KR19990083545A - Cylinder decision apparatus of an engine - Google Patents

Abstract

In the present invention, a crank angle sensor is disposed with respect to a cylinder-determined signal member mounted on a camshaft, and a cam angle sensor that detects valve opening / closing timing is similarly disposed with a signal member mounted on a camshaft. By outputting a detection signal and calculating this detection signal, an object of the present invention is to provide an engine cylinder determination device capable of performing a cylinder determination reliably in a state of rapid and no misjudgment, and enabling an early start of the engine.

Apparatus for determining the cylinder of the engine is applied to a multi-cylinder engine having a crank angle sensor and a cam angle sensor disposed opposite to the first signal member and the second signal member mounted on the camshaft, respectively. Wherein the first signal member has the same number of recesses or protrusions as the number of cylinders of the engine, and one of the recesses or protrusions is equal to the number of the other groups. At the same time, the second signal member has the same number of valve opening / closing recesses or convex portions as the number of cylinders of the engine, and the signal based on the first signal member and the second signal member is used for the crank angle sensor. And the cylinder angle sensor are detected by the cam angle sensor.

Description

Cylinder determination device for engine {CYLINDER DECISION APPARATUS OF AN ENGINE}

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a cylinder determination apparatus of an engine, and more particularly, to a cylinder determination apparatus suitable for use in an automobile engine and for determining whether any cylinder therein is in a specific stroke during rotation of the engine.

In general, the engine is configured to perform a plurality of strokes, that is, two strokes or four strokes within one cycle of its operation. For this reason, in an engine having two or more cylinders, it is necessary to identify which cylinder is in a specific stroke, for example, a compression stroke, in order to control each cylinder ignition timing, fuel injection timing, and the like. For that purpose, a cylinder determination device is usually provided.

And some other means are proposed for such a conventional engine cylinder determination apparatus. As one conventional example, the technique of Unexamined-Japanese-Patent No. 63-37336 is mentioned. This technique discriminates the compression stroke of the first cylinder by the output signal of the crank angle detection sensor and the output signal of the cylinder determination sensor attached to the camshaft, as shown in Figs. 2 and 3 of the publication.

Moreover, as a 2nd prior art example, there exists a technique of Unexamined-Japanese-Patent No. 5-86953. As described in the specification, this technique is provided with three projections for determining the crank angle at uneven intervals on the rotation speed detecting disk mounted on the camshaft of the engine, and at the same time, the projection for cylinder determination in the first cylinder is provided. In addition, a plurality of signals are generated at unequal intervals, the arrangement state of the pulse intervals of the plurality of signals is checked, and the crank angle is determined at the time when a predetermined arrangement pattern according to the crank angle determination pulse is detected. The cylinder is judged at the time of detecting a predetermined array pattern including the determination pulse or at the time of detecting a change in a predetermined pulse interval at the site of the cylinder determination pulse.

Referring to Fig. 22, description will be made by means for determining cylinder at the time point when the change of the predetermined pulse interval is detected. Fig. 22 shows a three-cylinder engine and shows the relationship between the stroke state of each cylinder and the detection position of the crank angle sensor. ○ mark in the stroke indicates an intake stroke, and an arrow indicates the ignition position. Two signals A and B are generated for the compression stroke of each cylinder, and there is a C signal to detect the compression stroke of another first cylinder. In the figure, two revolutions of the crankshaft complete one cycle of the stroke, which is the basic period of the four-cycle engine.

Details of the positional relationship of the A, B, and C signals in FIG. 22 are the same as in FIG. The CR signal means a signal generation position detected by the crank angle sensor. The A signal occurs at 75 ° before the compression top dead center of each cylinder. The B signal also occurs 5 ° before the compression top dead center of each cylinder. The C signal is generated only once in two revolutions of the crankshaft, and the position is generated at a position of 210 degrees before the compression top dead center of the first cylinder, and the angle between the signals is shorter than the other ones. The cylinder judgment is determined when the judgment conditions shown in the table are satisfied. Specifically, it determines by following formula (1) based on the history of time between CR signals.

(Equation 1)

TRATIO ≥ MKRAT ＃

only,

MKRAT ＃: cylinder discrimination coefficient

TRATIO: Pulse period ratio

The pulse period ratio TRATIO is calculated by the following equation (2).

(Equation 2)

TRATIO = (Told1 + Told2) / T

only,

Told1: last pulse period

Told2: Pulse period before last time

T: latest pulse period

The MKRAT 'takes a value of about 5 in this case. In other words, when the C signal is generated, Told2 is 175 °, Told1 is 65 °, T is 35 °, and TRATIO = (175 + 65) / 35 = 7.5. Similarly, when B signal is generated, Told2 is 65 °, Told1 is 175 °, and T is 65 °, so that TRATIO = (65 + 175) / 65 = 3.7. When A signal is generated, Told2 is 170 °, Told1 is 65 °, T is 170 °, and TRATIO = (170 + 65) / 170 = 1.38. Summarizing the above, TRATIO becomes 1.38 when A signal is generated, 3.7 when B signal is generated, and 7.5 when C signal is generated. Therefore, if the cylinder discrimination coefficient MKRAT 'is 5, the C signal and the A and B signals can be distinguished.

By the way, the technique described in the above-described conventional example 1 has a problem that the cylinder can not be discriminated until the cam shaft is rotated at most one rotation, that is, the crank shaft is rotated two at the start of the engine. In addition, although the technique described in the above-described conventional example 2 performs the engine stroke determination promptly, since the determination is made using the time ratio between signals, there is a problem that there is a possibility of misjudging in an engine having a large rotational variation.

SUMMARY OF THE INVENTION The present invention has been made in view of the above points, and an object of the present invention is to provide a cam angle sensor for a cylinder-determining signal member mounted on a camshaft, and to detect a valve opening / closing timing for a signal member mounted on the camshaft. In arranging a sensor, by outputting a plurality of types of detection signals to a cylinder unit and calculating these detection signals, the cylinder determination apparatus of the engine which can perform a cylinder determination reliably and promptly in the absence of a misjudgment, and enables the engine to start early To provide.

BRIEF DESCRIPTION OF THE DRAWINGS The whole block diagram of the engine system provided with the cylinder determination apparatus of one Embodiment of this invention.

FIG. 2 is an internal configuration diagram of a cylinder determination device (controller) of the engine of FIG. 1; FIG.

FIG. 3 is a view showing a state in which a crank angle sensor and a first signal member are attached to an engine in the engine cylinder determination device of FIG. 1; FIG.

4 shows a signal member of the engine of FIG.

FIG. 5 is a cross-sectional view taken along line V-V in FIG. 3 showing the relationship between the signal members of the engine and the crank angle sensor. FIG.

Fig. 6 is a diagram showing an arrangement relationship between a signal member and a crank angle sensor according to another example of the present invention.

FIG. 7 is a view showing a state in which the cam angle sensor and the second signal member are attached to the engine in the engine cylinder determination device of FIG. 1; FIG.

FIG. 8 is a view showing an arrangement relationship between a second signal member and a crank angle sensor of the engine of FIG.

9 is an output characteristic diagram of a crank angle sensor and a cam angle sensor of the cylinder determination device of the engine of FIG.

Fig. 10 is a diagram showing the stroke, crank angle signal (CR signal), cam angle signal (VVT signal) and count value of each cylinder of the cylinder determination apparatus of the engine of Fig. 1;

FIG. 11 is a control block diagram of cylinder determination of the cylinder determination apparatus of the engine of FIG. 1; FIG.

FIG. 12 is a view showing a cylinder determination position based on the count value of the cylinder determination apparatus of the engine of FIG. 10; FIG.

Fig. 13 is a diagram showing the stroke, crank angle signal (CR signal), cam angle signal (VVT signal), and count value of each cylinder of the engine cylinder determination device according to another embodiment of the present invention.

Fig. 14 is a contrast diagram of the crank angle signal (CR signal) and cam angle signal (VVT signal) of the cylinder determination device of the engine of Fig. 13;

Fig. 15 is a control block diagram of cylinder determination of the engine cylinder determination device of another embodiment of the present invention of Fig. 13;

Fig. 16 is a diagram showing the relationship between the engine speed and the elapsed time at the start of the engine with the conventional cylinder judging device.

FIG. 17 is a diagram showing the relationship between the engine speed and the elapsed time at the start of the engine with the cylinder determination device of FIG. 1; FIG.

Fig. 18 is a diagram showing a distribution state of rapid rise time of the rotation speed at the start of an engine provided with a conventional cylinder determination device;

FIG. 19 is a diagram showing a distribution state of a sudden rise time of the rotation speed at the start of an engine equipped with the cylinder determination device of FIG. 1; FIG.

Fig. 20 is a relationship diagram between a crank angle signal (CR signal) and a cam angle signal (VVT signal) when an engine cylinder determination device is employed in a four cylinder engine as still another embodiment of the present invention.

Fig. 21 is a contrast diagram of the crank angle signal (CR signal) and cam angle signal (VVT signal) of the cylinder determination device of the engine of Fig. 20;

Fig. 22 is a diagram showing the correspondence relationship between the stroke of each cylinder and the crank angle signal (CR signal) of the cylinder determination apparatus of the conventional engine.

Fig. 23 is a diagram showing a correspondence relationship between a crank angle signal (CR signal) and a cylinder determination position of a cylinder determination apparatus of a conventional engine.

<Explanation of symbols for the main parts of the drawings>

1: engine

2: throttle body

3: collector

4: intake branch pipe

5: air purifier

6: injection valve

7: intake valve

8: exhaust valve

9: ignition coil

10: controller (controller)

13: crank angle sensor

14: cam angle sensor

15: first signal member

32: fuel pressure regulating valve (pressure regulator)

51: second signal member

61: crankshaft

62: camshaft

E, F: convex

In order to achieve the above object, the engine cylinder determination device of the present invention is a crank angle sensor and a cam angle disposed opposite to the first signal member and the second signal member and the first signal member and the second signal member respectively mounted on the camshaft. Applied to a multi-cylinder engine provided with a sensor, the first signal member includes a concave group or a convex group as many as the number of cylinders of the engine, and one of the concave group or a convex group. The number of recesses or projections is different from that of other groups, and the second signal member includes the same number of valve openings or projections as the number of cylinders of the engine, and the first signal member It is characterized by detecting a signal based on the two signal members with the crank angle sensor and the cam angle sensor to determine the cylinder.

And the preferable specific aspect of the engine cylinder determination apparatus of this invention is the position which becomes the value which divided | divided the crank angle 720 degrees by the number of cylinders of the said engine, and the recessed part group or convex part group of the said crank angle sensor, and the recessed part or convex part of the cam angle sensor. And a crank angle sensor and the cam angle sensor are arranged to obtain a predetermined angle difference from the signals from both sensors, and are provided with a control unit which detects between two consecutive output signals of the cam angle sensor. The cylinder is judged on the basis of the number of output signals of the crank angle sensor.

In the engine cylinder determination device of the present invention configured as described above, the first signal member includes a concave portion group or a convex portion group in the same number as the number of cylinders of the engine, and one of the concave portion group or the convex portion group includes the concave portion or The number of convex portions is different from that of other groups, and the second signal member has the same number of engine intake or exhaust valve opening / closing portions or convex portions as the number of cylinders of the engine, and the concave portion of the second signal. Since the cylinder determination is made based on the number of output signals of the crank angle sensor based on the concave portion group or the convex portion group of the first signal member detected between two consecutive output signals of the cam angle sensor based on the negative or convex portion, The number of output signals of the crank angle sensor is patterned, and the cylinder can be directly determined by pattern recognition. Moreover, even if it is not possible to determine immediately, a cylinder can be determined early by two continuous output signals. As a result, the start time of the engine can be shortened.

According to another aspect of the engine cylinder determination device of the present invention, the first signal member includes the same number of recesses or projections as the number of cylinders of the engine, and one of the recesses or projections is one of the recesses. Alternatively, the number of the convex portions is different from that of the other groups, and the second signal member includes a concave portion or a convex portion for timing the opening and closing of the engine intake or exhaust valves corresponding to only a specific cylinder of the engine, and the first signal member and It is characterized by detecting a signal based on the second signal member by the crank angle sensor and the cam angle sensor to determine the cylinder.

Moreover, another preferable specific aspect of the engine cylinder determination apparatus of this invention is arrange | positioned in the position where the said recessed part group or convex part group of the said crank angle sensor becomes the value which divided | divided the crank angle 720 degrees by the number of cylinders of the said engine, and is provided with a control part. The control section performs cylinder determination based on the number of output signals of the cam angle sensor detected between the output signals of the crank angle sensor.

The engine cylinder determination apparatus of the other aspect of this invention comprised as mentioned above is a structure which the said 2nd signal member is equipped with the recessed part or convex part for engine intake or exhaust valve opening / closing timing corresponding only to the specific cylinder of an engine, The said recessed part group Alternatively, the cylinder can be judged by the number of output signals of the cam angle sensor based on the concave portion or the convex portion detected between the output signals of the crank angle sensor based on the output signal of the convex portion group. The cylinder can be determined immediately by patterning and pattern recognition.

That is, since the output signal of the cam angle sensor is counted on the basis of the output signal of the crank angle sensor, the output signal of the cam angle sensor is recessed in the second signal member to generate, for example, in two cylinders of a three-cylinder engine. By forming two negative or convex portions, the number of counts of the output signal of the crank angle sensor is 3 or 4 to the signal of one cam angle sensor. This means that when the count is 3, the cylinder can be determined only by the signal, and even when the count is 4, the cylinder can be determined by only the signal. Thereby, the start time of an engine can be shortened.

EMBODIMENT OF THE INVENTION Hereinafter, embodiment of the engine cylinder discrimination apparatus of this invention is described in detail based on drawing.

Fig. 1 shows the overall configuration of an engine system in which a cylinder judging device of the present embodiment is arranged. In Fig. 1, the engine 1 includes a cylinder 1a and a piston 1b, and an intake pipe (intake branch pipe) 4 and an exhaust pipe 19 are connected to an upper portion of the cylinder 1a. At the same time, the intake valve 7 and the exhaust valve 8, the electronically controlled fuel injection valve 6, and the spark plug 18 are arranged.

Upstream of the intake pipe 4, an throttle valve assembly, ie, a throttle body 2, having an throttle valve for controlling the air cleaner 5 and the intake air amount is disposed. The throttle main body 2 is provided with an ISC valve 21, a throttle sensor 17 and a pressure sensor 16, and an exhaust pipe 19 is provided with a 0 ₂ sensor 11.

The engine 1 includes a water temperature sensor 12, a crank angle sensor 13 receiving a signal from the first signal member 15, and a cam angle sensor 14 receiving a signal from the second signal member 51. . The fuel from the fuel tank 30 is supplied to the fuel injection valve 6 by the fuel pump 31, but the pressure is adjusted by the regulator 32 and the fuel injection valve 6 via the fuel pipe 33. The fuel injection valve 6 is injected at an appropriate injection amount.

The engine control device (controller) 10 detects the throttle sensor 17, the pressure sensor 16, the O ₂ sensor 11, the water temperature sensor 12, the crank angle sensor 13, the cam angle sensor 14, and the like. At the same time as the signal is input, an output signal is sent to the spark plug 18 and the fuel pump 31 via the fuel injection valve 6, the ISC valve 21, and the ignition coil 9. 22 is the battery, 23 is the main relay to the controller 10 and 24 is the fuel pump relay.

2 shows an internal configuration of a control device (controller) 10, wherein the control device (controller) 10 includes an input circuit 191, an A / D converter 192, a central computing unit 193, It is constituted by a computer including a ROM 194, a RAM 195, and an output circuit 196. In the case of an analog signal, the input circuit 191 receives a signal from, for example, the water temperature sensor 9, the throttle opening sensor 9, or the like, removes a noise component from the signal, etc. This is for outputting to the D conversion unit 192.

The central computing unit 193 takes in the A / D conversion result and executes the fuel injection control program stored in a medium such as the ROM 194 or a predetermined control program for other control, thereby performing the respective control, diagnosis, and the like. It has a function to execute. The calculation result and the A / D conversion result are temporarily stored in the RAM 195, and the calculation result is output as the control output signal 197 through the output circuit 196, and the fuel injection valve 3, It is used for control of the ignition coil 9 and the like.

3 to 5 show the structure of the crank angle sensor 13 and the signal member 15 of the present embodiment, and the mounting state of the crank angle sensor 13 and the signal member 15 to the engine 1. will be.

Fig. 3 is an elevation view of a part of the engine 1 viewed from the front, and a crankshaft 61 is arranged at the bottom, and a camshaft 62 driven by the crankshaft 61 is arranged at the top. have. The camshaft 62 is covered by a cam cover 60, and a signal member 15 is fixed to one end of the camshaft 62.

The crank angle sensor 13 is mounted on a cam cover 60 covering the upper part of the engine 1, and is arranged to face the signal member 5 as shown in FIG.

The first signal member 15 fixed to the camshaft 62 is formed in a circular shape and rotates at a half revolution of the crankshaft 61, and the crank angle of the first signal member 15 is rotated. On the surface facing the sensor 13, as shown in Fig. 4, three convex groups 15a, 15b, and 15c, such as the number of cylinders of the engine 1, are formed. The first convex part group 15a has two convex parts E and E, the second convex part group 15b also has two convex parts E and E and the third convex part group 15c as three convex parts. The part E, E, E is provided.

In addition, since the crank angle sensor 13 is mounted so as to face the convex group 15a, 15b, 15c of the first signal member 15, the crank angle sensor 13 is mounted on the first signal member 15. The change of the magnetic field of the said convex part E by the rotation of () is comprised.

6 shows another crank angle detecting means, in which a crank angle sensor 13 is mounted in the outer circumferential direction of the first signal member 15. The arrangement relationship between the first signal member 15 and the crank angle sensor 13 may be a combination of the two mounting means described above.

7 and 8 show the mounting state of the cam angle sensor 14 and the second signal member 51, the second signal member 51 is mounted on the other end of the cam shaft 62, the second signal The cam angle sensor 14 is disposed opposite the member 51. The second signal member 51 forms three convex portions F, F, F at equal intervals so that a signal is output for each cylinder around the outside thereof.

9 shows the output characteristics of the crank angle sensor 13 or the cam angle sensor 14. The crank angle sensor 13 or the cam angle sensor 14 detects the change A of the magnetic field generated each time the convex portions E, E ..., F, F ... installed in the signal members 15, 51 pass. The rectangular waveform B is generated by the internal processing circuit of the control device 10. On the other hand, the rectangular waveform signal of the crank angle sensor 13 or the cam angle sensor 14 similarly identifies the presence or absence of a signal in the input circuit 191, and is represented by the signal lines 198 and 199 of FIG. Send to central computing unit 193. In the central computing unit 193, when the voltage level of the signal line 198 changes from low to high, the assignment processing is performed at the timing shown in FIG. 9C.

Fig. 10 shows the stroke of each cylinder when the cylinder determination device of the engine of the present embodiment is employed in the three-cylinder engine 1, the CR signal that is the output signal of the crank angle sensor 13, and the output signal of the cam angle sensor 14. The correspondence with the phosphorus engine intake valve opening / closing timing signal (hereinafter referred to as VVT signal) is shown. The CR signal from the crank angle sensor 13 is characterized in that the first signal member 15 forms three convex portions 15a, 15b, and 15c, and two convex portions in each convex portion group 15a, 15b, and 15c. Since portions E, E or three convex portions E, E, E are provided, two or three are output as a grouped signal, and the VVT signal from the cam angle sensor is one signal. Outputs at equal intervals. The count value (pattern signal) shown in Fig. 10 is a count of how many CR signals are output between two VVT signals. When the count value (count number) is a signal (count number) 3, the cylinder can be determined only by the signal, and the signal (count number) 2 is, for example, like the signal 3 and the signal 2, the signal 2 and the signal 2. The cylinder can be determined by combining the previous count signal (count count).

Although the said VVT signal is cylinder determination using the engine intake valve opening / closing timing, the same cylinder determination can also be carried out using the engine exhaust valve opening / closing timing signal or both thereof, that is, the intake / exhaust valve opening / closing timing signal.

Fig. 11 is a control block diagram for implementing the cylinder determination device of the present embodiment.

The CR signal of the crank angle sensor 13 is input to the input processing means 210 to remove noise and the like. The VVT signal of the cam angle sensor 14 is also removed by noise by the input processing unit 220. The respective signals are input to the crank angle sensor counting means 230, and when the VVT signal of the cam angle sensor 14 is inputted, the signal of the crank angle sensor 13 is converted into the VVT signal of the next cam angle sensor 14. The number is counted until is input and the count signal is output continuously.

In the case of a three-cylinder engine, the count signal is continuously patterned and generated and output as shown in 322322322 .... The patterned count signal generated in this way is output to the cylinder determination means 240, and cylinder determination is performed. The cylinder determination is performed by taking out the pattern data predetermined by the cylinder determination reference | standard storage means 240, and confirming whether it matches with the said count signal number or the combined pattern of a some count number, or not.

That is, the state of the count number of the CR signal counting means 230 is monitored, and when the count number is 3 (the crank angle sensor signal is input three times), only 3 is determined, so it is determined as the compression stroke of the second cylinder. In other cases, it is determined that the pattern is a compression stroke of the third cylinder when the number of counts is 2, 2, and it is determined that the pattern is the first cylinder when the number of counts is 3, 2. The state is shown in Fig. 12, and as can be understood from Fig. 12, the cylinder cannot be determined only by the count number 2 of the initial calculation, but after that the cylinder can be surely determined in sequence.

Next, another embodiment of the present invention will be described with reference to FIGS. 13 to 15. In this embodiment, as shown in Fig. 13, the VVT signal of the cam angle sensor 14 is counted on the basis of the CR signal of the crank angle sensor 13. Two convex portions are formed in the second signal member 51 so that the VVT signals of the cam angle sensor 14 are generated in two cylinders, and the output positions of the two VVT signals are shown in FIG. As shown in Fig. 14, the number of counts of the CR signal is output to 3 or 4 with respect to one VVT signal.

This means that when the count is 3, the cylinder can be determined only by the signal, and even when the count is 4, the cylinder can be determined only by the signal.

Fig. 15 is a control block diagram for implementing the cylinder determination device of the present embodiment.

The CR signal of the crank angle sensor 13 is input to the input processing means 210 to remove noise, and the like, while the VVT signal of the cam angle sensor 14 is also removed by the input processing means 220. The CR signal of the crank angle sensor 13 is input to the CR signal counting means 270, and the CR signal counting means 270 counts the number of signals of the crank angle sensor 13. The VVT signal of the cam angle sensor 14 is input to the cam angle signal counting means 290 and counts the number of signals of the cam angle sensor 13.

In the count number management means 300, the signals from the two count means 270 and 290 are arranged in a corresponding relationship between the number of CR signals of the crank angle sensor 13 and the number of signals of the cam angle sensor 14. do.

The pattern state of the CR signal of the crank angle sensor 13 is generated as shown in 343434. The pattern generated in this way is transferred to the cylinder determination means 310, and cylinder determination is performed. The cylinder determination is performed by taking out the data predetermined in the cylinder determination reference | standard storage means 250, and confirming whether it matches with the said count number. When the number of counts of the crank angle sensor 13 is 3 and the number of counts of the cam angle sensor 14 is 1, it determines with the compression stroke of a 2nd cylinder. When the number of counts of the crank angle sensor 13 is 4 and the number of counts of the cam angle sensor 14 is 1, the cylinder can be reliably determined similarly to the first embodiment by determining that it is a compression stroke of the third cylinder.

16 and 17 confirm the startability of the cylinder determination using the cylinder determination device of the conventional example and the cylinder determination device of the present embodiment with an actual machine, and both figures show the behavior of the rotation speed when the engine is started. . In the case of the conventional example of Fig. 16, since the fluctuation in the rotational speed is large at the time of starting the engine, the failure of cylinder determination is repeated, and it takes three seconds or more for the start time. On the other hand, in the case of this embodiment of Fig. 17, it is understood that cylinder determination is performed quickly, and the startup time is also less than 1 second.

18 and 19 show statistically confirmed results of the actual machine, and show the distribution of start time. Compared with the cylinder determination apparatus of the conventional example of FIG. 18, it can be seen that the cylinder determination apparatus of the present embodiment of FIG. 19 can suppress the irregularity of the startup time and can shorten it.

As mentioned above, although one Embodiment of this invention was described in detail, this invention is not limited to the said embodiment, A various change is possible in a design in the range which does not deviate from the mind of this invention described in a claim. will be.

For example, in the above embodiment, the signal of the cam angle sensor 14 is counted based on the signal of the crank angle sensor 13, and the signal of the cam angle sensor 14 is generated in two cylinders. The same effect can be obtained even if a plurality of signals of the cam angle sensor 14 are provided in one cylinder on the contrary, and the number thereof is changed and set for each cylinder. In this case, however, the program becomes complicated and the load on the computer increases.

20 and 21 show an embodiment when the present invention is adopted in a four-cylinder engine, and as described above, in the correspondence relationship between the number of signals of the crank angle sensor 13 and the number of signals of the cam angle sensor 14. In this case, the same effects as in the case of the three cylinders described in the present invention can be obtained.

In the above embodiment, the first and second signal members 15 and 51 have been described as forming convex portions. However, the first and second signal members 15 and 51 may form concave portions instead of the convex portions. Will be.

As will be understood from the above description, the engine cylinder determination device of the present invention includes two detection means (crank angle sensor and cam angle sensor) and two detection means (first and second signal members), Since the cylinder is judged by specifying the number and position of the detection unit (concave or convex) of the detection means and detecting the position, the cylinder is started at the start of the engine at the maximum of one rotation, that is, before the crankshaft is rotated twice. Determination becomes possible.

Further, in the cylinder determination, the determination is made without using the time ratio between signals, so that even in an engine having a large rotational variation, there is no misjudgment.

Claims (7)

A crank angle sensor and a cam angle sensor disposed opposite to the first signal member and the second signal member, respectively, and mounted to the camshaft; The first signal member includes a concave group or convex group of the same number as the number of cylinders of the engine, and one of the concave group or the convex group has a number different from that of the other groups. At the same time, The second signal member has a concave portion or convex portion for timing the opening and closing of the engine intake or exhaust valve as many as the number of cylinders of the engine, And a cylinder judgment is performed by detecting a signal based on the first signal member and the second signal member by the crank angle sensor and the cam angle sensor. The engine according to claim 1, wherein the concave portion or convex portion of the crank angle sensor and the concave portion or convex portion of the cam angle sensor are disposed at a position which is a value obtained by dividing the crank angle 720 ° by the number of cylinders of the engine. Cylinder determination device. The engine cylinder determination device according to claim 1, wherein the crank angle sensor and the cam angle sensor are arranged so as to obtain a predetermined angle difference from the signals from both sensors. 2. The cylinder according to claim 1, wherein the cylinder judging device includes a control unit, which controls the cylinder based on the number of output signals of the crank angle sensor detected between two consecutive output signals of the cam angle sensor. Judgment device. A crank angle sensor and a cam angle sensor disposed opposite to the first signal member and the second signal member, respectively, and mounted to the camshaft; The first signal member includes a concave group or convex group of the same number as the number of cylinders of the engine, and one of the concave group or the convex group has a number different from that of the other groups. At the same time, The second signal member includes a concave portion or a convex portion for engine intake or exhaust valve opening / closing timing corresponding to only a specific cylinder of the engine, And a cylinder judgment is performed by detecting a signal based on the first signal member and the second signal member by the crank angle sensor and the cam angle sensor. The engine cylinder determination device according to claim 5, wherein the concave portion or the convex portion group of the crank angle sensor is disposed at a position which becomes a value obtained by dividing the crank angle 720 ° by the number of cylinders of the engine. 6. The cylinder judging device according to claim 5, wherein the cylinder judging device has a control section, and the control section performs the cylinder judging by the number of output signals of the cam angle sensor detected between the output signals of the crank angle sensors.