pulse obtained from the unit pulse input time calculating means 56 (the value calculated from the measured value of the immediately preceding input signal pulse group), the number of pulses corresponding to the non-input time is calculated. I do.

The corresponding waveform group determining means 57 determines which of a series of signal waveforms obtained by the rotation of the crankshaft of the internal combustion engine the input pulse obtained from the input pulse number measuring means 53 corresponds to, A signal non-input time between pulse groups obtained from the input time measuring means 55 corresponds to an interval (signal non-input section) between a series of signal waveform groups obtained by rotation of the crankshaft of the internal combustion engine. The determination is made based on output signals from the unit pulse input time calculating means 56 and the equivalent pulse number calculating means 58. That is, as shown in the control block diagram of FIG. 3, the corresponding waveform group determination unit 57 includes a preceding pulse group (T2, T3) determination unit 57a, a following pulse group (T5) determination unit 57b, and a signal non-input section (R5). , R7, R8, R10) output the signal determined by the determination means to the input order correctness determination means 59 of the input waveform group.

The correctness / non-correction determination means 59 is a pulse group (preceding pulse groups T2, T2) obtained from the waveform group determination means 57.
3 or the cylinder pulse group T5 or the succeeding pulse group T4) and the signal at the corresponding signal waveform interval (R5, R6, R8 or R10). Is determined.

The cylinder determining means 60 determines whether the pulse group (the preceding pulse group T2 or T3 and the cylinder pulse group T5
The cylinder is determined based on 5) and the corresponding signal waveform interval (T5).

Then, based on the cylinder determination, the fuel injection control means 61 is activated to activate the injector 62, thereby injecting fuel into each cylinder of the internal combustion engine and the ignition control means 63 to activate the ignition plug. At 64, an ignition spark is generated.

The judging means 59 judges whether the input signal is abnormal or the reverse rotation is detected. If the reverse rotation is detected, the reverse rotation alarm means 65 outputs the reverse rotation detection. Then, an abnormal display is output by the signal abnormality warning means 66.

FIG. 4 shows the signal slit group 3 of the rotating disk 2 used in the rotation angle sensor unit 1 in the case of an internal combustion engine with four cycles and four cylinders.

In FIG. 4, cylinder names of 1-2-3-4 are entered in accordance with the order of explosion of a general four-cylinder internal combustion engine. Of course, it is possible to adapt to the change.

Since there are four cylinders, the crankshaft rotation angle interval between the compression top dead centers of each cylinder is 180 degrees.
Here, CA in FIG. 4 represents a crankshaft rotation angle,
Crank Angle.

FIGS. 5 to 8 show details of input signals relating to the first cylinder, the second cylinder, the third cylinder, and the fourth cylinder shown in FIG.

FIG. 5 shows the fourth cylinder top dead center (hereinafter referred to as TDC).
) To the first cylinder TDC. Vertical thick lines (two to five lines) shown in FIG. 5 indicate that each is an input signal pulse, and each thick line is one of the rectangular wave signal pulses shown in FIG. 4 or FIG. Corresponding to

The numbers described above the horizontal lines in FIG. 5 indicate the number of pulses of the input signal pulse portion. The two pulse groups are referred to as T2, and the initials are prefixed with T, such as T4 for four pulses and T5 for five pulses, and the number following them represents the number of input pulses.

Similarly, the number in the signal non-input section between input signal pulses indicates the number of pulses corresponding to the set rotation angle. The five corresponding pulse sections are called R5 and 8
In the case of a number, R is added to the initial letter, such as R8, and the number following the letter represents the corresponding pulse number.

The input signal corresponds to the rotation of the internal combustion engine as shown in FIG.
In the case of, input is performed in the order shown in the direction from the fourth cylinder TDC to the first TDC.

The last signal pulse falling point of the two pulse groups T5 is 70 de before the compression top dead center of each cylinder.
gCA (hereinafter abbreviated as BTDC70CA).

Generally, this set value is BTDC65CA to BTDC75CA
The value of the degree is common and is determined in relation to the set value of the primary current supply time to the ignition coil.

The last signal pulse falling point of the three pulse groups T4 is 10 de before the compression top dead center of each cylinder.
It is set to gCA (= BTDC10CA). As described above, this set value is generally a value of 0 to about 15 degCA before the compression top dead center, and is determined in relation to the ignition timing at the start.

The numeral 90 above the horizontal line at the bottom indicates that the crank rotation angle interval corresponds to the number of 90 pulses.

Similarly, FIG. 6 shows an arrangement of input signals between the first cylinder TDC and the second cylinder TDC. The meaning of each numerical value in the figure is the same as that in FIG. Similarly, FIG. 7 shows that the second cylinder TDC to the third cylinder TDC
2 shows an arrangement of input signals up to the above.

Similarly, FIG. 8 shows an arrangement of input signals from the third cylinder TDC to the fourth cylinder TDC.

As described above, the input pulse group and the number of pulses corresponding to the signal non-input section are set, so that the pattern 100 shown in FIG. 9 shows the signal input sequence shown in FIG. 200 is the signal input order of FIG.
The pattern 300 corresponds to the signal input order of FIG.
0 indicates the signal input order of FIG.

Since the input pulse group and the number of pulses corresponding to the no-signal input section are set as described above, each cylinder can be determined with the signal input shown in FIG.

That is, following three T2 pulse groups, T5
When one set of pulse groups is detected, it can be determined that the cylinder is the first cylinder.

Similarly, following the three T3 pulse groups,
When one set of five pulse groups is detected, it can be determined that the cylinder is the second cylinder.

When one set of two T3 pulses and one set of T5 pulses are detected following one set of T2 pulses,
It can be determined as the third cylinder.

Further, following one set of T3 pulses, 2
When one set of T2 pulse group and T5 pulse group is detected, it can be determined that the cylinder is the fourth cylinder.

Although the cylinder determination can be performed by such an input signal arrangement order, the T2 and T3 pulse groups are particularly referred to as a preceding pulse group because they must be detected in advance for the cylinder determination. Similarly, if the T5 pulse group is detected after the preceding pulse group is detected, cylinder determination can be performed. Therefore, this T5 pulse group is particularly called a cylinder pulse group. The T4 pulse group following the T5 pulse group will be particularly referred to as a subsequent pulse group.

The relationship between the preceding pulse group, the cylinder pulse group, and the following pulse group is obtained by dividing the number of input pulses constituting the preceding pulse group by the number of input pulses constituting the remaining cylinder pulse group or the following pulse group. Set to a small number.

Further, the number of input pulses forming the cylinder pulse group and the number of input pulses forming the succeeding pulse group are set so as not to coincide with each other.

Here, the set angle of the pulse will be described. Since the signal slit provided in the rotating disk 2 of FIG. 1 is cut at every disk angle of 1 deg, a pulse signal is output from the light receiving element 5 every time the disk 2 rotates 1 deg (crank shaft). In terms of rotation, 2
A pulse signal is output every deg.)

Therefore, the number of slits in the signal slit group 3 is the same as the predetermined input signal pulse number setting value.

The preceding pulse group is provided for cylinder discrimination, and the number of constituent pulses must be smaller than the number of constituent pulses of another cylinder pulse group or the following pulse group. At least two to make a distinction
The above pulse is set.

The number of constituent pulses of the cylinder pulse group is set to a value obtained by adding 2 to the number of constituent pulses of the preceding pulse group or a value larger than the number. The interval between the signal pulse groups is set to an equivalent rotation angle corresponding to five signal pulses to make the separation of the preceding and succeeding pulse signal groups clear.

By setting the number of pulses corresponding to the input pulse group and the no-signal input section, the first simultaneous fuel injection can be performed if the determination shown in FIG. 11 is established. That is, FIG.
In the state where the determination by 1 is established, it is not possible to determine which cylinder it is, but it means that the falling point of the pulse signal of the BTDC70CA of one of the cylinders has been detected.

Therefore, it is well known that this simultaneous fuel injection is effective in starting at a low temperature in which simultaneous fuel injection is simultaneously performed on all cylinders prior to normal fuel injection. Can be considered as one of the effects of the embodiment of the present invention.

After the cylinder determination is made based on the establishment of the determination pattern shown in FIG. 10, the correctness of the input sequence of the input waveform group is determined as shown in FIGS.

For example, in the pattern number 110 of FIG. 12, the order and arrangement of the signal group that is input subsequently after the determination of the first cylinder is described. It is determined that the input state is normal. If the signal input is not performed in the order described in FIG. 12, it is determined that the signal is abnormal, and the signal abnormality alarm unit 66 outputs an alarm.

When the signal input is in the state shown in FIG. 13 (signal input order), it is determined that the motor is rotating in the reverse direction, a warning is output by the reverse rotation warning means 65, and the fuel injection control and the ignition control are stopped. By stopping the reverse rotation state of the internal combustion engine, it is possible to prevent the internal combustion engine from being damaged.

Next, the flow of cylinder determination and reverse rotation detection control, including detection of an abnormality in an input signal, will be described with reference to the control flowcharts of FIGS.

FIGS. 14 and 15 illustrate the flow of measurement of the number of signal pulse inputs and the signal non-input time. When the crankshaft rotation of the internal combustion engine starts, a pulse signal is input. In step 1001, it is determined whether the next pulse has been input within the time SX from the time when the input signal falls. If a signal is input within the determination time SX, it is determined that the input signal follows the signal pulse input immediately before, and a pulse input over the determination time SX is defined as a group of signal pulses input immediately before. It is determined to be another new signal pulse group.

The determination time SX is set as follows.
That is, a value obtained by multiplying the measured value of the time SXX from the rising to the falling of the latest input signal pulse group by a coefficient 1.3 in consideration of the rotation fluctuation and further multiplying by 3 as a margin value.

The value of the coefficient 1.3 takes into account rapid rotation fluctuations (sudden acceleration, rapid deceleration, etc.) of the internal combustion engine, and the value of the margin value 3 corresponds to three signal pulses. It is a thing. If a signal pulse is input from the no-signal input state, the flag is set to 01 at the rising of the first input of the signal pulse in step 1002, and
At 003, measurement of the number of input signal pulses is started.

Next, at step 1004, it is determined whether or not signal pulse input is being continued.

The determination method is, as described in the above-mentioned step 1001, whether or not a pulse is input within the time SX following the input pulse.

In step 1004, the judgment result is N
If O, that is, if the signal pulse input has been completed, the process proceeds to step 1005. In step 1005, the number of pulses of the input pulse group input and measured is stored, and the old measurement value is updated to the new measurement value.

Then, the process proceeds to a step 1006. In step 1006, the flag is set to 11.

In step 1001, the determination is N
If it is O, the next pulse has not been input within the time SX from the time of the fall of the input signal.
In step 7, the flag is set to 00, and the flow advances to step 1008. In step 1008, time measurement from the falling point of the previously input signal pulse is started.

In step 1009, it is determined whether the signal pulse is not being input. The determination method is, as described in the step 1001, whether or not a pulse is input within the time SX after the input pulse.

If the decision result in the step 1009 is NO, it means that the signal non-input time has ended and the signal pulse input has started, and the process proceeds to the step 1010.

In step 1010, the signal non-input time until immediately before the rise of the input signal pulse is measured and stored, and the old measured value is updated to the new measured value.

Then, the process proceeds to a step 1011. In step 1011, the number of pulses corresponding to the no-signal input section is calculated based on the measured and stored values in step 1010.

The calculation of the number of equivalent pulses in the no-signal input section is performed as follows. If the pulse non-input time KX simultaneously satisfies the following equations 1 and 2, the equivalent pulse number is R
5 is determined. Alternatively, when the equations (3) and (4) are simultaneously satisfied, the corresponding pulse number is determined to be R7. Alternatively, when the expressions 5 and 6 are simultaneously satisfied, the corresponding pulse number is determined to be R8. Alternatively, when the equations (7) and (8) are simultaneously satisfied, the corresponding pulse number is determined to be R10. The pulse non-input time KX is
If none of Equations 1 to 8 applies, the equivalent pulse number is RX.

[0089]

KX ≧ 0.7 × (KT / KP) × 5 Equation (1)

[0090]

KX ≦ 1.3 × (KT / KP) × 5 Equation (2)

[0091]

KX ≧ 0.7 × (KT / KP) × 7 Equation (3)

[0092]

KX ≦ 1.3 × (KT / KP) × 7 Equation (4)

[0093]

KX ≧ 0.7 × (KT / KP) × 8 Equation (5)

[0094]

KX ≦ 1.3 × (KT / KP) × 8 Equation (6)

[0095]

KX ≧ 0.7 × (KT / KP) × 10 Equation (7)

[0096]

KX ≦ 1.3 × (KT / KP) × 10 Equation (8) Explanation of Symbols KT: When measuring the no-signal input time, the first pulse signal rises at the immediately preceding group of pulse input times. Measurement time from to the last pulse signal fall.

KP: total number of pulses input within the above KT time.

That is, the calculations in equations (1) to (8) are based on the assumption that the input time measured in step 1005 is divided by the number of input pulses, and the time per signal pulse number during the measurement is calculated. Is calculated, and the set equivalent pulse numbers R5 to R10 in the signal non-input section shown in FIGS.
Is calculated, and it is determined whether or not the measured value KX is within each range obtained by multiplying the determination margin coefficient 0.7 and 1.3 in consideration of the rotation fluctuation.

Then, the process proceeds to a step 1012. In step 1012, the flag is set to 10.

In step 1013, it is determined whether or not the signal pulse input measurement is to be continued. If the determination result is NO, a series of processing is terminated.
Return to 01 and continue.

Next, the flow of the cylinder determination control will be described with reference to FIGS. In step 2001,
Capture signals.

The signal input is a signal input pulse group (for example, T
2, T3, T5,...) And the number of pulses (for example, R5, R8,.

That is, step 1006 shown in FIG.
When the flag 11 is established, the value of the signal input pulse group in step 1005 is fetched, and when the flag 10 is established in step 1012,
The calculated value of the number of pulses corresponding to the no-signal input section at 011 is taken.

In step 2002, the signal input pulse group and the number of pulses corresponding to the signal non-input section are stored in a state of being arranged in the signal input order. The maximum number of arrays to be stored is 9
And the value of the latest input signal is the lowest in the array, and is sequentially shifted up every time a signal is captured. 9
More than one input signal overflows and is erased.

In step 2003, it is determined whether the simultaneous fuel injection has been completed. Step 20
If the determination result in Step 03 is NO, Step 200
Proceed to 4. In step 2004, step 200
It is determined whether the number of signal inputs stored in 2 is 5 or more. In step 2004, if the determination is NO, the number of signal inputs is small, so the process returns to step 2001 to take in the next signal. In step 2004, if the determination is YES, the process proceeds to steps 2005 and 2006, where the latest five input signals from the signal input array stored in step 2002 (the lowest input value is the first digit,
The last input value is the second digit, and the previous input value is the third digit.
And the case of a five-digit input signal array is referred to as the latest five input values. The same applies to the following description.)
It is determined whether 1 or 502 is satisfied.

If the decision result in the step 2006 is YE
In the case of S, the process proceeds to step 2007 to activate the simultaneous fuel injection control, and then proceeds to step 2008.

If the determination is made (YES) in step 2006, it means that the fall and the point of the cylinder pulse group T5 have been determined, which is important in the control of the internal combustion engine.

That is, as described above, 70 deg (BT
DC70CA) has been detected, and it is not yet possible to determine which of the first to fourth cylinders is T5. However, in general, simultaneous injection control to the injector 62 is performed by fuel injection control. This is because it is a point to start, and it is a timing to start energizing the ignition coil at the time of starting and at the time of idling.

On the other hand, if the decision result in the step 2006 is NO, the process proceeds to a step 2008, in which it is determined whether or not the cylinder determination has been completed.

If it is determined in step 2008 that the cylinder determination has not been completed, the process proceeds to step 2009. Step 2
If the determination result of 009 is YES, that is, if the number of input signals is 9 or more, the process proceeds to steps 2010 and 2011, and the latest seven input signals are selected from the signal input array stored in step 2002. Next, it is determined whether or not the description determination pattern 101 shown in FIG.

The determination pattern is established, that is, step 201
If the determination result of 1 is YES, it is determined that the cylinder is the first cylinder. Similarly, the determination in step 2013, step 2015, and step 2017 is performed to determine whether or not each cylinder has been determined.

When the determination result of the number of input steps is NO When the determination result of step 2017 is NO,
Since no cylinder has been determined, the process proceeds to step 2019 to repeat the cylinder determination operation again. Step 20
At step 19, the flag N is set to N = N + 1. At step 2020, it is determined whether or not the flag N has exceeded three.

If the result of the determination in step 2020 is YE
If S, it means that cylinder determination cannot be performed even if the cylinder determination operation is repeated three times, so that step 202
In step 1, a signal abnormality judgment alarm of the input signal is output.

At step 2020, the judgment result is N
If O, that is, if the number of cylinder determination repetitions is three or less, if the cylinder determination is to be continued in step 2023, the process returns to step 2001, and a new signal is acquired.
The cylinder determination operation is repeated again. Step 2012,
Step 2014, step 2016 or step 2
As a result of step 018, when each cylinder is determined, step 20 is executed.
At 24, a flag for terminating cylinder determination is set.

If the simultaneous fuel injection has not been completed after the cylinder determination, the flow returns to step 2004 and subsequent steps via step 2025 to perform the simultaneous fuel injection.

If the cylinder determination has been completed and the simultaneous fuel injection has also been completed, the process proceeds to steps 2026 and 2027 to start fuel sequential injection control and ignition control. As for the simultaneous injection control of fuel, the sequential injection control of fuel, and the ignition control, a known technique may be used as it is, and a description thereof will be omitted.

Next, the control flow after the end of the cylinder determination is shown in FIG.
This will be described with reference to FIG. 21 from 0. After the end of the cylinder determination, the correctness of the input order of the input waveform group is determined to determine whether the internal combustion engine is rotating in the reverse direction.

In step 3001, it is determined whether ignition control has been started.

If the ignition control has been activated, it indicates that the cylinder determination has been completed and the fuel injection control has also been activated.

At steps 3002 and 3003, a signal is fetched, and at step 3004, it is determined whether or not reverse rotation is detected. That is, the arrangement of the latest three input signals is the determination pattern 90 shown in FIG.
It is determined whether the value matches 1 or 904 or 905. If they match, it is determined that reverse rotation has been detected, and step 3
Go to 010.

If the decision result in the step 3005 is NO, the process proceeds to steps 3006 and 3007, where the arrangement of the latest five input signals is determined by the decision pattern shown in FIG.
It is determined whether or not it matches 902 or 906 or 907. If they match, it is determined that reverse rotation has been detected, and the flow advances to step 3010.

If the decision result in the step 3007 is NO, the process proceeds to the steps 3008 and 3009, where the arrangement of the latest seven input signals is determined by the decision pattern shown in FIG.
It is determined whether or not it matches 903. If they match,
It is determined that reverse rotation has been detected, and the process proceeds to step 3010.

In step 3010, a determination is made as to reverse rotation. Subsequently, a reverse rotation warning is output in step 3011.
Proceed to step 3019.

If the decision result in the step 3009 is NO, the process advances to a step 3012 to decide whether or not the signal input is a permutation. In step 3012, it is determined whether the input of the signal group is performed in the order described in FIG. That is, the steps 2011 and 20
When the first cylinder determination is made in accordance with No. 12, the sequence and arrangement of subsequently input signals must be as shown in the pattern 110 shown in FIG. 12. Each time a signal is input, the latest seven input signals are used to determine whether the input signal is normal. First
The same applies when the determination of a cylinder other than the cylinder is established.

If the determination in step 3012 is YES, the flow advances to step 3013 to make a cylinder determination. The cylinder determination method is based on Steps 2009 to 201 described above.
The description is omitted because it is the same as the flow up to 8.

Subsequently, in step 3014, it is determined whether or not to continue the control. If the control is to be continued, the fuel injection control is continued in step 3015.
At 16, ignition control is continued, and again at step 300.
Returning to step 2, a new signal is fetched.

On the other hand, step 3012 and step 3
In the determination of 013, if the determination is NO, the signal input in the order corresponding to the rotation of the crankshaft of the internal combustion engine has not been performed, so that steps 3017 and 3030 are not performed.
At 18, classane signal abnormality determination and signal abnormality alarm output are performed, and at step 3005, fuel injection control is stopped, and at step 3006, ignition control is stopped.

In the description of this embodiment, the signal slit 3
Since the set unit angle of A is 2 deg, if the rising and falling edges of the unit signal are used,
It is possible to control with the minimum accuracy of every 1 deg. In this way, it is possible to accurately control the fuel injection control and the ignition timing control for each cylinder after the cylinder determination at the minimum timing of 1 deg.

As described above, one embodiment of the present invention has been described. However, the present invention is not limited to the above-described embodiment, and may be designed without departing from the spirit of the present invention described in the appended claims. Can be variously changed.

That is, the arrangement of the succeeding pulse group shown in FIGS.
3 to T22 as shown in FIG. The reverse rotation detection method in the case of such a change is, for example, after detecting the input pulse group of 6 or more, R8, T
The reverse rotation may be detected when 5 is detected.

As another embodiment, four cycles 3
The case of a cylinder internal combustion engine will be described.

FIG. 27 corresponds to FIG. 4 in the case of the four cylinders, and FIGS. 28 to 30 respectively correspond to FIGS. 5 to 7 below.

In FIG. 27, cylinder names of 1-2-3 are entered in accordance with the explosion order of a general three-cylinder internal combustion engine. However, if the cylinder names are changed according to the explosion order, the change must be made. It is natural that they may be combined.

Since there are three cylinders, the crankshaft rotation angle interval between the compression top dead centers of each cylinder is 240 degrees.
Since the order and arrangement of the input signal groups shown in FIGS. 28 to 30 are used, the cylinder determination, reverse rotation detection, and signal abnormality determination described above can be performed by only partially changing the number of pulses corresponding to the no-signal input section. It goes without saying that it is possible.

For example, the last R5 of the determination pattern 100 shown in FIG. 9 may be changed to R35, the last R8 of the determination pattern 200 may be changed to R37, and the last R7 of the determination pattern 300 may be changed to R40. Then, the pattern 110, the pattern 210, and the pattern 3 shown in FIG.
R5, R8, and R7 at the end of 10 may be changed in the same manner as described above.

[0136]

As can be understood from the above description, the reverse rotation detection control device of the present invention uses one rotation angle sensor,
Based on a signal pattern obtained by measuring the number of signal pulses input based on the rotation of the crankshaft and a group of signal pulse input time and signal pulse non-input time, input of cylinder determination and reverse rotation detection is performed. Make a decision.

The timing of the fuel injection control and the timing of the ignition timing control are determined based on the determined input timing of the specific signal and the number of signal pulses subsequently input. Therefore, regardless of the rotational fluctuation of the internal combustion engine, the timing is always determined. It is possible to correctly control according to the set value, and by performing reverse rotation detection of the internal combustion engine after the cylinder determination, when the reverse rotation is detected, the fuel injection control and the ignition timing control are stopped, and the internal combustion engine is damaged. Can be prevented.

[Brief description of the drawings]

FIG. 1 is a schematic configuration diagram of a reverse rotation detection control device including a rotation angle sensor and a control unit according to an embodiment of the present invention.

FIG. 2 is a control block diagram relating to cylinder determination and reverse rotation detection of the reverse rotation detection control device of FIG. 1;

FIG. 3 is a detailed control block diagram of a corresponding waveform group determination unit of the control device of FIG. 2;

FIG. 4 is a diagram showing a signal waveform of the rotation angle sensor of FIG. 1;
The figure which shows the outline of the signal arrangement | positioning regarding a cylinder engine.

5 is a diagram showing details of a signal waveform arrangement of FIG. 4, and is an explanatory diagram of an angle set value and a related position related to a first cylinder of a four-cylinder engine.

6 is a diagram showing details of the signal waveform arrangement of FIG. 4, and is an explanatory diagram of angle setting values and related positions related to a second cylinder of a four-cylinder engine.

7 is a diagram showing details of the signal waveform arrangement of FIG. 4, and is an explanatory diagram of angle setting values and related positions related to a third cylinder of a four-cylinder engine.

8 is a diagram showing details of the signal waveform arrangement of FIG. 4, and is an explanatory diagram of angle setting values and related positions related to a fourth cylinder of a four-cylinder engine.

FIG. 9 is an explanatory diagram showing a relationship between an input signal group and a pattern determination number related to the signal waveforms shown in FIGS. 6 to 8;

FIG. 10 is an explanatory diagram showing cylinder determination conditions related to the signal waveforms shown in FIGS. 6 to 8;

FIG. 11 is an explanatory diagram showing determination conditions for the first simultaneous fuel injection related to the signal waveforms shown in FIGS. 6 and 8;

FIG. 12 is an explanatory diagram showing conditions for judging the correctness of a signal group input after cylinder determination, related to the signal waveforms shown in FIGS. 6 to 8;

FIG. 13 is an explanatory diagram showing determination conditions for reverse rotation detection related to the signal waveforms shown in FIGS. 6 to 8;

FIG. 14 is a flowchart (previous stage) of the control device showing the flow of calculation of the number of input signal pulses of the rotation angle sensor of FIG. 1;

FIG. 15 is a flowchart (the latter stage) of the control device showing the flow of calculation of the number of input signal pulses of the rotation angle sensor of FIG. 1;

FIG. 16 is a flowchart (part 1) of control up to the end of cylinder determination by the rotation angle sensor of FIG. 1;

FIG. 17 is a flowchart (part 2) of control up to the end of cylinder determination by the rotation angle sensor of FIG. 1;

FIG. 18 is a flowchart (part 3) of control up to the end of cylinder determination by the rotation angle sensor of FIG. 1;

FIG. 19 is a flowchart (part 4) of control up to the end of cylinder determination by the rotation angle sensor of FIG. 1;

FIG. 20 is a flowchart (previous stage) of control after completion of cylinder determination by the rotation angle sensor of FIG. 1;

FIG. 21 is a flowchart (middle section) of control after the cylinder angle determination of the rotation angle sensor of FIG. 1 is completed.

FIG. 22 is a flowchart (later stage) of control after completion of cylinder determination by the rotation angle sensor of FIG. 1;

FIG. 23 is a diagram showing a signal waveform of another embodiment of the rotation angle sensor according to the present invention, and is a diagram corresponding to FIG. 5;

24 is a diagram showing a signal waveform of another embodiment of the rotation angle sensor of the present invention, and is a diagram corresponding to FIG. 6;

FIG. 25 is a diagram showing signal waveforms of another embodiment of the rotation angle sensor according to the present invention, and is a diagram corresponding to FIG. 7;

26 is a diagram showing a signal waveform of another embodiment of the rotation angle sensor according to the present invention, and is a diagram corresponding to FIG.

FIG. 27 is a diagram showing a signal waveform of another embodiment of the rotation angle sensor of the present invention, and is a diagram schematically showing a signal arrangement related to a three-cylinder engine.

FIG. 28 is a diagram showing details of the signal waveform arrangement of FIG. 27;
FIG. 4 is an explanatory diagram of angle setting values and related positions related to a first cylinder of a cylinder engine.

FIG. 29 is a diagram showing details of the signal waveform arrangement of FIG. 27;
FIG. 4 is an explanatory diagram of angle setting values and related positions related to a second cylinder of a cylinder engine.

FIG. 30 is a diagram showing details of the signal waveform arrangement of FIG. 27;
FIG. 4 is an explanatory diagram of angle setting values and related positions related to a third cylinder of a cylinder engine.

FIG. 31 is a schematic structural view showing a conventional rotation angle sensor.

[Explanation of symbols]

DESCRIPTION OF SYMBOLS 1 ... Rotation angle sensor unit, 2 ... Rotating disk, 3 ... Slit group for signals, 4 ... Light emitting element, 5 ... Light receiving element, 8 ... Control unit, 51 ... Signal pulse input / non-input determination means,
52: determination value setting means, 53: input pulse number measurement means,
54: pulse input time measuring means, 55: signal non-input time measuring means, 56: unit pulse input time calculating means, 57 ...
Applicable waveform determining means, 57a: cylinder preceding pulse group determining means, 57b: cylinder pulse group determining means, 57c: signal non-input section determining means, 57d: succeeding pulse group determining means, 58
... Equivalent pulse number calculation means, 59... Input / output group input order correctness determination means, 60... Cylinder determination means, 61. Fuel injection control means, 63... Ignition control means, 65.
66 ... Signal abnormality alarm means.

Claims (11)

[Claims] 1. A control apparatus for an internal combustion engine, comprising: a rotation angle sensor for a crankshaft; determination means for determining a signal pulse accompanying rotation of the crankshaft; and cylinder determination means. A signal pulse input for inputting a signal pulse from the rotation angle sensor to determine a single pulse group;
Non-input determination means, input pulse measurement means for measuring the number of the single pulse group, pulse input time measurement means for measuring the input time from the start to the end of the input of a single pulse group, a single Signal non-input time measuring means for measuring the non-input time from the end of the input of the pulse group to the start of the next single pulse group, and calculating the input time per unit pulse from the number of the pulse groups and the input time A unit pulse input time calculating unit, an equivalent pulse number calculating unit that divides the no input time by the input time per unit pulse to calculate an equivalent pulse number of the no input time, a corresponding waveform group determining unit,
The corresponding waveform group determination means inputs the number of the pulse groups, the input time per unit pulse, the non-input time, and the number of pulses corresponding to the non-input time, and outputs a single pulse group. And a single signal non-input section is determined. Based on the single pulse group and the single signal non-input section, the rotation angle of the crankshaft, the determination of each cylinder, and the detection of reverse rotation are performed. A reverse rotation detection control device. 2. The apparatus according to claim 1, wherein said corresponding waveform group determining means includes a preceding pulse group determining means, a cylinder pulse group determining means, a following pulse group determining means, and a signal non-input determining means. 2. The reverse rotation detection control device according to 1. 3. A method according to claim 1, wherein said corresponding waveform group determining means multiplies a determination margin coefficient in consideration of rotation fluctuation, an input time per unit pulse of the immediately preceding pulse group, and a corresponding pulse in a determination signal non-input section. The reverse rotation detection control device according to claim 2, wherein the single signal non-input section is determined by comparing the measurement signal non-input time with the single signal non-input section. 4. The apparatus according to claim 1, wherein said corresponding waveform group determining means determines a preceding pulse group determination, a cylinder pulse group determination, and a following pulse based on output signals of said single pulse group determining means and said no-signal input determining means. 4. The reverse rotation detection control device according to claim 2, wherein a group determination is performed. 5. The reverse rotation detection control device according to claim 4, wherein said cylinder judging means judges a cylinder based on output signals of said preceding pulse group judging means and said cylinder pulse group judging means. 6. The reverse rotation detecting means detects reverse rotation based on output signals of the preceding pulse group determining means, the cylinder pulse group determining means, and the following pulse group determining means. The reverse rotation detection control device according to the above. 7. A rotary disk having at least two or more signal slits for generating a unit rotation angle signal pulse as a single slit group, and a plurality of said single slit groups. The reverse rotation detection control device according to claim 1, further comprising: 8. The number of slits forming the preceding pulse group among the plurality of slit groups is made smaller than the number of slits of the other signal slit group, and the number of slits forming the cylinder pulse group is determined. The reverse rotation control device according to claim 7, wherein the number of slits forming the following pulse group does not match each other. 9. The control device includes fuel control means and ignition control means, wherein the fuel control means or ignition control means performs fuel control or ignition control based on cylinder determination by the cylinder determination means. 9. The method according to claim 1, wherein:
The reverse rotation detection control device according to any one of claims 1 to 6. 10. The control device according to claim 1, further comprising a signal abnormality alarm unit, wherein the signal abnormality alarm unit issues an abnormality alarm based on the determination by the cylinder determining unit. A reverse rotation detection control device according to the item. 11. The control device includes a reverse rotation warning means,
9. The reverse rotation detection control device according to claim 1, wherein the reverse rotation alarm means issues a reverse rotation alarm based on the determination by the reverse rotation detection determination means.