200535330 (1) 九、發明說明 【發明所屬之技術領域】 本發明係關於作爲在上述旋轉體的上述預定位置鄰近 之旋轉速度的函數，而檢測使內燃機的旋轉體從預定位置 前進指定角度之所需要的角度因應時間之旋轉角度檢測裝 . 置的角度修正方法，特別是有關於不論內燃機的旋轉速度 變動如何，都能進行正確的角度檢測之旋轉角度檢測裝置 • 的角度修正方法。 【先前技術】 在內燃機，其點火時機或燃料噴射時機等之各種作動 時機，係由內燃機的旋轉角度所得到。爲此，在與內燃機 同步並旋轉的旋轉體，藉由沿著其圓周方向而以等間隔設 置有複數個脈衝產生器或齒狀突起，而將此以磁性拾波器 或光感測器來檢測，構成如在旋轉體旋轉一圈之間以等角 ® 度間隔輸出有脈衝訊號。 可是’在脈衝產生器或突起的設置數量，係因爲具有 限制條件所以很難得到足夠的角度分解能。於是，例如在 ^ 專利文獻1、2，從檢測有第J個的脈衝訊號而求取僅前進 . 角度θχ的作動時機之情況，計測其上一個的脈衝間時間 △ t。然後，相當於脈衝間區間的旋轉角度，例如如果10。 ’從第J個的脈衝訊號被檢測而僅前進角度0X之所需要 的角度因應時間T X，係以上述第j個的脈衝訊號之檢測時 機當作基準而以次式來求得。 -4 - 200535330 (2)200535330 (1) IX. Description of the invention [Technical field to which the invention belongs] The present invention relates to detecting a place where a rotating body of an internal combustion engine advances a predetermined angle from a predetermined position as a function of a rotation speed adjacent to the predetermined position of the rotating body. The angle correction method of the required rotation angle detection device according to time, especially the angle correction method of the rotation angle detection device that can perform accurate angle detection regardless of the fluctuation of the rotation speed of the internal combustion engine. [Prior Art] In the internal combustion engine, various operating timings such as the ignition timing and fuel injection timing are obtained from the rotation angle of the internal combustion engine. For this reason, a rotating body synchronized with the internal combustion engine and rotating is provided with a plurality of pulse generators or toothed protrusions at equal intervals along its circumferential direction, and this is achieved by a magnetic pickup or a light sensor. The detection is constituted by outputting pulse signals at equal angular intervals between one revolution of the rotating body. However, the number of pulse generators or protrusions is limited because it is difficult to obtain sufficient angular resolution. Therefore, for example, in Patent Documents 1 and 2, the timing of the operation of the forward-only angle θχ is determined from the detection of the J-th pulse signal, and the time between the previous pulses Δt is measured. Then, it corresponds to the rotation angle between pulses, for example, if 10. The angle required for the forward angle of 0X from the detection of the Jth pulse signal is determined by the following equation based on the detection timing of the jth pulse signal as the reference. -4-200535330 (2)
Tx = Δ t χ ( θχ / 10) [專利文獻1]日本特開平5 - 1 3 7294號公報 [專利文獻2]日本特開平6-213122號公報 【發明內容】 [發明所欲解決之課題] 眾所皆知，引擎的旋轉速度係對應於行程而變化，如 • 果4衝程引擎的話，從壓縮行程之後半加上爆發行程之前 半，與其他行程比較，其旋轉速度較低，該傾向係在單氣 缸引擎更爲顯著。 可是，在上述之先前技術，如圖5 ( a )所示，係假設 本次的脈衝間時間Ata與上一個的脈衝間時間Atb同樣， 另外求取到達所指定的作動時機角度θχ的時間Tx。因此 ，伴隨引擎旋轉數變動，如同圖（b )所示Ata< Atb，或 相反地，如同圖（c )所示△ t a > △ t b，具有所謂在作動時 Φ 機產生偏差的技術課題。 本發明的目的係解決上述之先前技術的課題，且具有 提供能正確地求取作爲內燃機的旋轉角度而可給予的作動 時機之旋轉角度檢測裝置的角度修正方法。 [用以解決課題之手段] 爲了達成上述目的，因此本發明之特徵爲：製作成在 本次之一周期中，以在其上一個的脈衝間區間〇n -1之旋 轉速度來代表在包含作動時機的脈衝間區間Gn之旋轉速 -5- 200535330 (3) 度時，根據在上一次之一周期的同一區間之旋轉速度變動 (Kt )，而修正伴隨在各脈衝間區間的旋轉速度變動的誤 差。 [發明效果] ^ 根據本發明，因爲製作成在以內燃機的旋轉速度作爲 基準而定義的時間軸上變換成時機時刻，並檢測作爲內燃 # 機的旋轉角度而給予的作動時機之時，可修正伴隨於內燃 機的旋轉速度變動而產生的作動時機角度和達到該作動時 機角度之時間（角度因應時間）的誤差，所以可更正確地 檢測讓作動時機作爲基準的燃料噴射時期或點火時期，且 其結果，使省燃料或噴射性能提升。 【實施方式】 以下，參照圖面並詳細地說明關於本發明之較佳的實 # 施形態。圖1係適用本發明之內燃機的旋轉角度檢測裝置 的方塊圖，且具備儘管內燃機的旋轉速度變動也能進行正 確的角度檢測之角度修正功能。在本實施形態，將以4行 程引擎的旋轉角度作爲其曲柄軸的旋轉角度而檢測的情況 _ 作爲範例並說明。 在曲柄軸1 〇係一體裝設有圓盤狀的旋轉體1 1，且在 其外側面係沿著圓周方向，而以等間隔設置有作爲被檢測 部之複數個突起12。上述突起12係可藉由相向配置於上 述旋轉體1 1的外側面之磁性拾波器、或檢測從上述突起 -6 - 200535330 (4) 12來的反射光或由上述突起12的光路遮斷之有無的光感 測器等之接近感測器1 3而檢測。上述接近感測器1 3係如 圖2所示檢測上述突起丨2的緣部，且脈衝訊號產生部2 8 係上述感測器輸出之啓動，亦即每檢測有上述突起1 2的 前緣就生成反轉的脈衝訊號P。因此，該脈衝訊號P的負 - 荷比係在引擎旋轉數不變動之理想狀態下爲50%。 基準同步脈衝產生部2 1係輸出較上述脈衝訊號P還 ^ 夠快的基準同步脈衝。脈衝間時間計測部22係使用上述 基準同步脈衝而計測上述脈衝訊號p的脈衝間時間。 在脈衝間時間表24係儲存有較本次的脈衝間時間At 更前面720° (—周期）的脈衝間時間^〔 _72〕、較本次 的脈衝間時間At更前面710°的脈衝間時間At〔 -71〕…本 次的脈衝間時間At之上一個的脈衝間時間At〔 〇〕。脈衝 間時間更新登記部2 3係更新登記上述所計測的脈衝間時 間At於脈衝間時間表24。時機修正係數（Kt)運算部25 β 係如後詳述，求取較本次的脈衝間時間At更前面72〇。的 脈衝間時間〔 -72〕、及更前面710。的脈衝間時間 △ t〔 -71〕之比（At〔 -71〕/ At〔 -72〕），以此作爲時 機修正係數（Kt)而設定。 角度因應時間（Tx)運算部26係變換作爲曲柄軸1〇 的旋轉角度而指定的作動時機角度（θχ )，成以脈衝訊號 作爲基準的時間之函數的角度因應時間（Τχ )，並且根據 上述時機修正係數（K t )而修正伴隨於引擎的旋轉數變動 而產生的作動時機角度（θχ)與角度因應時間（τχ)之誤 200535330 (5) 差。作動訊號產生部2 7係根據上述角度因應時間（Τχ ) ’而產生顯示燃料的噴射時機或點火時機等的作動時機訊 號。 圖3係顯示本實施形態的動作的流程圖，圖4係其時 機圖表。在本實施形態，將以等間隔而在曲柄軸1 〇的旋 轉體1 1設置有3 6個突起的情況爲例而說明。因此，在本 實施形態係相當於各脈衝間區間之引擎的旋轉角度爲1〇。 〇 當輸入上述脈衝訊號P時，在步驟S1，藉由上述脈 衝間時間計測部22而計測有脈衝間時間At。在步驟S2， 移動有儲存於上述脈衝間時間表2 4的脈衝間時間之履歷 ’例如使710°前的脈衝間時肩八1〔-71〕更新登記爲720。 前的脈衝間時間At〔 -72〕。同樣地，700。前的脈衝間時 間At〔 -70〕更新登記爲710°前的脈衝間時間At〔 _71〕。 以下同樣地，n°前的脈衝間時間At〔 η〕更新登記爲 (η·10 ) °前的脈衝間時間At〔 η-1〕。 在步驟S3，使以上述步驟S 1所計測的脈衝間時間At 作爲上一個脈衝間時間At〔 0〕而被更新登記在上述脈衝 間時間表24。在步驟S4，在上述Kt運算部25，根據次 式（1 )而求取有時機修正係數Kt。Tx = Δ t χ (θχ / 10) [Patent Document 1] Japanese Patent Application Laid-Open No. 5-1 3 7294 [Patent Document 2] Japanese Patent Application Laid-Open No. 6-213122 [Content of the Invention] [Problems to be Solved by the Invention] As we all know, the rotation speed of the engine changes according to the stroke. For a 4-stroke engine, the half of the compression stroke plus the half of the burst stroke is compared with the other strokes, and its rotation speed is lower. This is even more pronounced in single-cylinder engines. However, in the above-mentioned prior art, as shown in FIG. 5 (a), it is assumed that the current inter-pulse time Ata is the same as the previous inter-pulse time Atb, and in addition, the time Tx to reach the specified operating timing angle θχ is obtained. . Therefore, as the number of rotations of the engine changes, Ata < Atb as shown in Fig. (B), or Δ t a > Δ t b as shown in Fig. (C), has the technical problem of the so-called Φ machine deviation during operation. An object of the present invention is to provide an angle correction method of a rotation angle detection device that can accurately obtain an actuation timing that can be given as a rotation angle of an internal combustion engine. [Means to Solve the Problem] In order to achieve the above-mentioned object, the present invention is characterized in that it is produced in a cycle of this time, and is represented by the rotation speed of the interval between pulses 0n -1 in the previous cycle. When the rotation speed of the pulse interval Gn at the timing of operation is -5- 200535330 (3) degrees, the rotation speed fluctuation accompanying each pulse interval is corrected based on the rotation speed fluctuation (Kt) of the same interval during the previous cycle. The error. [Effects of the Invention] ^ According to the present invention, it is possible to make a timing when the time axis is defined on the time axis defined with the rotation speed of the internal combustion engine as a reference, and the timing of the operation given as the rotation angle of the internal combustion engine can be detected. The error of the timing of the operation and the time (angle response time) to reach the angle of the timing of the operation due to the variation of the rotation speed of the internal combustion engine are corrected, so that the fuel injection period or ignition timing using the operation timing as a reference can be detected more accurately, and As a result, fuel saving or injection performance is improved. [Embodiment] Hereinafter, preferred embodiments of the present invention will be described in detail with reference to the drawings. Fig. 1 is a block diagram of a rotation angle detection device of an internal combustion engine to which the present invention is applied, and has an angle correction function capable of performing accurate angle detection despite a change in the rotation speed of the internal combustion engine. In the present embodiment, a case where the rotation angle of the 4-stroke engine is detected as the rotation angle of the crankshaft will be described as an example. A disc-shaped rotating body 11 is integrally mounted on the crankshaft 10, and a plurality of protrusions 12 are provided at a regular interval as a detected portion along the circumferential direction on the outer side surface. The protrusion 12 can be blocked by a magnetic pickup disposed opposite to the outer surface of the rotating body 11, or by detecting the reflected light from the protrusion-6-200535330 (4) 12 or by blocking the optical path of the protrusion 12. The presence or absence of a light sensor or the like is detected by the proximity sensor 1 3. The proximity sensor 1 3 detects the edge of the protrusion 2 as shown in FIG. 2, and the pulse signal generating portion 2 8 is the activation of the output of the sensor, that is, each detection of the leading edge of the protrusion 12 An inverted pulse signal P is generated. Therefore, the negative-to-charge ratio of the pulse signal P is 50% under the ideal condition that the number of engine revolutions does not change. The reference synchronization pulse generating unit 21 outputs a reference synchronization pulse faster than the above-mentioned pulse signal P. The inter-pulse time measurement unit 22 measures the inter-pulse time of the pulse signal p using the reference synchronization pulse. The inter-pulse timetable 24 stores the inter-pulse time 720 ° (—period) earlier than the current inter-pulse time At ^ [_ 72], and the inter-pulse time 710 ° earlier than the current inter-pulse time At. At [-71] ... The inter-pulse time At [〇] which is one pulse above the current inter-pulse time At. The inter-pulse time update registering unit 23 updates and registers the measured inter-pulse time At at the inter-pulse schedule 24. The timing correction coefficient (Kt) calculation unit 25 β is described in detail later, and is calculated to be 72 ° before the current pulse-to-pulse time At. The inter-pulse time [-72], and more before 710. The ratio of the time between pulses △ t [-71] (At [-71] / At [-72]) is set as the timing correction coefficient (Kt). The angle response time (Tx) calculation unit 26 converts the operation timing angle (θχ) specified as the rotation angle of the crank shaft 10 to an angle response time (Tχ) as a function of the time based on the pulse signal, and according to the above The timing correction coefficient (K t) corrects the difference between the timing (θχ) and the angle response time (τχ) caused by the change in the number of rotations of the engine 200535330 (5). The operation signal generating unit 27 generates an operation timing signal that indicates the injection timing or ignition timing of the fuel in accordance with the angle response time (Tχ) '. Fig. 3 is a flowchart showing the operation of this embodiment, and Fig. 4 is a timing chart thereof. In this embodiment, a case where 36 protrusions are provided on the rotating body 11 of the crank shaft 10 at equal intervals will be described as an example. Therefore, in this embodiment, the rotation angle of the engine corresponding to the interval between pulses is 10. When the pulse signal P is input, the inter-pulse time At is measured by the inter-pulse time measuring unit 22 in step S1. At step S2, the history of the inter-pulse time stored in the above-mentioned inter-pulse schedule 24 is moved ', for example, the inter-pulse time shoulder 1 [-71] before 710 ° is updated and registered as 720. The time between previous pulses At [-72]. Similarly, 700. The previous inter-pulse time At [-70] is updated as the inter-pulse time At [_71] before 710 °. Hereinafter, the inter-pulse time At [η] before n ° is updated and registered as the inter-pulse time At [η-1] before (η · 10) °. In step S3, the inter-pulse time At measured at the step S1 is updated as the previous inter-pulse time At [0] and registered in the inter-pulse schedule 24. In step S4, the Kt calculation unit 25 obtains the time-correction coefficient Kt based on the following equation (1).
Kt= t ( -71 ] / At [ -72 ) ... ( 1 ) 在步驟S 5，判定有作動時機角度θχ是否被指定。如 果未被指定，返回上述步驟S1而重複上述之各處理。當 作動時機角度θχ被指定時進行步驟S6。在步驟S6，在上 200535330 (6) 述Tx運算部26，根據次式（2 )而求取有修正依存於引 擎的周期性的旋轉速度變動之時機誤差的角度因應時間 丁 X 〇 Τχ = ( Δί [ 0 ] χ θχ χ Kt ) /10。·.·（ 2) 亦即，在本實施形態係引擎的旋轉速度變動依存於行 程，且如果爲單氣缸的4衝程引擎，著眼於以曲柄軸的2 旋轉（720° )作爲1周期而規則性地變動者。然後，在本 C 次的一周期中將在包含作動時機的脈衝間區間Gn的旋轉 速度，以在其上一個脈衝間區間Gn-1的旋轉速度來代表 時，製作成在上一次的一周期之根據在同一區間的旋轉速 度變動（Kt )而修正伴隨於在各脈衝間區間的旋轉速度變 動的誤差。 而且，如果以上一個的脈衝間時間作爲At，且以在上 一次的周期之同一行程的旋轉速度之變動比（Kt )作爲（ △ t2/ Atl )，且藉由上述突起12而使內燃機的一次旋 ® 轉被M等分，上式（2)係能以次式（3)而一般化。 Τχ= Δίχ { θχ/(3 60°/Μ)} x(At2/Atl)... ( 3) 在步驟S 7，從上述脈衝間區間Gn的開始時機起算的 經過時間與上述角度因應時間Tx比較，且當經過時間到 • 達角度因應時間Τ χ時，在步驟s 8中從上述作動訊號產生 部2 7輸出有預定的作動時機訊號。 而且’在上述的實施形態，雖然根據內燃機的2旋轉 (7 2 〇 ° )前之在同一區間的旋轉速度變動（Kt )而修正角 度因應時間Tx的誤差，但是如果內燃機爲2衝程引擎， -9- 200535330 (7) 根據1旋轉（3 6 0 ° )前之在同一區閭的旋轉速度變動而修 正者較佳。 【圖式簡單說明】 圖1係本發明的內燃機之旋轉角度檢測裝置的方塊圖 〇 . 圖2係脈衝訊號的波形圖。 〇 圖3係顯示本實施形態的動作之流程圖。 圖4係顯示本實施形態的動作之時機圖表。 圖5係用來說明先前技術之課題的波形圖。 【主要元件符號說明】 10·.·曲柄軸 11…旋轉體 12...突起 _ 13…接近感測器 21…基準同步脈衝產生部 22···脈衝間時間計測部 23…脈衝間時間更新登記部 24…脈衝間時間表 25…時機修正係數（Kt)運算部 26…角度因應時間（Τχ)運算部 27…作動訊號產生部 28…脈衝訊號產生部 -10-Kt = t (-71] / At [-72) ... (1) In step S 5, it is determined whether or not the operation timing angle θχ is specified. If it is not specified, the process returns to step S1 and repeats the above-mentioned processes. When the operation timing angle θχ is specified, step S6 is performed. In step S6, the above-mentioned Tx calculation unit 26 described in 200535330 (6) calculates the angle response time ΔX 〇χχ = (the angle response error corrected for the timing error that depends on the periodic rotation speed variation depending on the engine) according to the equation (2). Δί [0] χ θχ χ Kt) / 10. (2) In other words, in this embodiment, the rotation speed of the engine depends on the stroke, and if it is a single-cylinder 4-stroke engine, it is based on the rule that 2 rotations of the crankshaft (720 °) are regular. Sexual changers. Then, in a cycle of this C time, when the rotation speed of the pulse interval Gn including the operation timing is represented by the rotation speed of the previous pulse interval Gn-1, it is made as the previous cycle. This is based on the rotation speed fluctuation (Kt) in the same section, and the error accompanying the rotation speed fluctuation in each pulse section is corrected. Moreover, if the time between the previous pulses is At, and the variation ratio (Kt) of the rotation speed of the same stroke in the previous cycle is (Δt2 / Atl), and the internal combustion engine is driven once by the protrusion 12 described above. The rotation is divided into equal parts by M. The above formula (2) can be generalized by the following formula (3). Τχ = Δίχ {θχ / (3 60 ° / Μ)} x (At2 / Atl) ... (3) In step S7, the elapsed time from the start timing of the pulse interval Gn and the angle response time Tx By comparison, when the elapsed time reaches the angle response time T χ, a predetermined operation timing signal is output from the above-mentioned operation signal generation unit 27 in step s8. Moreover, in the above-mentioned embodiment, although the error of the angle response time Tx is corrected based on the rotation speed variation (Kt) in the same section before the 2 revolutions (720 °) of the internal combustion engine, if the internal combustion engine is a 2-stroke engine,- 9- 200535330 (7) It is better to make correction based on the rotation speed change in the same area before 1 rotation (360 °). [Brief description of the drawings] FIG. 1 is a block diagram of a rotation angle detecting device of the internal combustion engine of the present invention. FIG. 2 is a waveform diagram of a pulse signal. 〇 FIG. 3 is a flowchart showing the operation of this embodiment. FIG. 4 is a timing chart showing the operation of this embodiment. FIG. 5 is a waveform diagram for explaining the subject of the prior art. [Description of main component symbols] 10 ··· Crank shaft 11… Rotating body 12… Protrusion_ 13… Proximity sensor 21… Reference sync pulse generating section 22… · Inter-pulse time measuring section 23… Inter-pulse time update Registration section 24 ... Interpulse schedule 25 ... Timing correction coefficient (Kt) calculation section 26 ... Angle response time (TX) calculation section 27 ... Operation signal generation section 28 ... Pulse signal generation section-10-