TW201033597A - Engine load detection apparatus and engine load detection method - Google Patents

Abstract

Provided is an engine load detection apparatus which has considered the rotary variation of the engine and has reduced the affection of dimensional tolerance of the pulse rotor, and can detect more correctly engine load state. In the present invention, the detection interval for detecting average engine rotary speed (NeA) is setup as a length of crankshaft rotating two loops starting from the begin point (G3) of the second magnetic drag rotor (12). The detection interval is divided into four intervals, the four intervals are composed of a first magnetic drag rotor and a second magnetic drag rotor interval corresponding to the position that the second magnetic drag rotor (12) passing through the pick-up device (20), and a first interval and a second interval corresponding to the position that the second magnetic drag rotor (12) not passing through. The first mean value (H1) of averaging the first rotary speed <omega>4 (n-1) and the second rotary speed <omega>4 (n) is calculated, and the second mean value (H2) of averaging the first magnetic drag rotor rotary speed <omega> tdc1 and the second magnetic drag rotor rotary speed <omega> tdc2 is calculated. Then, the NeA is obtained by dividing the first mean value (H1) from the value of the first rotary speed <omega> 4(n-1) and then multiplying the second mean value (H2).

Description

201033597 VI. Description of the Invention: [Technical Field] The present invention relates to an engine load detecting device and an engine load detecting method, and more particularly to detecting an engine load state based on an output signal of a pulse rotor that "rotates synchronously with a crankshaft" Engine load detection device and engine load detection method. [Prior Art] Conventionally, a pulse rotor having "synchronous rotation with the crankshaft of the engine" and a pickup coil for detecting "passing state of the magnetic resistance of the pulse rotor" are provided, and according to the pickup coil The output of the pulse signal to detect the load state of the engine engine load detection device has been known to the public. Patent Document 1 discloses a technique in which the magnetic resistance of the pulse rotor is set near the position corresponding to the "top dead center of the engine", and the pulse rotor is rotated once per revolution or once per rotation. The ratio of the time to the time the magnetoresistance passes, and the load state of the engine is detected based on the degree of variation of the ratio. [Patent Document 1] [Patent Document 1] JP-A-2002-115598 [Summary of the Invention] [Problems to be Solved by the Invention] The technique described in Patent Document 1 is for detecting -5&quot; 201033597 " "The time required for the crankshaft to rotate once" "The passage time of the reluctance as the reference is not considered to be longer. For example, the "time required for the crankshaft to rotate twice" is used as a reference to detect the more appropriate. Load status. In addition, even when the crankshaft rotates once, the fluctuation of the engine rotation speed is not evaluated in accordance with the four strokes of the four-stroke engine (intake, compression, combustion-expansion, and exhaust). In addition, the technique described in Patent Document 1 is for detecting the on-time of the reluctance based on the "time required for the crankshaft to rotate once," so that the length of the magnetic resistance in the circumferential direction remains. When there is a "size offset due to dimensional tolerance", the calculated ratio may also have the effect of dimensional tolerance, and there is a possibility that the load state of the engine cannot be detected correctly. In addition, the rotational speed (angular velocity) of the crankshaft is easily affected by the torque transmission system from "crankshaft to rear wheel", which is known to the public. Therefore, it is expected that a load calculation can be calculated in consideration of the above situation. Construction. SUMMARY OF THE INVENTION It is an object of the present invention to provide a method for solving the above-mentioned prior art, which is more correct in view of the rotational variation caused by the four strokes of the 4-stroke engine and the effect of reducing the dimensional tolerance of the pulse rotor. A load detecting device and a load detecting method for detecting the load state of the engine. [Means for Solving the Problems] In order to achieve the above object, the present invention includes a pulse rotor that rotates in synchronization with a crankshaft of an engine, and a magnetoresistance that is provided in the pulse rotor and that corresponds to the aforementioned a -6-201033597 shank angle near the dead point of the engine; and a picker for detecting the reluctance and detecting the load of the engine based on the output signal of the pickup, A first feature of the present invention includes means for dividing a specific section of an average engine rotation speed into a plurality of numbers, and calculating an engine rotation speed of the divided plurality of section sections based on an output signal of the extractor; and weighting means The weighting performs different weighting and load state calculation means on the engine rotation speed of the plurality of sections, and the load state calculation means calculates the engine rotation speed based on the average 値 of the complex interval engine rotation speed, and uses The average engine rotational speed is used to perform calculation of the load state. Further, the second feature is a technique in which the weighting ratio is set to be larger than the other sections in the section divided into the plurality of sections, and the weighting ratio including the combustion-expansion section is set. Further, the third feature is a technical point in which the specific region Φ is detected based on the output signal of the pulse rotor. Further, the fourth feature is a technical point in which the length 2 of the second rotation amount of the crankshaft is equally divided into the first zone 2 section, and the first section includes the intake stroke, and the front section includes Combustion-expansion stroke. Further, the fifth feature is a technical point in which the state of the engine is a rotation rate calculated by the average engine revolution number in the "rotation speed of the magnetoresistor passing through the pickup period". In addition, the sixth feature is the following technical point: the aforementioned magnetic resistance is passed; the detection of the state is to detect the respective means of the pick-up; the weighting is the average of the engine, which is between the strokes, between, and between The second load level is set at a position when the engine top dead center is reached at 201033597, and the load factor is "the period during which the magnetic resistance passes through the pick-up device when the top dead center of the compression side is reached". The rotation speed is calculated. Further, the '7th and 8th features are the following technical points: at least the ignition timing of the engine is feedback-controlled in accordance with the calculated load factor. Further, the present invention includes a pulse rotor that is coupled to the engine. The crankshaft rotates synchronously; and the magnetoresistance is set at the pulse rotor @ and is located at a crank angle corresponding to the top dead center of the engine; and a pickup for detecting the magnetoresistance And the engine load detecting method for detecting the load state of the engine based on the output signal of the picker, the ninth feature of the present invention is the following technical point: the average adopted when calculating the load state of the engine The engine rotation speed includes: a step of dividing a specific section for detecting the average engine rotation speed into a complex number; and a step of calculating a rotation speed of each section engine of the plurality of divided sections; and the plurality of The interval engine rotation speed is a step of performing different weighting processes; and the plurality of interval engines after the weighting process is obtained The average 旋转 of the rotational speed is used to calculate the aforementioned average engine rotational speed. Further, the present invention is provided with: a pulse rotor that rotates in synchronization with a crankshaft of the engine; and a magnetoresistance that is disposed in the pulse rotor and is located at a crank corresponding to the top dead center of the engine Angle; and a pickup, the pickup is used to detect the passage of the reluctance; and the engine load detection device for detecting the load state of the engine according to the output signal of the pickup, -8-201033597, the 10th of the present invention The technique is characterized in that the detection section for detecting the average engine rotation speed is set to the length of the second rotation amount of the crankshaft calculated from the start point of the magnetic resistance, and the detection section is set to be The four sections formed are: a first magnetoresistive section and a second magnetoresistive section, wherein the first magnetoresistive section and the second magnetoresistive section correspond to each of the two rotations of the crankshaft, respectively The magnetic resistance passes through the position of the pickup; and the first interval and the second interval, wherein the first interval φ and the second interval respectively correspond to positions where the magnetic resistance does not pass through the pickup; the engine of the present invention is negative The load detecting device includes means for obtaining a first average value , which is an average value of the first rotation speed detected by the first section and the second rotation speed detected by the second section: And a means for obtaining the second average 値, wherein the second average 値 is the first reluctance rotational speed detected by the first reluctance section and the second reluctance rotational speed detected by the second reluctance section And a means for calculating the average engine rotation speed, wherein the average engine rotation speed is obtained by multiplying the first average 値 by the 旋转 of the first rotation speed by the second average 値And a load state calculation means for calculating a load state of the engine using the average engine rotation speed. Further, the first feature is a technique for calculating the average engine rotational speed when the first rotational speed is represented by ®4 (n_1) and the second rotational speed is represented by ω4 (η). When the first reluctance rotational speed is represented by cotdcl, the second reluctance rotational speed is represented by c〇tdc2, and the weighting coefficient of the weighting process is represented by α, the calculation formula is calculated by the following formula -9 - 201033597 [calculation formula] 1] NeA' In addition, the first section of the package stroke, when the speed and the aforementioned weight coefficient α are set, the position of the front degree, except for the previous 14th less for the aforementioned reference, the engine's crankshaft, and the position of the clutch The output signal of the pickup, the present invention detects the average lead through the starting point; and the aforementioned average engine rotation speed NeA. _ (ΐ-α) χί〇4 + («-ΐ)+αχβ; 4(«) ωίάεΐ + wtdcl ωΑ(η -1) 2 The twelfth feature is the following technical point: set to: the aforementioned intake stroke And the second section includes the combustion-expansion when the first average enthalpy is taken, and the addition of the different weighting process between the first rotation and the second rotation speed is greater than 〇. The magnetic resistance is a load state of the engine when it is about to reach the top dead center of the engine, and is a load ratio calculated by rotating the second magnetic reluctance speed by the average engine revolution number. The feature is the following technical point: feedback control is performed at the ignition timing of the engine corresponding to the aforementioned load rate. The invention is provided with: a pulse rotor which rotates synchronously with the lead; and a magnetic resistance which is set at a crank angle of the pulse rotor which is near the top dead center of the engine; and the pickup is used for detecting The 15th characteristic of the engine load detecting means for detecting the load state of the engine based on the pickup number is the following technical point: including: setting the detection section for the rotational speed of the engine to be from the aforementioned magnetic The step detection section for calculating the length of the second rotation amount of the crankshaft from the resistance is set to step 10-201033597 of the four sections formed as follows: the first magneto-resistance section and the second magneto-resistance section, The first magneto-resistance section and the second magneto-resistance section respectively correspond to a position of the pick-up device and a first section and a second section in each of the two rotations of the crankshaft. The first interval and the second interval correspond to a position at which the magnetic resistance does not pass through the pickup, and a step of obtaining a first average '. The first average 値 is a first rotational speed detected by the first interval. With the foregoing The average 値 of the second rotation speed detected in the two sections; and the step of obtaining the second average 値, the second average 値 is the first reluctance rotation speed detected by the first magnetoresistive section, and An average 値 of the second reluctance rotational speed detected by the second magnetic resistance section; and a step of calculating the average engine rotational speed, wherein the average engine rotational speed is divided by the first rotational speed by the first rotational speed The 値 is then multiplied by the aforementioned 2nd average 获得. Further, the present invention is provided with: a pulse rotor that rotates in synchronization with a crankshaft of the engine; and a magnetoresistance that is disposed in the pulse rotor® and is located near the top dead center of the engine a crank angle; and a pickup for detecting the passage of the magnetic resistance; and an engine load detecting device for detecting a load state of the engine based on an output signal of the pickup, the 16th feature of the present invention is as follows Technical point: a gear ratio detecting means for detecting a gear ratio of the transmission, wherein the load state of the engine is set to: divide the rotation speed of the magnetoresistor through the pickup period by the average engine speed The calculated load factor is corrected by the above-described gear ratio by the rotational speed of the above-mentioned reluctance passing through the pickup. Further, the 17th feature is the following technical point: the above-described gear ratio detection -11 - 201033597 means a gear position sensor for detecting a shift position of a segmented transmission. Further, the eighteenth feature is the technical point that the correction of the rotational speed of the magnetic resistance during the passage of the pickup is performed by multiplying the rotational speed by a correction coefficient, and the correction coefficient is When the number of gears of the transmission is low, it is set to be large. Furthermore, the 19th feature is a technical point in which the gear ratio detecting means obtains the gear ratio based on the vehicle speed and the number of engine revolutions. @ [Invention Effect] According to the first feature, when calculating the average engine rotation speed for "calculation of the load state of the engine", the specific section for detecting the engine rotation speed is divided into a plurality of pieces and calculated separately. The interval engine rotation speed of each of the divided plurality of sections is performed, and different weighting processing is performed on the plurality of section engine rotation speeds, not only to obtain the plurality of interval engine rotation speeds after the weighting process The average 値 is used to calculate the average engine rotation speed. Therefore, even if there is a large number of rotation variations different from the normal operation in a certain interval, the weighting of the rotation variation can be performed to calculate an appropriate average engine rotation speed. In this case, even when the fluctuation of the engine rotational speed in the specific section is increased due to "acceleration or traveling on the uneven road surface or the like", the engine load state corresponding to the above situation can be obtained by calculation. According to the second feature, since the weighting process is divided into a plurality of sections, the weighting ratio of the section including the combustion-expansion stroke is set to be larger -12-201033597 in other sections, so even when "accelerating or walking" In the case where the degree of increase in the engine rotational speed in the combustion-expansion stroke is increased, in particular, the engine load corresponding to the above situation can be obtained by calculation. According to the third feature, since the specific interval is detected based on the output signal of the pulse rotor, the pulse rotor for detecting the "time for driving the ignition device or the fuel injection device of the engine" can be used to set "to detect the flat φ engine. The specific range of the rotation speed. In this way, the engine load state can be calculated by calculation without additionally setting a new sensor or the like. According to the fourth feature, the specific section divides the length 2 of the second rotation amount of the crankshaft into the first section and the second section, and sets the first section to include the intake stroke, and the second section includes the combustion-expansion stroke. Therefore, the segmentation of a specific section can be performed in a simple manner. Further, by setting the weight of the second section including the combustion-expansion stroke to be large, the load state in which the fluctuation of the engine rotation speed in the combustion-expansion stroke is considered can be calculated by calculation. Further, by dividing a specific section by the minimum number of divisions, it is possible to suppress the increase in the calculation load and obtain the effect of the weighting processing. According to the fifth feature, since the load state of the engine is the load ratio calculated by dividing the rotational speed of the magnetic resistance during the pickup by the average engine revolution, the load of the engine can be obtained by a simple calculation formula. status. According to the sixth feature, since the reluctance is set at a position just before reaching the top dead center of the engine, and the load factor is "the rotational speed of the reluctance passing through the pickup when the dead point is reached to the upper side of the compression side" Since it is calculated, it is possible to appropriately detect a large number of engine rotation fluctuations from the end of the compression stroke to the combustion-expansion stroke period -13 to 201033597, and to obtain the load factor of the engine in which the rotation variation has been considered. According to the seventh feature, since the feedback control is performed on at least the ignition timing of the engine corresponding to the calculated load rate', there is no need to additionally set a new inductor or the like, and only the output signal of the pulse rotor is required, at least the ignition timing. Correct the possibility of control changes. According to the eighth feature, there is a step of dividing a specific section for detecting an average engine rotation speed into a complex number; and a step of calculating a rotation speed of each section engine of the divided plurality of sections; and a plurality of sections a step of performing different weighting processing by the engine rotation speed; and a step of calculating an average engine rotation speed by calculating an average 値 of a plurality of interval engine rotation speeds after the weighting process; and performing an engine load state using the average engine rotation speed The calculation step, so that even if the engine rotation speed of the specific section has a large variation from the normal operation time, the appropriate average engine rotation speed can be calculated by performing the weighting that has considered the rotation variation, and Based on this, the load status of the engine is calculated. @ According to the ninth feature, the detection interval for detecting the average engine rotation speed is set to the length of the second rotation amount of the crankshaft calculated from the start point of the reluctance, and the detection interval is set to be formed as follows Four sections: a first magnetoresistive section and a second magnetoresistive section, wherein the first magnetoresistive section and the second magnetoresistive section correspond to each of the two rotations of the crankshaft, and the reluctance passes through the pickup And a first interval and a second interval, wherein the first interval and the second interval correspond to a position at which the magnetic resistance does not pass through the pickup, and a means for obtaining a first average ,, the first average 値Yes-14- 201033597 The first rotation speed detected by the first section and the average rotation speed of the second rotation speed detected by the second section; and the means for obtaining the second average ' 'The second average 値 is The first reluctance rotation speed detected by the first magnetoresistive section and the average enthalpy of the second reluctance rotation speed detected by the second reluctance section; and means for calculating the average engine rotation speed, the average engine rotation speed is By dividing the first average 値 by the first rotational speed And multiplied by the second average ;; and the load state calculation means, the load state calculation hand segment uses the average engine rotational speed to calculate the load state of the engine, and thus can be used in the calculation formula for calculating the average engine rotational speed Contains: the relationship between the rotational speed of the magnetoresistive portion divided by the rotational speed of the same magnetoresistive portion. As a result, even in the case where the dimensional tolerance is present in the circumferential length of the magnetic resistance or the like, the influence of the dimensional tolerance in the calculation formula can be reduced, and a more appropriate average engine rotational speed can be calculated. Further, a pulse interval for detecting "the timing of the ignition device or the fuel injection device for driving the engine" can be used to set a specific interval for "detecting the average engine rotation speed". • According to the 10th feature, the effect of reducing the dimensional tolerance of the reluctance on the calculation of the average engine rotation speed can be reduced in the calculation formula of the average engine rotation speed. According to the eleventh aspect, the first section includes the intake stroke 'the second section includes the combustion-expansion stroke, and when the first average 値 is obtained, the first rotation speed and the second rotation speed are set. The weighting coefficient α between which the different weighting processing is performed is set to be larger than 0.5, so that in the engine speed of the specific section, even if there is a large variation from the normal operation, it can be calculated that "the combustion-expansion stroke has been considered. The average engine rotation speed of the engine spin -15- 201033597. In this way, even in the case where the fluctuation of the engine rotation speed is increased due to "acceleration or walking on the uneven road surface, etc.", it is possible to calculate a more appropriate engine load state. According to the twelfth feature, the magnetic resistance is matched. It is located at the position when the engine is at the top dead center, and the load state of the engine is the load rate calculated by dividing the second reluctance rotation speed by the average engine revolution. Therefore, the engine load can be detected by a simple calculation formula. . Further, the engine rotation load rate can be obtained by appropriately detecting the rotation variation of the engine from the second half of the compression stroke © to the combustion-expansion stroke period. According to the thirteenth feature, since the feedback control is performed corresponding to the load factor and at least the ignition timing of the engine, the output signal of the pulse rotor can be used only to calculate the load rate of the engine, and at least the ignition timing of the control engine can be corrected according to the load rate. . In this way, it is possible to perform appropriate ignition timing control without providing an inductor or the like for detecting the load state of the engine. According to the fourteenth aspect, the detection section for detecting the average engine rotation speed is set to a length of the second rotation amount of the crankshaft calculated from the start point of the reluctance; and the detection section is to be detected. The steps of the four sections formed by the first magnetoresistive section and the second magnetoresistive section, the first magnetoresistive section and the second magnetoresistive section respectively correspond to the second rotation of the crankshaft In one rotation, the magnetic resistance passes through the position of the pickup, and the first section and the second section, which correspond to positions where the reluctance does not pass through the pickup, and the first average 値Step, the first average 値 is a first rotation speed detected by the first section, -16-201033597 and an average 値 of the second rotation speed detected by the second section; and a step of obtaining the second average 値The second average 値 is an average 値 of the first reluctance rotational speed detected by the first reluctance section and the second reluctance rotational speed detected by the second reluctance section; and a step of calculating the average engine rotational speed The average engine rotation speed is determined by the first average By dividing the 旋转 of the first rotation speed by the second average 値, the dimensional tolerance of the magnetic resistance φ in the low calculation formula can be made even if there is a dimensional tolerance in the circumferential length of the magnetic resistance or the like. The effect, while calculating the more accurate average engine rotation speed. In this way, a more appropriate engine load can be calculated. According to the fifteenth aspect, since the gear ratio detecting means for detecting the gear ratio of the transmission is provided, and the load state of the engine is calculated by dividing the rotational speed of the reluctance through the pickup by the average engine revolutions The load rate and the rotation speed of the reluctance during the passage of the pickup are corrected according to the gear ratio, so that the influence of the torque transmission system "from the crankshaft to the rear wheel" can be considered to calculate the load state of the engine. Specifically, Φ "the smaller the gear ratio of the transmission, the smaller the rotation speed during the passage of the reluctance through the pickup" can be handled, so that the load state of the engine can be calculated more accurately. According to the first aspect, since the gear ratio detecting means is a gear position sensor for detecting the shift position of the stepped shifting machine, the gear ratio of the stepped shifting machine can be detected with a simple configuration, and the magnetic field can be corrected. The speed of rotation during the passage of the pickup. According to the seventeenth feature, the correction of the rotational speed during the passage of the reluctance by the pickup is performed by multiplying the rotational speed by the correction coefficient, and the correction coefficient is set to be the gear of the stepped transmission. The lower the number of shifts, the larger the shift ratio of the transmission becomes, the more susceptible it is to the "torque transmission system from the crankshaft to the rear axle", in other words, even if the actual engine load state is the same, It is also possible to perform an appropriate correction in accordance with the tendency that the rotation speed of the reluctance is reduced during the pickup is increased as the shift ratio becomes larger. According to the eighteenth feature, since the speed ratio detecting means obtains the speed ratio based on the vehicle speed and the number of engine revolutions, the @ position sensor for detecting the shift position is not required, and cost reduction can be expected. [Embodiment] Hereinafter, preferred embodiments of the present invention will be described in detail with reference to the drawings. Fig. 1 is a structural diagram of an engine 1 using an "engine load detecting device of one embodiment of the present invention". The engine 1 is a four-stroke single-cylinder internal combustion engine, and has a structure in which a piston 7 that is "reciprocally moved inside the cylinder 8" is coupled to the crankshaft 9 through a connecting rod. The intake valve 3 and the exhaust valve 5 of @: the intake pipe 2 and the exhaust pipe 4; and "the opening and closing operation in synchronization with the rotation of the crankshaft 9" are provided in the upper portion of the cylinder 8. Further, at the upper end portion of the cylinder 8, a spark plug 6 as an ignition device is attached. A pulse rotor 1 旋转 that rotates in synchronization with the crankshaft 9 is attached to the crankshaft 9. In the outer peripheral portion of the pulse rotor 10, a specific amount of magnetic resistance is protruded outward in the radial direction. In the vicinity of the pulse rotor 10, a magnetic pickup 20 fixed to a crank case or the like of the engine 1 is disposed, and the magnetic pickup 20 can respond to the passage of the magnetic resistance "with the rotation of the pulse rotor 10", and loses -18- 201033597 The crank pulse signal. The ECU 30 as an engine control device includes: a crank pulse detecting portion 40 for detecting a pulse signal from the magnetic pickup 20; and a load factor calculating portion 50 as a load state detecting means of the engine 1; and an engine corresponding to the engine a load correction state calculation unit 60 for calculating the correction amount of the ignition timing; an ignition control unit 70 for controlling the ignition of the spark plug 6; and a point φ based on at least the information of the throttle opening degree and the number of engine revolutions Ne Ignition pattern 80 during the fire period. The ECU 30 of the present embodiment obtains the load state (load factor F) of the engine 1 based on the pulse signal input to the crank pulse detecting unit 40, and corrects the ignition timing of the control spark plug 6 in accordance with the load state. Here, the load factor F of the engine 1 means that, for example, if the number of revolutions of the engine is in the same state, the load acting on the engine 1 is applied when the vehicle travels on a flat road at a constant speed and accelerates in an uphill section. The state is different, and the number of 9 indicates the size of the load used to correct the above situation. In the above-described ignition control unit 70, when the load factor F is large, that is, when the load acting on the engine is large, the deceleration angle of the ignition timing can be slightly corrected to prevent knocking, etc., and appropriate for the load state. Ignition period. The calculation method of the load factor F will be described in detail later. In the present embodiment, the correction control of the ignition timing is performed only by the load factor F. However, the ECU 30 may perform control of "the fuel injection device that supplies fuel to the engine 1 (not shown in the drawing)", and corresponds to The fuel injection control is performed at the load factor F. In the second drawing, a block diagram showing "the details of the load factor calculation unit 50 -19 - 201033597 provided in the ECU 30" is displayed. The load factor calculation unit 50 calculates the load factor F of the engine 1 based on the crank pulse signal input from the crank pulse detecting unit 40 and the time measured by the timer 51. The load factor calculation unit 50 includes an Ne calculation means 52, a Αω calculation means 53, an otdc calculation means 54, a reluctance electrical angle determination means 55, and a load ratio calculation means 56 in addition to the timer 51.

The Ne calculation means 52 is for calculating the engine revolution number Ne (average engine revolution number NeA) in the detection section. Further, the reluctance electrical angle determining means 55 and Q detect the angle in the circumferential direction of the "magnetoresistance electrically detected" based on the pulse signal when the magnetic resistance passes through the magnetic pickup 20. (The otdc calculation means 54 is for calculating the rotational speed (angular velocity) of the pulse rotor 10 during the passage of the magnetic resistance through the magnetic pickup 20, that is, calculating only the angular velocity cotdc(rad/s) of the magnetoresistive portion. Further, the Δω calculation means 53. The change of the crank angular velocity is calculated by subtracting the angular velocity cotdc of the magnetoresistive portion calculated by the cotdc calculation means from the engine revolution number Ne calculated by the Ne calculation means 52. Aco(Aco = Ne-Q)tdc). The subtraction operation of the Αω calculating means 53 is performed by converting the engine revolution number Ne (rpm) into the engine rotation speed (rad/s). Next, the load factor calculation means 56 uses the fluctuation amount Αω of the angular velocity calculated by the Δ® calculation means 53 and the engine rotation number Ne calculated by the "Ne calculation means 52", and is Δω + The calculation formula of Νεχ100(%) is used to calculate the engine load factor F. The load factor F becomes: the larger the engine load, the larger the number. Fig. 3 is an enlarged front elevational view of the pulse rotor 10. In the pulse rotor 10 of the embodiment -20-201033597, the ith magnetic resistance n and the second magnetic resistance 12 are provided. In Fig. 3, 'pulse rotor 1 旋转 is rotated in the counterclockwise direction, and the crank pulse signal from the magnetic pickup 20 is the end point G1 of the first reluctance u and the end point G2 of the first reluctance 11 The starting point G3 of the second reluctance 12 and the end point G4 of the second reluctance 12 are output in the order. The second magnetic resistance 12 is configured to have a circumferential length in which the i-th angle 01 Φ is formed from a slightly forward position from the fourth angle Θ4 originating from the top dead center (TDC) of the engine. Further, the first magnetic resistance 11 has a circumferential length in which the third angle Θ3 is formed, and a second angle Θ2 is provided between the start point G1 of the first magnetic resistance n and the start point G3 of the second magnetic resistance 12. In the present embodiment, the first angle Θ1 = 45 degrees, the second angle Θ 2 = 22.5 degrees 'the third angle Θ 3 = 11 · 25 degrees, and the fourth angle Θ 4 = 15 degrees are set. In the figure, although the pulse rotor 10 is separated from the magnetic pickup 20 by a distance, the interval between the outer peripheral surface of the magnetic resistances 1 1 and 12 and the magnetic pickup 20 is set to, for example, 〇5 mm. Fig. 4 is a graph showing the relationship between the crank pulse signal "output by the magnetic pickup 20", the average engine revolution number NeA for each rotation of the crankshaft, and the angular velocity ω of the crankshaft. The A-B section in the figure is the length indicating the "one rotation amount of the crankshaft including the intake stroke". The graph (a) is a general period in which the engine revolution number Ne is formed to be constant while walking on a flat road, and the graph (b) shows a transition period in which the engine revolution number Ne rises due to acceleration or throttle operation. . The graph (c) shows only the displacement motion of the angular velocity ω when traveling on a corrugated road surface (convex road surface). According to the chart, the crank angular velocity ω will repeat "the periodic variation of one cycle of the engine" regardless of whether the number of engine revolutions is constant or rising. Further, in the undulating road surface, the force that causes the driving wheel to accelerate and decelerate due to the uneven surface is caused to cause a gradual decrease or fluctuation of the angular velocity ω. However, even in the wavy road surface, the "periodical change of one cycle of the engine" is repeated for every rotation unit of the crankshaft. Further, it can be confirmed that the angular velocity ω varies linearly in the Α-Β interval including the intake stroke regardless of the running condition. Then, the spring linear trajectory of the angular velocity ω in the Α-Β interval forms a large right end drop in the general period of (a), and the angle at which the right end descends during the transition period of (b) is greatly reduced. Fig. 5 is a graph showing the relationship between the crank pulse signal and the angular velocity ω in one cycle. The same reference numerals as described above are the same or equivalent parts. As described above, the angular velocity ω is periodically changed in accordance with each stroke in the four strokes. The decrease (fall) in "from the second half of the compression stroke to the interval D 1 between the combustion and expansion strokes" is a compression resistance caused by an increase in the internal pressure of the cylinder. Further, the increase (rise) in the section D2 of the combustion-expansion flow is caused by the "crank rotational energy generated by the increase in the internal pressure of the cylinder caused by the combustion". Then, the decrease (fall) in the section D3 of "from the end of the section D2 until the end of the intake stroke" is caused by the "machine of the engine 1 generated after the crank angular velocity ω reaches the peak after the combustion ends. Sexual friction resistance or discharge resistance of combustion gases." On the other hand, the interval D4 is the length of the first rotation of the crank which indicates "the starting point G3 of the second reluctance 12 is used as the starting point". -22- 201033597 In the figure, in the case where the engine revolutions (rotation speed) Ne are the same, the crank angular velocity ω in the normal period is indicated by a solid line, and the crank angular velocity ω at a high load is indicated by a broken line. As shown in the figure, the variation of the angular velocity ω increases when the load is high. This is because, even in the case where the engine rotational speed Ne is the same, the higher the output torque, the larger the peak speed of the angular velocity ω, and the larger the amount of the subsequent increase is when the intake air amount is larger. φ, the fluctuation of the angular velocity ω of the crank becomes larger as the "lower rotation region where the inertial force of the crankshaft becomes smaller" becomes larger, and the number of cylinders is smaller and the burst interval is larger as in the single cylinder engine 1 of the present embodiment. In the engine, there is a tendency to become bigger. Fig. 6 is a partially enlarged view of Fig. 5. As described above, the load state of the engine 1 is detected by the load rate F of the engine. The load factor F is a degree of reduction in the angular velocity ω with respect to the engine revolution Ne in the section D1 including the compression top dead center, in other words, the magnitude of the compression resistance in the compression stroke is reduced. . In the present embodiment, the second magnetic resistance 12 is a variation between the angular velocity rotdc and the engine rotational speed Ne when the second magnetic reluctance 12 passes through the magnetic pickup 20 in the section D1, and is a variation of the angular velocity ω. Δω is calculated. The cotdc section in the figure corresponds to the transit time from the start point G3 of the second reluctance 12 to the end point G4. Hereinafter, referring to Figures 7, 8, and 9, the weighting process for "correctly detecting the load factor F at the time of transition" will be described. The weighting process is a method of dividing the detection area -23-201033597 into a plurality of pieces when calculating the engine rotation speed Ne in the detection section, and calculating the section engine rotation speed of each of the division sections, When the interval engine rotation speed is averaged, the weighting of a certain segmentation interval is increased, and NeA is adjusted to an appropriate frame. Fig. 7 is a graph showing changes in the angular velocity ω in the general period and the transition period. The Τ in the figure is the TDC (top dead center). (a) The angular velocity ω of one of the general periods shown is the same between the upper limit 値 and the lower limit 各 in each stroke. Therefore, the detection section for calculating "the engine rotation speed Ne used in the calculation of the aforementioned Δω" is sufficient as long as it is set to a period of one cycle amount. Even in the example of the figure, the crankshaft is rotated twice from the start point G1 of the first magnetic resistance 11, that is, the interval of one cycle is used as the detection section. However, with respect to the general period of (a), although the angular velocity ω of the transition period shown in (b) is substantially the same variation (forms substantially the same waveform) every one cycle, the angular velocity ω reaches the peak. After a slight downward change, the continuity will increase toward the next peak. As a result, the waveform of the angular velocity ω of the transition period will form a stepped shape that rises toward the right side. At this time, for example, when the engine rotation speed is the same in the general period and the transition period, once the aforementioned engine load factor F is calculated for the above two, the load factor F of the transition period will be calculated to be smaller than the normal period' A phenomenon that does not actually correspond to the load state generated by the engine is derived. This is due to the fact that Δω of the transition period compared to the actual engine load state is calculated to be smaller, as will be explained in more detail later. In order to cope with the above problem, in the present embodiment, the premise is that the detection section is divided into N e from the start point G 1 of the first reluctance 1 1 and -24-201033597 to the crankshaft rotation once. 1 interval; and Ne2 interval from the end point of the N e 1 section to the crankshaft rotating once again, and the section engine rotation speed Nel (hereinafter referred to as "Nel") in the Nel section The average engine rotation speed Ne (hereinafter referred to as NeA) of the entire detection section is calculated by the average 値 between the interval engine rotation speed Ne2 (hereinafter referred to as Ne2) in the Ne2 section. The above calculation processing is executed by the aforementioned Ne calculation means 52. Fig. 8 is a graph showing the relationship between the angular velocity ω in the transition period and the detection interval. The same reference numerals as described above are the same or equivalent parts. As described earlier, in the transition period, the interval from the intake stroke to the first half of the compression stroke, that is, the decrease in the angular velocity ω in the Ne 1 interval is small, which is almost in the example shown in the figure. Move horizontally. On the other hand, in the latter half of the compression stroke, after the angular velocity ω is greatly lowered, the peak value is greatly increased in the combustion-expansion stroke. Here, as described earlier, the engine load factor F is a result calculated based on "the degree of decrease of the crankshaft angular velocity ω with respect to the engine rotational speed Ne in the latter half of the compression stroke". However, in this calculation method, the difference ' ' between the engine rotation speed Ne and 〇) tdc when the general period is the same as the engine rotation speed Ne in the transition period is also referred to as A (〇(A〇i&gt; = Ne -G)tdc) is a tendency that the transition period will be calculated to be smaller than the general period. This is because the Ne2' of the Ne2 interval containing the cotdc interval is very large compared to the general period, and the calculation of the load factor F should pay attention to the elements of -25-201033597, but because of the calculation of the average 値 of Nel and Ne2 And was offset. As a result, the load factor F calculated during the transition period will be calculated to be less than the actual engine load state. Therefore, in the transition period, when calculating the average engine rotation speed NeA, it is preferable to reflect the magnitude of the engine rotation speed Ne2. Thus, in the example of the figure, when NeA is calculated, different weighting processing is performed between Nel and Ne2. In the illustrated example, the calculation formula of the average engine rotational speed NeA between one cycle is set to: NeA = Nel x(l - Q a) + Ne2xa, and by setting the weighting coefficient α to be greater than 0.5. So that the weight of Ne2 is greater than Nel and the NeA is raised as a whole. The weighting means for performing the weighting processing is included in the Ne calculating means 52 (refer to Fig. 2) of the load factor calculating unit 50. Here, a glimpse of the weighting process of FIG. 9 is referred to. In the illustrated example, the average engine rotation speed when the weighting process is not performed is represented by NeAO (dashed line), and the average engine rotation speed when the weighting process has been performed (for example, α = 0·55) is NeA (solid line) )To represent. At this time, the amount of fluctuation of the crank angle ω speed ω is increased by Δω when the weighting process is performed with respect to ΔωΟ calculated in the case where the weighting process is not performed (refer to Fig. 8). As a result, the calculation of the engine load factor F will also increase, and the load rate F corresponding to the actual engine load state can be calculated during the transition period. In the general period, even in the case where the above-described weighting processing has been performed, the influence on the load factor F is small because the difference between Nel and Ne2 is small.

Not big. Therefore, it is not necessary to change the calculation method of the load factor F -26- 201033597 in the general period and the transition time, and the burden of the calculation processing is not increased. Fig. 10 is a graph showing a method of deriving the weighting coefficient α. As described earlier, in the general period, even if the weighting coefficient α is changed, the Α Α 値 is hardly changed. In contrast, in the transition period, Δω will increase as the weighting coefficient α increases. In this case, when the weighting coefficient α is set to "the point of Δω in the transition period and the point Δω in the normal period", when the cotdc is the same, the load rate F of the general period and the transition period φ can be made the same. Hey. As described above, the engine load detecting device according to the present invention is a specific section to be used for detecting NeA when the average engine rotational speed NeA for "calculation of the load factor F (F = Aco + NeAxl00)" is obtained. The length of one cycle is set, and the specific section is divided into a Nel section including an intake stroke and a Ne2 section including a combustion-expansion stroke, and each section engine rotation speeds Nel and Ne2 are calculated, and "pair" is used. The weighting of Ne2 is greater than Nel" to perform the weighting process and calculate the average Φ 値 of the two 値, so that the magnitude of the interval engine rotation speed Ne2 of the Ne2 interval that should be considered when calculating the load factor F can be reflected in the load ratio. The calculation of F is 値, and the appropriate engine load can be calculated. In this manner, even when the fluctuation of the engine rotational speed is increased during acceleration or when traveling on the uneven road surface, the engine load corresponding to the above situation can be obtained by calculation. The structure of the engine and the pulse rotor, the size or number of reluctances, the position of the reluctance relative to the pulse rotor, the position of the reluctance relative to the TDC position, the 加权 of the weighting coefficient α, and the specific period for detecting the average engine rotational speed NeA The setting and the like are not limited to the above-described embodiments, and various changes can be made to -27-201033597. Further, the engine load detecting device of the present invention can be applied to various general-purpose engines and the like in addition to the engine for a vehicle such as a locomotive. Next, a method of eliminating the magnetoresistance tolerance employed in the engine load detecting device of the present invention will be described. The magnetoresistance tolerance elimination method calculates the average engine rotation speed NeA by using the above-described weighting processing and linearity of the crank angular velocity ω linearity in the section including the intake stroke (refer to FIG. 4). In the formula, the influence of the dimensional tolerance of the magnetoresistive portion is reduced. In other words, the influence of the dimensional tolerance on the "final calculated load factor F" can be reduced. Hereinafter, specific methods will be described using Figs. 10 to 13. Fig. 11 is an explanatory view showing the relationship between the detection area and the Ne 1 section and the Ne2 section when the magnetoresistive tolerance elimination method is used. In the present embodiment, the range from the start point G3 of the second reluctance until the crank is rotated once is set to the D4 section, and the average engine rotation speed NeA in the D4 section is calculated. The D4 section is located at a position shifted by the third angle Θ3 (22.5 degrees in the present embodiment) with respect to Nel and Ne2 described above. In the present embodiment, the D4 section is further divided into a ®tdc section (45 degrees) and an ω4 section (3 1 5 degrees). The above-described interval setting is performed by the aforementioned Ne calculating means 52. Fig. 12 is a graph showing the relationship between the angular velocity ω and the detection interval in the transition period. The same figure numbers as described above are the parts in which the tables are the same or equal. In the figure, the D4 section including the combustion-expansion stroke is referred to as the D4(n) section, and the section before the crank is rotated once is referred to as the D4(n-1) section. In other words, the detection interval for calculating the average engine rotation speed NeA is the D4 (n-1) interval and the D4 (n) interval. Further, the 'ω4 section is set to the ω4 (η) section as the second section and the ω4 (η-1) section as the first section, respectively, with respect to 201033597. In addition, the 〇tdc section is set to the c〇tdC2 section which is the second magnetoresistive section and the ωtdc1 section which is the first magnetoresistive section. Here, in the above section setting, it is examined. A method for calculating the average engine rotational speed NeA in the detection interval. It is preferable to perform interval setting that appropriately reflects the following characteristics, and the aforementioned characteristics are: # as previously described, weighting during the transition period During the processing, "the crank angular velocity ω is linearly increased from the intake stroke to the half of the compression stroke, and the transition is almost constant, and the combustion-expansion stroke rises rapidly." In this way, the average engine rotation speed NeA is formed by the interval engine rotation speed ω4(η-1) and the interval engine rotation speed ω4(η) of the ω4(η) interval in the ω4(η-1) interval. The average 値 between the calculated results. According to the above, the calculation formula of the weighted NeA has been considered to become: ΝβΑ = (1−α)χω4(η-1) + αχω4(η). In this implementation In the form, the NeA is not the last calculated The average engine rotation speed NeA" is defined as the first average 値H1. Although the 加权 of the weighting coefficient a can be arbitrarily set, in the general period, even if the weighting coefficient α is changed, the Αω 几乎 is hardly changed. In contrast, in the transition period, Δω will increase as the weighting coefficient a increases. At this time, the weighting coefficient a is: if the Δω of the transition period is set at a point corresponding to Αω of the general period, In the case where totdc is the same ,, the load factor F can be made the same 値. Next, the calculation formula for calculating Δω will be described with reference to Fig. 13. -29- 201033597 As described earlier, since A(〇=Ne- 〇)tdc, once the relationship is applied to the example shown in Figure 12, A is formed (〇= NeA-(〇tdc2. Here, the tolerance tolerance of mechanical parts (for example, ±1%), 2 The dimensional deviation due to the dimensional tolerance occurs in the circumferential dimension of the magnetic resistance 12. Hereinafter, the influence of the deviation of the circumferential dimension on the calculation of Δω will be described. The length of the second magnetic resistance 12 in the circumferential direction In the case where an offset has been formed, although The calculation of NeA also produces an offset, but here it is assumed that ❹ NeA does not contain the influence of dimensional tolerance. In the above conditions, in the case of NeA = 2000 (rpm), (〇tdc2 = 1800 (rpm) In the case where the circumferential dimension of the second reluctance 12 is the reference Α, Α ω is formed: ^ (〇 = 2000-1 8 00 = 2 00 (rpm). In contrast, the circumferential dimension of the second reluctance 12 is It is 1% larger than the reference ,, so that in the case where ω tdc 2 is 1% smaller, A is formed (〇 = 2000-1782 = 218 (rpm). In other words, a 1% offset in the circumferential dimension of the second reluctance 12 results in a significant difference of 10% increase (amplification) in the calculation Α of Αω. β In order to avoid the above-mentioned increase in the dimensional tolerance, it is sufficient to use the "rotation speed calculated by the same 45 degree interval as ωί(1&lt;2) to represent NeA. As long as this condition is achieved, the calculation formula of A® is formed. In the same 45-degree interval, the subtraction between the rotational speeds is calculated, and the case where "the calculation of Δω is performed and the reference 値 is shifted by 1% or more" is eliminated. According to the above description, in the present embodiment, 'is right The calculation formula of N e 稍 is slightly modified 'and can take the following three points: try to extend the detection interval used to calculate N e A to improve the correctness of NeA; and adjust the NeA to -30- 201033597 by weighting It is appropriate to reduce the influence of the dimensional tolerance of the second magnetic resistance 12 on Δω. Specifically, it is the Ne of the "4 (η-1) interval and the ω4 (η) interval in which the weighting has been considered. The average 値 (1st average 値Η 1) is multiplied by "usually the 値 which forms 1", and the so-called "usually the 値 which forms 1" means: the approximate 値K of the rotational speed of the ω4 (η-1) interval, except The 旋转 of the rotational speed co4(nl) actually measured in the ω4(η-1) interval. The approximate 値K described above is calculated by the characteristic of "the crank angular velocity ω linearly shifts during the intake stroke." In other words, the approximate 値Κ is expressed by the following rotational speed, and the aforementioned rotational speed is borrowed. "the average of the first reluctance rotational speed ootdcl calculated in the otdcl interval (45 degree interval) and the second reluctance rotational speed (〇tdc2" calculated in the cotdc2 interval (45 degree interval), and The rotation speed of the "rotation speed of the ω4 (η-1) section of the 3 15 degree section" is calculated in the 45-degree section. In the present embodiment, the approximate 値Κ is defined as the second average 値Η 2. Next, the approximate 値Κ (2nd average 値Η2): When the first rotation speed ω4(η-1) calculated in the ω4(η-1) section is divided, it becomes 1 of "1". In other words, the middle frame of the drawing In the NeA, the calculation is performed by multiplying the first average 値Η1 by "the 形成 which forms one." Next, when the calculation of NeA is performed, ω4 included in the first average 値Η1 is divided by ω4 in the denominator. And is eliminated. In other words, the dimensional tolerance of the 315 degree interval is formed: it is eliminated from the box in the illustration As a result, although the dimensional tolerance of the 45-degree interval remains in the NeA, since the dimensional tolerance is the same as the size of the 45-degree interval of the cot dc2 outside the frame shown in the figure -31 - 201033597, the Aco= The calculation formula of NeA-cotdc2 forms the same subtraction in the 45 degree interval. Therefore, the influence of the dimensional tolerance will not be increased due to the subtraction operation, so that the influence of the dimensional tolerance on the Δω and the load can be calculated. The rate F. The calculation method of the above Δω is not limited to the transition period, and the general period is also applicable. Further, in the calculation of the above Αω and the load factor F, the first magnetoresistive resistor 11 of the pulse rotor 10 may not be provided (please refer to FIG. 3: the difference is from the public, and the inch is equipped with the gauge to check the medium load. In the calculation formula of the NeA, the rotation speed of the 315 degree interval is multiplied by the rotation speed of the 315 degree interval. "Normally forming a 1", and converting the result into a rotation speed of 45 degrees, and at the time of the conversion, the dimensional tolerance of the 315 degree interval is eliminated by the division operation, thereby preventing the calculation of Δ ( «(△i〇= NeA-G)tdC2) The influence of the dimensional tolerance is increased (amplified). In this way, the influence of the tolerance of the magnetic resistance on the "calculation of the load factor F of the engine" can be minimized. Specifically, first, when the "average engine rotational speed NeA used for calculating the load factor F (F = Ao^NeAxl00)" is obtained, the detection interval for calculating the NeA is set to: crank axis Rotating from the start point G3 of the second reluctance 1 2 The length of the second time is divided into four sections, and the four sections are formed by the first magnetoresistance corresponding to the position of the second magnetoresistive resistor 12 passing through the magnetic pickup 20, respectively. Interval (totdcl interval) and second magnetoresistive interval (〇) tdC2 interval); and respectively -32-201033597 should be in the first interval of the position where the second magnetoresistive resistor 12 does not pass the magnetic pickup 20 (ω4(η- 1) Interval) and the second interval (ω4(η) interval). Here, reference is made to Fig. 14. This figure is a calculation step of representing the average engine rotation speed NeA in the form of a block diagram. The first average chirp calculating unit 104 calculates "the first rotational speed ω4 (η-1) detected by the first rotational speed detecting unit 1" and the second rotational speed detecting unit 1 0 1 The first average 値Η1 of the average 値 of the detected second rotational speed ω4(ιι). Further, φ is 'calculated by the second average 値 calculating unit 1〇5', the first magnetic reluctance rotational speed detected by the first reluctance rotational speed detecting unit 102, tdCl, and the second reluctance rotational speed. The second average 値H2 (approx. 値K) of the average 値 of the second reluctance rotational speed 〇)tdc2" detected by the measuring unit 1 〇3. Next, the average engine rotation speed calculation unit uses the first average 値H1 calculated by the first average 値 calculation unit 104 and the second average 値H2 and the second average 値 calculation unit 105 calculated by the second average 値 calculation unit 105. 1 The rotational speed ω4(η-1) is used to calculate the average engine rotational speed NeA. In this way, the dimensional tolerance of the 315 degree interval can be eliminated in the Φ calculation formula of NeA, and the dimensional tolerance increase (amplification) is avoided when calculating Αω (Δω = ΝεΑ-ωί(1ς2). The state of change is easily affected by the "torque transmission system from the crankshaft to the rear wheel", which can be proved by experiments, etc. Therefore, in order to calculate the engine load rate more accurately, it is preferable to use the torque transmission system. The following is a description of the calculation method of the engine load factor (correction method) in which the "state of the angular velocity of the crank, especially the state in which the speed ratio of the transmission is affected" has been included. A graph showing the relationship between the engine rotation speed Ne and Δω, 値-33- 201033597 (△to = Ne-totdc). This chart is based on the actual test conducted by the engine of the "four-speed shifting machine". As described earlier, the variation of the crank angular velocity Αω' is the low rotation when the number of engine revolutions Ne is small, that is, the inertia force closer to the crankshaft becomes smaller. When the area is turned, it becomes larger. The tendency is that the closer to the low-rotation area, the influence due to the difference in the gear ratio becomes larger. In the example of the chart, the shift ratio is changed from "shifting" Compared with the lowest 4th gear (solid line), 3rd gear (one point lock line), 2nd gear (dashed line), 1st gear wheel (two point lock line), the calculation of Αω is reduced. This means that if the number of engine revolutions Ne is the same, and even if the actual load state of the engine is the same, the larger the gear ratio, the smaller the Δω will be calculated. Therefore, the gear ratio of the transmission is larger. When the engine revolution number Ne is lower, when the engine load factor is calculated, there is a problem that "the calculated result is lower than the actual load state". In view of this, the present embodiment is characterized in that in order to reduce the above The difference in the gear ratio affects Αω, and constitutes a 变速 corresponding to the @ gear ratio of the transmission to correct Αω. In the present embodiment, it is detected by a gear position sensor as a gear ratio detecting means. now The selected gear ratio (shift gear position) is applied to "(ttdc) used in the calculation of Δω by applying a correction coefficient corresponding to the gear ratio. More specifically, by Δω The calculation formula (Aco = Ne-(〇tdc) is multiplied by the correction coefficient K to perform the correction (A(〇= Ne-Kxcotdc). Figure 16 shows the engine revolution Ne and the shift position ( Correction coefficient diagram of the relationship between the gear position and the correction coefficient K. In the present embodiment -34-201033597, when the "fourth gear with the smallest gear ratio" is selected, the correction is not performed (the correction of otdc, regardless of the number of engine revolutions) The correction coefficient K is set to 1.0, and the correction coefficient K is set such that the gear ratio becomes larger as the shift position 3, 2, and 1 shifts, and the correction coefficient K becomes larger. . Here, as shown in Fig. 15, the influence of the difference in the gear ratio on Δω becomes smaller as the number of engine revolutions Ne increases. As a result, the 修 of the correction coefficient K is also set to become smaller as the number of engine revolutions Ne increases. The correction coefficient map is stored in the load factor calculation unit 50 (see FIG. 2) stored in the ECU 30 in addition to the preset experiment or the like. Fig. 17 is a flow chart showing the steps of the correction control using 修正ω of the correction coefficient K. In step S200, the gear position GP is detected by the gear position sensor. Next, in step S201, the engine revolution number Ne is detected. In step S202, the correction coefficient K is derived from the correction coefficient map (please refer to Fig. 16) using the gear position GP and the engine revolution number Ne. Next, in the step S203, the derived correction coefficient K is applied to the calculation of Δω (Δω = Νβ - Κχ rotdc) &gt; Thus, the calculation of the Δω correction 値 is formed. According to the above-described correction control of Δω, it is possible to form a more accurate engine load prediction corresponding to the speed ratio of the transmission, and it is possible to perform ignition timing control and the like more closely and more accurately, thereby achieving a reduction in fuel cost and a reduction in harmful exhaust gas. Wait. However, in the above embodiment, the gear position sensor is used to detect the shift position of the stepped transmission to derive the correction coefficient Κ, but for example, in the "segmentless transmission using a belt converter" In the case of changing the speed ratio, the speed ratio is detected based on the amount of movement of the driven pulley, and the correction coefficient K is derived in accordance with the speed ratio. Further, the gear ratio may be calculated based on the vehicle speed and the engine revolution number, and the correction coefficient may be derived corresponding to the gear ratio. According to this configuration, the position sensor for detecting the shift position can be eliminated, and the cost reduction can be expected, and the configuration of the engine and the pulse rotor, the size or the number of the reluctance, the position of the reluctance® with respect to the pulse rotor, The position of the magnetic resistance with respect to the TDC position, the 加权 of the weighting coefficient α, the setting of the specific period for detecting the average engine rotational speed NeA, and the like are not limited to the above-described embodiments, and various modifications are possible. Further, the reluctance tolerance eliminating method employed in the engine load detecting device of the present invention can be applied to various general-purpose engines in addition to a vehicle engine such as a locomotive. BRIEF DESCRIPTION OF THE DRAWINGS Fig. 1 is a structural diagram of an engine 1 using an "engine load detecting device of one embodiment of the present invention". Fig. 2 is a block diagram showing "details of the load factor calculation unit 50 provided in the ECU". Fig. 3 is an enlarged front elevational view of the pulse rotor 10. Fig. 4 is a graph showing the relationship between the crank pulse signal, the engine number Ne, and the angular velocity ω. Fig. 5 is a graph showing the relationship between the crank pulse signal and the angular velocity -36- 201033597 ω in one cycle. Fig. 6 is a partial enlarged view of Fig. 5. Fig. 7 is a graph showing changes in the angular velocity ω in the general period and the transition period. Fig. 8 is a graph showing the relationship between the angular velocity ω and the detection interval in the transition period. Figure 9: A mourning diagram for weighting. Fig. 10 is a graph showing a method of deriving the weighting coefficient α. Fig. 11 is an explanatory view showing the relationship between the detection area and the Nel section and the Ne2 section when the magnetoresistive tolerance elimination method is used. Fig. 12 is a graph showing the relationship between the angular velocity ω and the detection interval in the transition period. Fig. 13 is a view showing a calculation formula for calculating Δω Fig. 14 is a block diagram showing a calculation procedure of the average engine rotation speed NeA. ® Figure 15 is a graph showing the relationship between the engine rotation speed Ne and the calculation of Δω (Aco = Ne-a)tdc). Fig. 6 is a correction coefficient diagram showing the relationship between the engine revolution number Ne and the shift position and the correction coefficient K. Fig. 17 is a flow chart showing the steps of correction control using 修正ω of the correction coefficient K. [Main component symbol description] 1 : Engine -37- 201033597 6 :Ignition device 7 :Piston 8 : Cylinder 9 : Crankshaft 10 :Pulsar rotor 1 1 : 1st reluctance 12 : 2nd reluctance

20 : Magnetic pickup Q

30 : ECU 40 : crank pulse detecting unit 50 : load factor calculating unit 5 1 : timer 52 : Ne calculating means 53 : Α ω calculating means 54 : (〇tdc calculating means 5 6 : load factor calculating means © 60 : Control correction amount calculation unit 70: Ignition control unit 1A: First rotation speed detection unit 101: Second rotation speed detection unit 102: First reluctance rotation speed detection unit 103: Second magnetic Resistance rotation speed detecting unit 104: First average 値 calculation unit 105: Second average 値 calculation unit - 38 201033597 Partial calculation speed rotation rudder bow average rate flat load: Negative GGGG Η Η K) 値占占占占Luo a® sM aM from the end to the end (3⁄4 of the 値値 値値 阻 均 均 112 112 112 112 112 112 112 112 112 112 112 112 112 112 112 112 112 112 112 112 112 112 112 112 112 112 112 112 112 112 112 112 112 112 112 112 112 112 112 112 112 112 112 112 112 112 112 112 112 112 112 112 112 112 112 112 112 112 112 112 112 112 112 112 112 112 112 112 112 112 112 112 112 112 112 112 112 112 Time-varying magnetic resistance C dt ω

Speed, speed, rotation, whirl, jingjing, bow, bow, room, area, 4, /-, area, 1 2 e e N N 1 2 e e N N

Ne A : average engine rotation speed in a specific section Α ω : angular velocity variation amount • ω4 (η-1): first rotation speed ω4 (η): second rotation speed cotdcl : first reluctance rotation speed cotdc2 : second reluctance Rotation speed NeA: average engine rotation speed of the detection interval -39 -

Claims (1)

201033597 VII. Patent application scope: 1. An engine load detecting device is provided with: a pulse rotor which rotates synchronously with a crank shaft of an engine; and a magnetic resistance, which is set in the pulse rotor and is located at Corresponding to the crank angle near the top dead center of the engine; and the picker, the picker is used to detect the passage of the magnetic resistance; and the engine load detecting device for detecting the load state of the engine according to the output signal of the picker The method is characterized in that: 10 is: dividing a specific interval for detecting an average engine rotation speed into a plurality of pieces, and calculating an engine rotation speed of each section of the divided plurality of intervals according to an output signal of the picker Means: and weighting means, wherein the weighting means performs different weighting processing on the engine rotation speed of the plurality of sections; and load state calculation means, the load state calculation means is based on an average of the plurality of interval engine rotation speeds after the weighting process , calculating the aforementioned average G engine rotation speed and using the average engine rotation Speed to perform calculations of the load state of the engine. 2. The engine load detecting device according to claim 1, wherein the weighting process is to set a weighting ratio including a section of the combustion-expansion stroke to a plurality of sections divided into a plurality of sections. The interval is larger. 3. The engine load detecting device according to claim 1 or 2, wherein the specific section is detected based on the output of the pulse rotor - 40-201033597. 4. In the engine load detecting device described in the second or second aspect of the patent application, in the specific section, the length 2 of the second rotation amount of the crankshaft is equally divided into the first section and the second section, and is set. Into the above! The section includes an intake stroke, and the second section includes a combustion-expansion stroke. 5. The engine load detecting device of the invention of claim </ RTI> wherein the load state of the engine is calculated by dividing the rotational speed of the magnetic resistance during the passage of the pick-up device by the average engine revolution number. Load rate. 6. The engine load detecting device according to claim 5, wherein the magnetic resistance is set to be near the top dead center of the engine; the foregoing load rate is adopted at the compression side. At the top dead center, the aforementioned magnetic resistance is calculated by the rotational speed during the aforementioned pickup. 7. The engine load detecting device φ according to claim 5, wherein at least the ignition timing of the engine is feedback-controlled in accordance with the calculated load factor. 8. The engine load detecting device described in claim 6 wherein feedback control is performed on at least the ignition timing of the engine in accordance with the calculated load factor. 9. The engine load detecting method is provided with: a pulse rotor that rotates synchronously with a crankshaft of the engine; and a magnetic resistance that is set in the pulse rotor 'coordinated to correspond to the aforementioned engine The crank angle near the dead point; and the picker 'the picker is used to detect the passage of the magnetic resistance; &quot;41 - 201033597 and according to the output signal of the pickup, the engine load detection method for detecting the load state of the engine, The method is characterized by: a step of dividing a specific section for detecting an average engine rotation speed into a plurality of steps; and a step of calculating a rotation speed of each section engine of the plurality of divided sections; and © for the plurality of a step of performing a different weighting process on the interval engine rotation speed; and a step of calculating the average engine rotation speed by determining an average value of the plurality of interval engine rotation speeds after the weighting process; and performing the foregoing average engine rotation speed The step of calculating the load state of the aforementioned engine. 10. An engine load detecting device comprising: a pulse rotor 'the pulse rotor is rotated synchronously with a crankshaft of the engine; and a magnetic resistance 'the magnetic resistance is set in the pulse rotor, and is located in the engine corresponding to the aforementioned a crank angle near the top dead center; and a picker, the pick-up device is an engine load detecting device for detecting the passage of the magnetic resistance and detecting the load state of the engine according to the output signal of the pickup, characterized by : The detection interval 'for detecting the average engine rotation speed' is set to the length of the second rotation amount of the crankshaft from the start point of the magnetic resistance, and the detection interval is set to be as follows Forming four block resistance sections and a second magnetoresistive section, the first magnetoresistive section and the first corresponding to each of the magnetoresistances of the second rotation of the crankshaft passing through the pickup; and the first In the section, the first section and the second section respectively correspond to positions of the magnetic pickup; and: means for obtaining a first average ,, the first average 値 is the first detected by the section a rotation speed, an average 値 of the second rotation speed of the second zone, and a means for obtaining a second average 値, wherein the second average 値 is the first reluctance rotation speed detected by the reluctance section and the lapse interval The average 値 of the detected second reluctance rotational speed; and means for calculating the average engine rotational speed 'the front rotational speed is obtained by dividing the first average 値 by the aforementioned 値 and multiplying the second average 値And the load state calculation means 'the load state calculation means average engine rotation speed to calculate the load state of the engine 1 1. The engine set as described in the first application of the patent scope, wherein the average engine is used to calculate The first rotation speed of the rotation speed is represented by ®4 (nl), the second ω4 (η), the first reluctance rotation speed is represented by the second reluctance rotation speed by ®tdc2, and the weighting number is In the case of α, the first magnetic field is detected by the following calculation formula: the first magnetic second magnetic reluctance interval is detected by the first interval before the second interval resistance is not passed. Resisting average engine 1 The rotation speed is the use of the aforementioned load detection section, which is the current rotation speed to represent, the above-mentioned weighted system average engine rotation -43- 201033597 rotation speed NeA [calculation formula 1] NeA ~ α) χ ω4 + (η - ί The engine load detecting device according to the first aspect of the invention, wherein the first section includes the intake air, wherein the engine load detecting device according to the first aspect of the invention is set in the first aspect of the invention. In the stroke, the second section includes a combustion-expansion stroke, and when the first average enthalpy is obtained, the weighting coefficient α is set to perform a different weighting process between the first rotation speed and the second rotation speed. The ratio is greater than 0.5. 13. The engine load detecting device according to claim 10, wherein the magnetic resistance is disposed at a position immediately before the engine top dead center, and the load state of the engine is The second reluctance rotational speed is divided by the load ratio calculated by the average engine revolution number. 14. The engine load detecting device according to claim 13, wherein the feedback control is performed on at least the ignition timing of the engine corresponding to the load ratio. 15. An engine load detection method, comprising: a pulse rotor, the damped near-state magnetically attached shape, the point resistance load, the dead magnetic negative resistance on the magnetic engine and the engine inspection; To if the paraphrase is to come to the device before the inspection, the same axis should be the pair of the pickup handle in the exit position, the output of the parallelizer, the picker pick and turn and the pick is punched. According to the rotation of the corner root in the shank of the shank; -44 - 201033597 Φ 由 阻 由 由 由 由 由 由 由 由 由 由 由 由 由 由 由 由 由 由 由 由 由 由 由 由 由 由 由 由 由 由 由 由 由 由 由 由 由The detection range of the engine rotation speed is set to a step of calculating the length of the second rotation amount of the crankshaft from the start point of the reluctance, and the step of setting the detection section to four sections, wherein the four sections are The first magnetic resistance section and the second magnetic resistance section are formed in each of the first magnetic section and the second magnetic resistance section in each of two rotations of the crankshaft, and the magnetic resistance passes through the foregoing Picker position, first interval and second interval, The first interval and the second interval are steps for respectively preventing the magnetic resistance from passing through the pickup; and obtaining a first average 値, wherein the first average 値 is the first rotational speed detected by the first interval, And an average 2 of the two rotational speeds detected by the second interval; and a step of obtaining the second average 値, the second average 値 is the first reluctance rotational speed detected by the first resisting interval, and An average 値 of the second reluctance rotational speed detected between the second reluctances; and a step of calculating the average engine rotational speed, wherein the average engine rotational speed is divided by the first rotation by the first rotation The speed is 値, and multiplied by the aforementioned second average 値. 16) an engine load detecting device comprising: a pulse rotor that rotates synchronously with a crankshaft of the engine; and a magnetoresistance that is placed in the pulse rotor and is positioned above the engine Near the point -45- 201033597 crank angle; and picker, the picker is used to detect the passage of the reluctance; and according to the output signal of the pickup, the engine load detecting device for detecting the load state of the engine, its characteristics a speed ratio detecting means for detecting a speed ratio of the transmission, wherein the load state of the engine is set to be obtained by dividing the rotational speed of the magnetic resistance during the pick-up by the average engine revolution The load factor, © the rotational speed of the aforementioned magnetic resistance during the passage of the aforementioned pickup, is corrected according to the aforementioned gear ratio. 17. The engine load detecting device according to claim 16, wherein the gear ratio detecting means is a gear position sensor for detecting a shift position of the stepped shifter. The engine load detecting device according to claim 17, wherein the correction of the rotational speed of the magnetic resistance during the passage of the pick-up is performed by multiplying the rotational speed by a correction coefficient. G The aforementioned correction coefficient is set to be large when the number of gears of the above-described partial transmission is low. The engine load detecting device according to claim 16, wherein the gear ratio detecting means obtains the gear ratio based on the vehicle speed and the number of engine revolutions. -46-