TWI294516B - - Google Patents
Download PDFInfo
- Publication number
- TWI294516B TWI294516B TW94145376A TW94145376A TWI294516B TW I294516 B TWI294516 B TW I294516B TW 94145376 A TW94145376 A TW 94145376A TW 94145376 A TW94145376 A TW 94145376A TW I294516 B TWI294516 B TW I294516B
- Authority
- TW
- Taiwan
- Prior art keywords
- engine
- misfire
- opening degree
- detecting
- action
- Prior art date
Links
Landscapes
- Combined Controls Of Internal Combustion Engines (AREA)
- Testing Of Engines (AREA)
- Instrument Panels (AREA)
Description
1294516 九、發明說明： 【發明所屬之技術領域】 本發明係關㈣擎之不點火檢測裳置及方法、以及跨坐 型車辆，特別係關於對應於引擎之不點火檢測之車輛動作 之適當化技術。 【先前技術】 機車等跨坐型車輛也被追必須採行環保對策，尤其是引 擎之不點火會使引擎之排氣惡化，或對設於引擎 統之觸媒造成傷害，故最好能正確地加以檢測。此點= 下列專利文獻1中，採用監視引擎 儿 51拏之轉速（曲軸之轉速）之變 化而由該處檢測引擎之不點小 又 不點A ° #’在爆發行程中未顯規 預期之引擎轉速之上升之情 、 ..^ y判斷引擎之不點火。依據 此方法，可不必特別增加成本而檢測引擎之不點火。 [專利文獻1]日本特開昭58_19532號公報 [發明所欲解決之問題] 在機車等跨坐型車輛中， -直握著節氣門操作把手二2駛時’騎士的手會 有可能任意或在此，在㈣道路行車時等， 在山可山區道路行車等，在猛加 2疋 能任意頻繁地操作節氣門。 ㈣％士也有可 如此，頻繁地操作節氣 虱門4，採用監視引擎轉速之變& 之方法時，不點火檢測 κ夂化 ό 精度會惡化。尤其，在以電π 仃/飞油贺射量控制 冤恥施 如之跨坐型車輛/控制 < 之燃料喷射I置（㈤1294516 IX. Description of the invention: [Technical field to which the invention pertains] The present invention relates to (4) the ignition and detection method of the engine, and the straddle type vehicle, in particular, the appropriate action of the vehicle corresponding to the engine misfire detection Technology. [Prior Art] Cross-sitting vehicles such as locomotives are also being chased for environmental protection measures, especially if the engine does not ignite, the engine exhaust will be deteriorated, or the catalyst installed in the engine system will be damaged, so it is best to be correct. Ground detection. In this case, in the following Patent Document 1, the change of the rotational speed (the rotational speed of the crankshaft) taken by the monitoring engine 51 is used, and the detection engine is not small or not A ° #' in the explosion trip. The engine speed rises, .. y y judges that the engine does not ignite. According to this method, it is possible to detect the misfire of the engine without particularly increasing the cost. [Patent Document 1] Japanese Laid-Open Patent Publication No. SHO 58-19532 [Problems to be Solved by the Invention] In a straddle type vehicle such as a locomotive, - the hand of the knight may be arbitrarily held while holding the throttle operating handle 2 Here, in the case of (4) road driving, etc., driving in the mountain mountain road, etc., the throttle valve can be operated arbitrarily and frequently. (4) It is also possible to use the throttle function 4 when the throttle function is changed frequently and the accuracy of the misfire detection κ 夂 会 is deteriorated. In particular, in the electric π 仃 / flying oil shot amount control 冤 施 之 跨 跨 型 / / / 燃料 燃料 燃料 燃料 燃料 燃料 燃料 燃料 燃料
中，頻繁地操作節氣門時，有可A 107197.doc 1294516 發生控制系統之延遲，使燃料調整之精度惡化’導致燃燒 不穩定。此情形，控制延遲之影響也會顯現於引擎轉速之 k化上，其結果，不點火檢測之精度也會惡化。 本發明係鑑於上述問題而研發者1 之轉速變化施行不點火檢測之情形，判斷節氣門操= 繁麵作時，可依據不點火檢測而限制車輛動作之引擎之不 點火檢測裝置及方法、以及跨坐型車輛。 【發明内容】 馬解決上述問題，本發明之引擎 載於跨㈣車輛之輕1 不點线㈣置係搭 含丨ί 引擎之㈣火㈣裝置，其特徵在於包 速檢擎之轉速之轉速檢測機構；依據由前述轉 點火之前述引擎之轉速，檢測前述引擎之不 ’、 不點火檢測機構；依據前述不點p a 結果，& ”，έ火私測機構之檢測 使則述跨坐型車輛執行特定動 取得依昭俞、+ 之動作機構；依次 …、則述引擎之節氣門開度之變 、鱼命-欠 交彳匕而變化之節氣Η開 度連動㈣之節氣門開度連㈣料 卩乳門開 述節氣門開厗1 a & 、 于機1構’及依據由前 孔門開度連動資料取得機構所依次 連動資料，限制, 人取侍之郎氣門開度 前述特定動作彡κ 引述~坐型車輛執行 勒作之動作限制機構。 ^本發明之引擎之不點火檢測 輛之弓|擎之不 女係格载於跨坐型車 引擎之轉速之mm ，、特財於包含：檢測前述 <轉速檢測步驟；侬撼义 檢測之前述引擎 ；則述轉逮檢測步.驟所 i/iv 之轉速’檢測前述引擎之τ 檢測步驟；依據於义、+、 5丨擎之不點火之不點火 璩於别述不點火檢測 <仏測結果使前述 107197.doc 1294516 %坐型車輛執行特定動 引擎動作步驟,·依次取得依照前述 w拏之即乳門開度之變化 筋名叫μ危▲ * 夂化之印氣門開度連動資料之 ρ乳門開度連動資料取得步 it ^ ^ 41 ^ ^ ，及依據於前述節氣門開度 運動貝科取得步驟依次取 又 於it、+、# H 17乳門開度連動資料，限制 “述動作步驟使前述跨坐型 作限制步驟。 執别述特疋動作之動 依據本發明，依次取得 t η ρρ ^ ^ 乳門開度連動資料，基於此等 貝枓限制使跨坐型車輛執 寻 抑制依㈣k㈣。此㈣禁止或 ㈣擎之轉速而檢測引擎之不點火本身之動作 P 7TT止或抑制對應於檢測社 1 取得之節氣fl開戶别述特定動作。依據依次 動幵又 貝料，可判斷節氣門開度之頻繁變 點、據本發明，在節氣門操作被頻繁進行時，可依據 .、、火檢測而限制車輛動作。 在本發明之-態樣中，前述特 車輛之逖主炚士 1下係叹於刖述跨坐型 …-之點免或閃光。依據此態樣 度之頻繁變動時，使設於跨坐型車輛之邀主門開 而可向搭乘者韶a a a 。σ 4點冗或閃光 :者報知…點火’在有節氣 勳4，可限制其報知。 馮|义 動二：本發明之—態樣中，前述特定動作係前述弓丨擎之 動作限制。動作限制例如係設定轉 ^擎之 限定等。依據此態樣，在益節氣門門声限4動作區域之 行引擎之動… 之頻繁變動時，施 作，在有節洛问„ 妹仃適切之對應動 作。 了限制該種對應動 I07l97.doc I294516 又在本务明之一態樣中’前述節氣門開度連動資料係 表不Ml述引擎之節氣門開度之資料。依據此態樣，可直接 判斷節氣門開度之頻繁變動。In the case of frequent operation of the throttle valve, there is a delay in the control system of A 107197.doc 1294516, which deteriorates the accuracy of the fuel adjustment, resulting in unstable combustion. In this case, the influence of the control delay also appears on the k-speed of the engine speed, and as a result, the accuracy of the misfire detection is also deteriorated. The present invention is directed to a situation in which the change in the rotational speed of the developer 1 is performed in view of the above problem, and in the case of determining the throttle operation, the misfire detection device and method for limiting the engine operation based on the misfire detection, and A straddle-type vehicle. SUMMARY OF THE INVENTION The above problem is solved by the horse. The engine of the present invention is mounted on the (four) vehicle's light 1 non-dot line (four), and the engine is equipped with a 四ί engine (four) fire (four) device, which is characterized by the speed detection of the speed of the package speed check engine. The mechanism detects the engine's failure and the non-ignition detection mechanism according to the rotational speed of the engine that is ignited by the foregoing; according to the result of the non-pointing pa, & ”, the detection of the bonfire private test mechanism enables the straddle type vehicle Execute specific movements to obtain the action mechanism of Zhaozhao Yu and +; in turn, the throttle opening of the engine, the change of the throttle of the engine, the change of the throttle, the change of the throttle, and the opening of the throttle (4)卩 卩 开 开 节 节 节 a a a a a a a a a a a a a a a a a a a a a 节 节 节 节 节 节 节 节 节 节 节 节 节 节 节 节 及 及 及 及 及 及 及 及 及 及 及 及 及 及彡κ Quotes ~ Sitting vehicle performs the action restriction mechanism of the action. ^The engine of the invention does not ignite the bow of the engine|The engine is loaded in the speed of the straddle-type engine, mm, Contains: Detects the foregoing < Speed detection step; the aforementioned engine of the detection; the rotation detection step. The speed of the i / iv 'detects the τ detection step of the aforementioned engine; according to the non-ignition of the Yi, +, 5 engine别 别 别 不 不 不 不 不 不 不 不 不 不 不 不 不 不 不 不 不 不 不 不 不 不 不 不 不 不 不 不 不 不 不 不 不 不 不 不 不 不 不 不 不 不 不 不 不 不 不 不 不 不 不 不 不 不 不 不 不 不 不 不 不 不 不 不 不 不 不 不 不 不 不 不 不 不 不 不 不 不 不 不* The ρ 之 印 开 连 连 it it it it it it it it it it it it it it it it it it it it it it it it it it it it it it it it it it it it it it it it it it it it it it it it 17 nipple opening linkage data, limiting "the action steps make the aforementioned straddle type as a limiting step. According to the present invention, the t η ρρ ^ ^ linkage data of the nipple opening is sequentially obtained, and the straddle-type vehicle is suppressed based on the (B) k (4). This (4) prohibits or (4) the speed of the engine and detects the engine's failure to ignite itself. P 7TT stops or suppresses the corresponding action taken by the inspection agency 1 to obtain the savings. According to the present invention, when the throttle operation is frequently performed, the vehicle movement can be restricted according to the detection of the fire. In the aspect of the present invention, the singer of the above-mentioned special vehicle is sighed by the squat type or the flash. According to the frequent change of the sample state, the main door of the straddle type vehicle is opened and the rider can be a a a. σ 4 points redundant or flash: The person noticed that...Ignition ‘there is a solar eclipse 4, which can limit its notification. Feng|Yi 2: In the aspect of the invention, the aforementioned specific action is the action limitation of the aforementioned bow. The action restriction is, for example, a setting of the engine limit. According to this aspect, when the movement of the engine in the action zone of the throttle gate limit 4 is changed frequently, the action is given, and there is a corresponding action in the section of the throttle. The restriction corresponds to the corresponding movement I07l97. Doc I294516 In another aspect of this service, the aforementioned throttle opening degree linkage data table does not describe the throttle opening degree of the engine. According to this aspect, the frequent change of the throttle opening degree can be directly judged.
又，在本發明之一態樣中，前述節氣門開度連動資料係 表示知述引擎之吸氣管壓力或排氣管壓力之資料。引擎之 吸氣管壓力或排氣管壓力係依照節氣門開度之變化而變 化，故依據此態樣，即使在不能直接取得表示節氣門開度 之資料時，也可判斷節氣門開度之頻繁變動。 心又，在本發明之一態樣中，前述動作限制機構係包含依 次記憶依據前述節氣門開度連㈣料之基礎資料之基礎資 枓：憶機構，依據前述基礎資料記憶機構之記憶内容，限 制猎由前述動作機構使前述跨坐型車輛執行前述特定動 作依據此態樣，可依據依次記憶於基礎資料記憶機構之 基礎資料，判斷節氣門開度之頻繁變動，故可施行更適切 在此態樣中，前述動作限制機構也可依據前述基礎養 5己憶機構之記憶内容，_述節氣門開度連動資料之 動幅度，依據該變動幅声_ ^ x限制猎由前述動作機構使前述 坐型車輛執行前述特定動作。 本㉙明之跨坐型車輛係包含上述任—種引擎之不 ::裝置之跨坐型車輛。跨坐型車輛例如係機車(含 艰刑击,、 仃旱）、速克達）、四輪貨車（全 度之頻繁變動時，可限制對/據本發明，在有節氣門 制對應於不點火檢測之動作而使 107J97.doc 1294516 坐型車輛之動作適當化。 【實施方式】 ，依據圖式，詳 个货切之實施型態。 圖1係本發明之一實施型態之機車: 無一 平之*王體構成圖。同圖 所不之機車係本發明之跨坐 q n — 平釉之型悲，具有作為執 ,,^ 4 / 之不點火檢测襞置之機能之 擎控制糸統。車體係由車體前 .^ 平菔別σΡ A與車體後部B所構 成，車體前部A與車體後部# w a田形成此車體之骨架之 車體架4 9與地板構件5 〇被連結。 車體前部A係由包含可操向地安裝於此車體架49之前端 部之前叉53、轴支於此前又53之下端部之前輪51、及支持 於前又53之上端部之操向用手_所構成。在手㈣之上 方配置儀表類’尤其在此機車上設有隱（警告燈）44。 車體後部B係由包含以向車體前後方向延伸而可使其後 邛側向上下擺動方式，將其前部側軸支於車體架利之前後 方向之中述部之後臂39、安裝於此後臂39之可擺動之後端 邛之後輪37、架設在車體架49之後端部與後臂39之可擺動 之後端部之懸架41、及支持於配置在座墊45下方之後臂39 與車體架49之驅動單元48所構成。 驅動單元48係由包含配置於座墊45之前部下方之4行程 單紅引擎12、介著自動離合器將引擎之驅動力傳動至後輪 之自動變速機構、配設於座墊45之中央部下方之散熱器 43、及同樣配設於座墊45之中央部下方之發電機（未圖示） 等之各種電裝裝置所構成。在座墊45之下方也配置著 107197.doc 1294516 ECU(引擎控制單元）42。 圖2係表示含本發 之貫轭型態之不點火檢測裝置之引 擎控制系統之全體播 統叫系由包含引擎12Γ。如同圖所示’此引擎控制系 y 擎12、ECU42、MIL44所構成。又，引擎 12係搭载於機車上。々 手㈣之節氣門摔作Γ/Γ 裝在機車之 „ .σ ^ ”乍把手，跨坐型車輛之搭乘者可藉轉動 即#作把手，以調整節氣Η22之開度。 在引擎控制系統10中， 之變動、特別传燃依據引擎12之轉數 不點火。圖3#? 程前後之轉數（轉速）之變動，檢測 '、不引擎12之轉數之變動例 曲柄角，縱方向表示引擎之韓、#。2，敬/ &方向表不 ^ . 轉速。引擎12係4行程引擎， 曲柄角0〜720度對應於 引擎 厂堅縮上死點。又，表干又’曲柄角0度對應於 脈衝睥H多數刻度分別表示曲軸 脈衝時間。如同圖所示 在 早 (例如曲柄角0與爆發行程前後 面，不點火時，在爆發行二:轉數會急遽增加。另-方 引擎控制系統Π)中1用引擎之轉數會減少。在 取得引擎轉數，其差不==!^擎循環中之2個曲柄角 12已不點火。而，在持 值之情形’判斷引擎 點亮。 〃、火之^形，使MIL44 而’在此不點火檢測之方法 檢測精度會降低。g卩，如# “區道路行車時等， 操作把手，跨坐型車麵在崎山區道路=門22連結於節氣門 細幅度轉動操作節氣門操作把手，二之情形’搭乘者會 U此，節氣門22之開度 107197.doc 1294516 會呈現細幅度變動。而，ECU42係依據節氣門感測器⑽ 檢測之節氣門開度、吸氣管慶力感測器40所檢測之吸氣管 左力曲軸脈衝感測器36所檢測之曲軸脈衝所算出之引擎 轉數，利用習知之控制方法，例如利用前饋控制而控制電 ，式之燃料噴射裝置21，以調整其燃料喷射量。因此，節 祝門22之開度如上述_般細幅度變動時，有時會發生控制 之L遲|致供應至引擎12之燃燒室16之空氣與燃料之比 率’即空燃比之言周整精度降低。此空燃比之調整精度之降 低對引擎12之轉數之變動也會造成影響。此結果，在崎順 道路仃車時等’搭乘者細幅度轉動節氣門操作把手之情 形，依據引擎12之轉數之不點火檢測之精度會降低。因 此，在本實施型態中，可檢知如此節氣門22之開度細幅度 變動之狀態，在該倩形下，限制MIL44之點亮。 在此，依據圖2說明引擎控制系統1〇之構成。如同圖所 示，引擎12在其吸氣口連接著吸氣管（吸氣系統）2〇，在排 氣口連接著排氣管（排氣系統）丨8。吸氣口係藉連動於吸氣 側凸輪軸23之吸氣門25而開閉，排氣口係藉連動於排氣側 凸輪軸27之排氣門29而開閉。在吸氣管20設有連結於節氣 門操作把手之節氣門22，且設有電子控制式之燃料喷射裝 置21。又，在節氣門22之附近安裝有節氣門感測器24，可 檢測郎氣門22之開度，並將節氣門開度資料供應至 ECU42。又，在吸氣管20也安裝有吸氣管壓力感測器4〇， 可檢測吸氣管20之内部壓力，將其輸入至ECU42。在吸氣 管20之中途部設有空氣濾清器（空氣過濾器）26，可使被該 】07】97.doc 1294516 空氣濾、清器26淨化之外氣經由節氣門22流入引擎12側。 而’依照來自ECU42之控制，與燃料噴射裝置21所喷射之 燃料相混合而成為混合氣體，流入燃燒室16。流入燃燒室 16之混合氣體被火星塞17點火，使混合氣體在燃燒室“内 爆發燃燒。其後，燃燒後之排氣氣體流出至排氣管18。排 氣官1 8設有觸媒28，在排氣管Ί 8流通之排氣氣體可被觸媒 28淨化。即，排氣氣體中所含之HC(碳化氫）及c〇(一氧化 石厌）會被觸媒2 8氧化而被變換成二氧化碳與水蒸氣。又， 排氣氣體中所含之NOX(氮氧化物）可被觸媒28還原。為有 效地利用此觸媒28之淨化作用，在排氣管18中，於引擎12 之排氣口側連結用來將二次空氣導入排氣管丨8之二次空氣 導入路32之一端。二次空氣導入路η之他端連結於空氣濾 /月益2 6 ’被该空氣濾、清器2 6淨化之外氣通過二次空氣導入 路32而流入排氣管18之比觸媒28之更上流側。藉此，使流 通於排氣管18之氣體之空燃比上升（使對燃料之空氣（尤其 是氧）之比率上升），故可有效施行觸媒28之淨化作用。 又’在二次空氣導入路32之中途部安裝有電磁式之二次空 氣量控制氣門34，可藉來自ECU42之控制而使該二次空氣 量控制氣門34成為開放狀態，或相反地成為閉合狀態。 又，二次空氣量控制氣門34之狀態（開放狀態或閉合狀態） 被輸入至ECU42。另外，在觸媒28安裝有觸媒溫度感測器 3 〇 ’可檢測觸媒28之溫度。此觸媒溫度被輸入至ecu42。 此外’此引擎12係水冷式，也設有測定冷卻水溫度之冷 卻水溫度感測器38。由冷卻水溫度感測器38取得之冷卻水 107197.doc -12- 1294516 溫度也被輸入至ECU42。又，在引擎12之曲軸14側方固定 著曲軸脈衝感測器36。在曲軸14，於沿著旋韓方a — ^ wN母隔3 0 度（如圖3所示相差150。之位置）之外周上形成突起部，利用 含有線圈等所構成之曲軸脈衝感測器36檢知該突起部之道 來，藉此檢測曲軸角度。曲軸脈衝感測器36所檢測之曲軸 脈衝也被輸入至ECU42。 ECU42係含有CPU、ROM、RAM等所構成習知之控制用 電腦，可依據如以上方式由各部被輸入之資訊，控制燃料 喷射裝置21之燃料噴射量，並依照由曲軸脈衝感測器％輸 出之曲軸脈衝而算出弓j擎之轉數，由其變化量檢知引擎^ 之不點火。又，依照引擎12之不點火檢測結果而使乂江私 點亮。又’在ECU42中’依據吸氣管壓力感測器*所檢測 之吸氣管壓力，判斷節氣門22是否頻繁地被操作。而，在 判斷頻繁地被操作之情形，可抑制對應於不點火檢測之 MIL44之點焭。另外，判斷是否MIL44點亮之情形，即判 斷排氣氣體之惡化之情形，可利用二次空氣量控制氣門h 處於開放狀悲或閉合狀態而改變判斷基準。因此，可考慮 被導入排氣管18(尤其是到達觸媒28)之氣體之空燃比而確 實地判斷排氣氣體之惡化。又，MIL44係由電燈泡或 所構成，可依照ECU42之控制而點亮或閃光。 在此，說明有關ECU42所實現之各種機能。圖4係表示 ECU42所貫現之各種機能之關係之機能區塊圖。同圖中， 係以在ECU42所具有之多種機能中與本發明有關之機能為 中心加以表示。此等機能係利用ECU42，讀出内建於該 107197.doc 1294516 ECU42之ROM(記憶媒體）之控制程式，並予以執行所實 現。 如同圖所示，ECU42在機能上包含有經歷記憶部42a、 負荷變動檢測部42b、不點火檢測部42c、負荷旗標記憶部 42d、不點火旗標缓衝器42e、車輛控制部42f、排氣惡化 判斷部42g、不點火頻度臨限值算出部42h、表記憶部 42i 〇 不點火檢測部42c係在每1引擎循環中，依據引擎12之轉 數（轉速）之變化檢測引擎12之不點火。具體上，運算在特 定之第1曲柄角之引擎12之轉數與在特定之第2曲柄角之引 擎12之轉數之差，依照此轉數差是否在由圖5所示之表讀 出之臨限值ANe一thres以下而判斷有無不點火。而，將其 判斷結果依次送至排氣惡化判斷部42g。排氣惡化判斷部 42g依照需要將其值修正後，將其依次記憶於不點火旗標 緩衝器42e。在不點火檢測部42c中，判斷屬於通常之燃燒 之情形，將不點火旗標F-mf=〇送至排氣惡化判斷部42§， 判斷屬於不點火之情形，將不點火旗標匕瓜卜丨送至排氣惡 化判斷部42g。又，不點火檢測部42c係由包含記憶機構所 構成，在該記憶機構中記憶著表示臨限值ΔΝβ-ί}ΐΓα、吸 氣管壓力及引擎丨2之轉數之關係之表（圖5)。而;在該表中 查核依據吸氣管壓力感測器40所檢測之吸氣管壓力、曲軸 脈衝感測為3 6所檢測之曲軸脈衝所算出之引擎12之轉數 讀出使用於不點火判定之上述臨限值ANe_thres。 不點火旗標緩衝器42e可記憶特定個數之不點火旗標， 107197.doc -14- 1294516 不點火檢測部42c產生之不點火旗標超過該特定個數之情 开/由最初儲存之不點火旗標依序加以刪除，而可儲存新 ' 產生之不點火旗標。如此，可由最新之不點火旗標依序將 特定個數之不綠火旗標記憶於不點火旗標緩衝器42e。 負荷變動檢測部42b係由吸氣管壓力感測器4〇依次取得 、 吸氣管壓，以作為依照引擎12之節氣門22之開度之變化而 變化之節氣門開度連動資料。而，依照依次取得之吸氣管 φ 壓，由車輛控制部42·行限制點亮MIL44之處理。即，依 照依次取得之吸氣管壓，評估該吸氣管壓（即節氣門開度） 是否激烈變動。而，在評估為激烈變動之情形，限制排氣 心化判斷部42g執行判斷排氣惡化之動作。在此，將儲存 於不點火旗標緩衝器42e之不點火旗標F—mf全部歸〇，而使 排氣惡化判斷部42g在目前之間不判斷排氣惡化。因此， 負4變動檢測部42b在評估吸氣管壓激烈變動之情形，使 負荷旗標F一LF=1記憶於負荷旗標記憶部42d。又，在評估 春 吸氣官壓未激烈變動之情形，使負荷旗標F_LF = 0記憶於負 荷旗標記憶部42d。經由此負荷旗標F-LF，由負荷變動檢 測部42b向排氣惡化判斷部42g通知節氣門22有激烈變動。 經歷纪憶部42a係將利用負荷變動檢測部42b之負荷變動 檢測處理中所產生之吸氣管壓力之變動量資料（後述之Δρ) 由新資料依次記憶特定個數（特定引擎循環數份之變動量 資料）。在負荷變動檢測部42b中，利用在此特定個數之變 動i資料中由最大值減去最小值，以產生吸氣管壓力之變 動幅度資料（後述之ΔΔΡπι)。 _97.doc 1294516 排氣惡化判斷部42g係計數儲存於不點火旗標缓衝器42e 之2個不點火旗標在不點火旗標緩衝器42e之儲存時間之 差，即，計數不點火間循環數（後述之CNTR)，判斷其值 是否在後述之不點火頻度臨限值CNTR-thres以下。而，評 估不點火間循環數CNTR在不點火頻度臨限值cNTR_thas 之不點火（短時間之再度不點火）之頻度，據此推測排 氣氣體之惡化。而，在推測排氣氣體惡化之情形，指示車 輛控制部42f點亮MIL44。又，排氣惡化判斷部42g係在每i 引擎循環中讀出記憶於負荷旗標記憶部42d之負荷旗標 F—LF，其值為j時，即判斷節氣門22激烈動作時，將儲存 於不點火旗標緩衝器42e之不點火旗標全部歸〇而使隱44 在目前不點亮。 車輛控制部42f係用於控制燃料喷射裝置21等跨坐型車 輛之各部。尤其，在此係依照來自排氣惡化判斷部44之 指示使MIL44點亮。 不點火頻度臨限值算出部42h係算出在排氣惡化判斷部 ，與不點火間循環數CNTR作比較之不點火頻度臨限值 CNTR_thres。在此’在引擎轉數較大之情形，係以容易發 生被評估為短時間之再度不點火之不點火之方式，產生較 大值之不點火頻度臨限值CNTR_thres。此係由於引擎轉‘ 較大時’藉脈動而被導入排氣管18之二次空氣量變少，其 結果’排氣管18之空燃比會下降，觸媒以之淨化作用有降 低之傾向之故。 也以容易發生被評估為 又’在吸氣管壓力較大之情形 107197.doc -16- 1294516 短時間之再度不點火之不點火方式，產生較大值之不點火 頻度S品限值CNTR一thres。此係由於一般吸氣管壓力較大 時，會被執行排氣系統空燃比愈降低時愈會由燃料噴射裝 置21喷出多量之燃料之控制，使愈多之排氣氣體流入排氣 吕18，另一方面，被導入排氣管18之二次空氣量有限，其 結果，排氣管18之空燃比會下降，觸媒28之淨化作用有降 低之傾向之故。Further, in one aspect of the invention, the throttle opening degree linkage data indicates data describing an intake pipe pressure or an exhaust pipe pressure of the engine. The suction pipe pressure or the exhaust pipe pressure of the engine changes according to the change of the throttle opening degree. Therefore, according to this aspect, even if the information indicating the throttle opening degree cannot be directly obtained, the throttle opening degree can be judged. Change frequently. In addition, in one aspect of the present invention, the action restriction mechanism includes a basic resource that sequentially stores the basic data according to the throttle opening degree (four) materials: a memory mechanism, according to the memory content of the foregoing basic data memory mechanism, Restricting hunting by the aforementioned action mechanism causes the straddle type vehicle to perform the aforementioned specific action. According to this aspect, the frequent change of the throttle opening degree can be determined according to the basic data sequentially stored in the basic data storage mechanism, so that it can be more appropriately performed. In the aspect, the action restriction mechanism may also be based on the memory content of the above-mentioned basic memory system, and the moving range of the linked valve opening degree data, according to the fluctuation amplitude _ ^ x limit hunting by the aforementioned action mechanism The seated vehicle performs the aforementioned specific actions. The straddle type vehicle of the present invention is a straddle type vehicle including any of the above-described engines. A straddle-type vehicle such as a locomotive (including a wreck, a drought), a four-wheeled truck (when the frequency changes frequently, the pair can be restricted/according to the invention, and the throttle system corresponds to no According to the operation of the ignition detection, the operation of the 107J97.doc 1294516 sitting vehicle is optimized. [Embodiment] According to the drawings, the implementation mode of the cargo cutting is shown in detail. Fig. 1 is a locomotive of an embodiment of the present invention: The locomotive of the same figure is the same as that of the locomotive. The locomotive of the present invention is the squat of the invention. The type of glaze is sorrowful, and it has the function of controlling the system. The car system consists of the front of the car body. ^ Ping 菔 σ Ρ A and the rear part B of the car body. The front part of the car body A and the rear part of the car body # wa field form the frame of the body of the car body 49 and the floor member 5 The front part of the body A is comprised of a front fork 53 that is operatively mounted to the front end of the body frame 49, a front wheel 51 that is pivoted to the lower end of the front 53 and supported by the front 53 The upper end is made up of the hand _. The instrument class is placed above the hand (four)', especially on this locomotive. Light) 44. The rear part B of the vehicle body is included to extend in the front-rear direction of the vehicle body so that the rear side of the vehicle body can be swung up and down, and the front side axle is supported in the front and rear directions of the vehicle body frame. 39. After the swingable rear end arm 39 is mounted on the rear wheel 37, the suspension 41 mounted on the rear end of the body frame 49 and the swingable rear end of the rear arm 39, and supported after being disposed under the seat cushion 45 The arm 39 is formed by a driving unit 48 of the body frame 49. The driving unit 48 is driven by a 4-stroke single red engine 12 disposed under the front portion of the seat cushion 45, and transmits the driving force of the engine to the rear wheel via an automatic clutch. The automatic shifting mechanism, the radiator 43 disposed below the central portion of the seat cushion 45, and various electrical equipment such as a generator (not shown) disposed below the central portion of the seat cushion 45 are formed. A 107197.doc 1294516 ECU (Engine Control Unit) 42 is also disposed below the pad 45. Fig. 2 is a diagram showing the overall control system of the engine control system including the yoke detecting device of the present invention. As shown in the figure 'this engine control y 擎12, ECU42, MIL44. The engine 12 is mounted on the locomotive. The throttle of the pick-up (four) is Γ/Γ mounted on the locomotive „ .σ ^ ”乍 handle, the straddle-type vehicle rider The opening of the throttle dam 22 can be adjusted by turning the # as a handle. In the engine control system 10, the fluctuation and the special ignition are not ignited according to the number of revolutions of the engine 12. Fig. 3# Before and after the number of revolutions (rotation speed) The change, the detection of the crank angle of the change of the number of revolutions of the engine 12, the vertical direction of the engine indicates the Korean, #. 2, respect / & direction table is not ^. Speed. Engine 12 is a 4-stroke engine, crank angle 0 ~ 720 degrees corresponds to the engine factory to tighten the top dead center. Further, the surface and the crank angle of 0 degrees correspond to the pulse 睥H. Most of the scales indicate the crank pulse time. As shown in the figure, in the early (for example, before and after the crank angle 0 and the explosion stroke, when the engine is not ignited, the number of revolutions will increase in the second row: the number of revolutions will increase sharply. The other engine control system Π) will reduce the number of revolutions of the engine. When the number of engine revolutions is obtained, the difference is not ==!^The two crank angles in the engine cycle 12 are not ignited. However, in the case of holding the value, the judgment engine is lit. The shape of the 〃 and the fire makes the MIL44 and the detection accuracy of the method of non-ignition detection is reduced. g卩, such as # "When the road is driving, etc., operating the handle, the straddle-type car surface in the road in the mountainous area = the door 22 is connected to the throttle valve to operate the throttle operating handle in a fine range, the second case 'the rider will U, The opening degree of the throttle valve 22107197.doc 1294516 will exhibit a fine range change. The ECU 42 is based on the throttle opening detected by the throttle sensor (10) and the suction pipe left by the suction pipe Qingli sensor 40. The number of engine revolutions calculated by the crank pulse detected by the crankshaft pulse sensor 36 is controlled by a conventional control method, for example, by feedforward control, to adjust the fuel injection amount of the fuel injection device 21. When the opening degree of the door 22 is changed as described above, the L delay of the control may occur, and the ratio of the air to the fuel supplied to the combustion chamber 16 of the engine 12, that is, the air-fuel ratio is lowered. The decrease in the adjustment accuracy of the air-fuel ratio also affects the change in the number of revolutions of the engine 12. As a result, when the rider brakes on the Qishun road, the rider finely rotates the throttle operating handle according to the engine 12 Number of revolutions The accuracy of the ignition detection is lowered. Therefore, in the present embodiment, the state in which the degree of opening of the throttle valve 22 is changed in a fine range can be detected, and in this case, the lighting of the MIL 44 is restricted. Explain the structure of the engine control system. As shown in the figure, the engine 12 is connected to the intake pipe (suction system) 2〇 at its suction port, and the exhaust pipe (exhaust system) is connected to the exhaust port. The intake port is opened and closed by the intake valve 25 that is interlocked with the intake camshaft 23, and the exhaust port is opened and closed by interlocking with the exhaust valve 29 of the exhaust side camshaft 27. The intake pipe 20 is provided. The throttle valve 22 is coupled to the throttle operating handle, and is provided with an electronically controlled fuel injection device 21. Further, a throttle sensor 24 is installed in the vicinity of the throttle valve 22 to detect the opening of the Lang valve 22, and The throttle opening information is supplied to the ECU 42. Further, an intake pipe pressure sensor 4A is attached to the intake pipe 20, and the internal pressure of the intake pipe 20 can be detected and input to the ECU 42. In the intake pipe There is an air filter (air filter) 26 in the middle of the 20, which can be used by the 07]97.doc 1294516 The air filter 26 is supplied to the engine 12 via the throttle valve 22, and is mixed with the fuel injected from the fuel injection device 21 to become a mixed gas and flows into the combustion chamber 16. The mixed gas of the combustion chamber 16 is ignited by the spark plug 17 to cause the mixed gas to burst in the combustion chamber. Thereafter, the exhaust gas after the combustion flows out to the exhaust pipe 18. The exhaust gas 1 8 is provided with a catalyst 28, and the exhaust gas flowing through the exhaust pipe 8 can be purified by the catalyst 28. That is, HC (hydrocarbon) and c〇 (monostone) contained in the exhaust gas are oxidized by the catalyst 28 to be converted into carbon dioxide and water vapor. Further, NOx (nitrogen oxide) contained in the exhaust gas can be reduced by the catalyst 28. In order to effectively utilize the purification action of the catalyst 28, one end of the secondary air introduction path 32 for introducing secondary air into the exhaust pipe 丨8 is connected to the exhaust port side of the engine 12 in the exhaust pipe 18. The other end of the secondary air introduction path η is connected to the air filter/Yueyi 2 6 'purified by the air filter and the cleaner 26, and the external gas flows into the exhaust pipe 18 through the secondary air introduction path 32. It is on the upper side. Thereby, the air-fuel ratio of the gas flowing through the exhaust pipe 18 is increased (the ratio of the air to the fuel (especially oxygen) is increased), so that the purification action of the catalyst 28 can be effectively performed. Further, an electromagnetic secondary air amount control valve 34 is attached to the middle of the secondary air introduction path 32, and the secondary air amount control valve 34 can be opened or closed by the control of the ECU 42. status. Further, the state (open state or closed state) of the secondary air amount control valve 34 is input to the ECU 42. Further, a catalyst temperature sensor 3 〇 ' is attached to the catalyst 28 to detect the temperature of the catalyst 28. This catalyst temperature is input to the ecu42. Further, the engine 12 is water-cooled, and a cooling water temperature sensor 38 for measuring the temperature of the cooling water is also provided. The cooling water 107197.doc -12-1294516 temperature obtained by the cooling water temperature sensor 38 is also input to the ECU 42. Further, a crank pulse sensor 36 is fixed to the side of the crankshaft 14 of the engine 12. In the crankshaft 14, a projection is formed on the outer circumference of the crankshaft 14 at a distance of 30 degrees (a position of 150 degrees as shown in FIG. 3), and a crank pulse sensor including a coil or the like is used. 36 detects the way of the protrusion, thereby detecting the crank angle. The crank pulse detected by the crank pulse sensor 36 is also input to the ECU 42. The ECU 42 includes a conventional control computer including a CPU, a ROM, a RAM, and the like, and can control the fuel injection amount of the fuel injection device 21 based on the information input from each unit as described above, and outputs it according to the crank pulse sensor %. The number of revolutions of the bow engine is calculated by the crank pulse, and the amount of change is detected by the engine. Further, according to the result of the misfire detection of the engine 12, the Lijiang private light is turned on. Further, in the ECU 42, it is judged whether or not the throttle valve 22 is frequently operated in accordance with the intake pipe pressure detected by the intake pipe pressure sensor*. However, in the case where it is judged that the operation is frequently performed, the point of MIL 44 corresponding to the misfire detection can be suppressed. Further, it is judged whether or not the MIL 44 is turned on, that is, the deterioration of the exhaust gas is judged, and the determination criterion can be changed by controlling the valve h to be in an open state or a closed state by the secondary air amount. Therefore, the deterioration of the exhaust gas can be surely judged by considering the air-fuel ratio of the gas introduced into the exhaust pipe 18 (especially reaching the catalyst 28). Further, the MIL 44 is constituted by an electric bulb or can be lit or flashed in accordance with the control of the ECU 42. Here, various functions implemented by the ECU 42 will be described. Fig. 4 is a functional block diagram showing the relationship between various functions of the ECU 42. In the same figure, the function related to the present invention among the various functions of the ECU 42 is shown as a center. These functions are implemented by the ECU 42 and read out the control program of the ROM (memory medium) built in the 107197.doc 1294516 ECU 42 and execute it. As shown in the figure, the ECU 42 functionally includes an experienced memory unit 42a, a load fluctuation detecting unit 42b, a misfire detecting unit 42c, a load flag storage unit 42d, a misfire flag buffer 42e, a vehicle control unit 42f, and a row. The gas deterioration determining unit 42g, the misfire frequency threshold calculating unit 42h, and the table memory unit 42i and the misfire detecting unit 42c detect the engine 12 in accordance with the change in the number of revolutions (rotational speed) of the engine 12 per engine cycle. ignition. Specifically, the difference between the number of revolutions of the engine 12 at the specific first crank angle and the number of revolutions of the engine 12 at the specific second crank angle is calculated according to whether the difference in the number of revolutions is read by the table shown in FIG. The threshold value AAn is equal to or less than thres to determine whether or not there is a misfire. Then, the result of the determination is sequentially sent to the exhaust gas deterioration determining unit 42g. The exhaust gas deterioration determining unit 42g corrects the value as necessary, and sequentially stores it in the misfire flag buffer 42e. In the misfire detecting unit 42c, it is judged that it belongs to the normal combustion, and the misfire flag F-mf=〇 is sent to the exhaust deterioration determination unit 42 §, and it is judged that it is not ignited, and the misfire flag is smeared. The dice is sent to the exhaust deterioration determination unit 42g. Further, the misfire detecting unit 42c is constituted by a memory including a table in which the relationship between the threshold value ΔΝβ-ί}ΐΓα, the intake pipe pressure, and the number of revolutions of the engine 丨2 is stored (Fig. 5). ). In the table, the number of revolutions of the engine 12 calculated based on the intake pipe pressure detected by the suction pipe pressure sensor 40 and the crank pulse sense detected by the crank pulse is read and used for the misfire. The above-mentioned threshold Ane_thres is determined. The misfire flag buffer 42e can memorize a specific number of misfire flags, 107197.doc -14-1294516 The misfire flag generated by the misfire detecting portion 42c exceeds the specific number of open/not originally stored The ignition flag is deleted in order, and the new 'generated misfire flag can be stored. In this way, a specific number of non-green fire flags can be memorized in the unfired flag buffer 42e in sequence by the latest misfire flag. The load change detecting unit 42b sequentially acquires the intake pipe pressure by the intake pipe pressure sensor 4, as the throttle opening interlocking data that changes in accordance with the change in the opening degree of the throttle valve 22 of the engine 12. On the other hand, the vehicle control unit 42 limits the processing of lighting the MIL 44 in accordance with the intake pipe φ pressure sequentially obtained. That is, it is evaluated whether or not the intake pipe pressure (i.e., the throttle opening degree) is drastically changed in accordance with the intake pipe pressure sequentially obtained. On the other hand, when the evaluation is a drastic change, the restriction venting determination unit 42g performs an operation of determining the deterioration of the exhaust gas. Here, the misfire flag F_mf stored in the misfire flag buffer 42e is all attributed, and the exhaust gas deterioration determining unit 42g does not judge the exhaust gas deterioration between the present. Therefore, the negative 4 fluctuation detecting unit 42b stores the load flag F_LF=1 in the load flag storage unit 42d in the case where the intake pipe pressure is drastically changed. Further, in the case where the spring inspiratory pressure is not drastically changed, the load flag F_LF = 0 is stored in the load flag storage unit 42d. By the load flag F-LF, the load fluctuation detecting unit 42b notifies the exhaust gas deterioration determining unit 42g that the throttle valve 22 is drastically changed. In the history of the memory unit 42a, the amount of change in the intake pipe pressure generated by the load fluctuation detecting unit 42b (hereinafter referred to as Δρ) is sequentially stored in a predetermined number by the new data (specific engine cycle number) Change amount data). In the load variation detecting unit 42b, the minimum value is subtracted from the maximum value by the specific number of changes in the data i to generate the amplitude data of the intake pipe pressure (ΔΔΡπι described later). _97.doc 1294516 The exhaust gas deterioration determining unit 42g counts the difference between the storage time of the two misfire flags stored in the misfire flag buffer 42e in the misfire flag buffer 42e, that is, the count between the misfire cycles. The number (CNTR described later) determines whether or not the value is equal to or lower than the misfire frequency threshold CNTR-thres which will be described later. On the other hand, the frequency of the non-ignition cycle number CNTR at the misfire frequency threshold cNTR_thas is not ignited (the short-time re-ignition), and the deterioration of the exhaust gas is estimated. On the other hand, when it is estimated that the exhaust gas is deteriorated, the vehicle control unit 42f is instructed to light the MIL 44. Further, the exhaust gas deterioration determining unit 42g reads the load flag F_LF stored in the load flag storage unit 42d every i engine cycle, and when the value is j, that is, when the throttle valve 22 is determined to be in a strong operation, it is stored. The misfire flag of the non-ignition flag buffer 42e is all blamed and the hidden 44 is not lit at present. The vehicle control unit 42f is for controlling each unit of the straddle type vehicle such as the fuel injection device 21. In particular, the MIL 44 is turned on in accordance with an instruction from the exhaust deterioration determination unit 44. The misfire frequency threshold value calculation unit 42h calculates the misfire frequency threshold CNTR_thres which is compared with the misfire interval CNTR in the exhaust gas deterioration determination unit. Here, in the case where the number of engine revolutions is large, the misfire frequency threshold CNTR_thres of a larger value is generated in such a manner that it is easy to generate a misfire that is evaluated as a short time. This is because the amount of secondary air introduced into the exhaust pipe 18 by the pulsation when the engine is turned "large" is reduced, and as a result, the air-fuel ratio of the exhaust pipe 18 is lowered, and the purification effect of the catalyst is lowered. Therefore. Also, it is easy to occur as the case where the suction pipe pressure is large. 107197.doc -16-1294516 The short-time re-ignition misfire mode produces a larger value of the misfire frequency S-product limit CNTR one. Thres. This is because when the suction pipe pressure is large, the air-fuel ratio of the exhaust system is reduced, and the fuel injection device 21 is sprayed with a large amount of fuel, so that more exhaust gas flows into the exhaust gas. On the other hand, the amount of secondary air introduced into the exhaust pipe 18 is limited, and as a result, the air-fuel ratio of the exhaust pipe 18 is lowered, and the purification action of the catalyst 28 tends to decrease.
又，在二次空氣量控制氣門34被開放之情形，係以難以 發生被評估為短時間之再度不點火之不點火之方式，產生 較小值之不點火頻度臨限值CNTR_thres。此係由於在二次 空氣量控制氣門34被開放之情形時，二次空氣量會被導入 排氣管18,使觸媒28之淨化作用可大幅起作用之故。 又’在引擎12之冷卻水溫度較高之情形，也以難以發生 被評估為短時間之再度不點火之不點火之方式，產生較小 值之不點火頻度臨限值CNTR—thres。此係由於在引擎】2之 =部水孤度之情料，—般而言，觸媒Μ之溫度也較 高，故可使觸媒28之淨化作用大幅起作用之故。 反之，在燃料喷射裝置21之燃料喷射量較多之情形，係 以容易發生被評估為短時間之再度不點火之不點火之方 式，產生較大值之不·點火頻度臨限值CNtr—此以。此係由 於在燃料喷射量較多時，走g滿總 ^和過觸媒28之淨化能力之未燃燒 或不完全燃燒之氣體會流入觸媒28之故。 表記憶部42i係用來記憶如y 丨〜如以上方式產生不點火頻度臨 限值CNTR thres所需之久錄本 -々而<各種表。即，在表記憶部42i中記 107197.doc 1294516 ㈣圖6至圖1〇所示之表群。圖6所示者係表示二次空氣量 控制氣門34被開放時之排氣系統空燃比（推定值）、引擎轉 :及吸氣管避力之關係之表。圖7所示者係表示二次空氣 里&制氣門34被閉合時之排氣系統空燃比（推定$卜㈣ 轉數及吸氣管壓力之關係之表。圖8所示者係表示淨化係 數kc與排氣系統空燃比(推定值)之關係之表。圖9所示者係 表示不點火間循環數CNTR之基本臨限值cntr_燃料喷 射量之關係之表H圖1G料者係表^溫修正係數 kw與引擎冷卻水溫度之關係之表。 兹說明利用不點火檢測部42e之不點火檢測處理。圖u 係表示此不點火檢測處理之流程圖。同圖所示之處理係與 引擎12。引擎循環之期間相比’以極短之時間間隔被重 複執行之處理。 在此處理中·，首先，判斷曲軸14之曲柄角CA是否為〇。 (S 1 01)此時’曲柄角CA係利用曲軸脈衝感測器36所輸出 之曲軸脈衝加以判斷。而，曲柄角CA非為〇。時，進入 S 103。另一方面，曲柄角〇八為〇。時，將當時之引擎轉數Further, in the case where the secondary air amount control valve 34 is opened, the misfire frequency threshold CNTR_thres having a small value is generated in such a manner that it is difficult to generate the misfire which is evaluated as a short time again. This is because when the secondary air amount control valve 34 is opened, the secondary air amount is introduced into the exhaust pipe 18, so that the purification action of the catalyst 28 can be greatly exerted. Further, in the case where the temperature of the cooling water of the engine 12 is high, a small value misfire frequency threshold CNTR_thres is generated in such a manner that it is difficult to generate a misfire which is evaluated as a short time again. This is due to the fact that the temperature of the catalyst is also high in the engine water temperature of the engine. Therefore, the purification effect of the catalyst 28 can be greatly exerted. On the other hand, in the case where the fuel injection amount of the fuel injection device 21 is large, the ignition frequency threshold CNtr of the larger value is generated in such a manner that the misfire which is evaluated as the re-ignition of the re-ignition for a short time is likely to occur. To. This is because when the fuel injection amount is large, the unburned or incompletely combusted gas which is the total purification capacity of the catalyst and the catalyst 28 flows into the catalyst 28. The table memory portion 42i is used to memorize the long-term recordings required for the generation of the misfire frequency threshold CNTR thres as in the above manner - and various tables. That is, in the table memory unit 42i, the table group shown in Fig. 6 to Fig. 1 is shown in 107197.doc 1294516 (4). The figure shown in Fig. 6 is a table showing the relationship between the air-fuel ratio (estimated value) of the exhaust system, the engine turn, and the suction pipe avoidance when the secondary air amount control valve 34 is opened. Fig. 7 is a table showing the relationship between the air-fuel ratio of the exhaust system (the estimated number of revolutions (four) revolutions and the suction pipe pressure when the secondary air & valve 34 is closed. The figure shown in Fig. 8 indicates purification. The relationship between the coefficient kc and the air-fuel ratio (estimated value) of the exhaust system. The figure shown in Fig. 9 shows the relationship between the basic threshold cntr_fuel injection amount of the number of cycles between the misfires CNTR. The table shows the relationship between the temperature correction coefficient kw and the engine cooling water temperature. The misfire detection processing by the misfire detection unit 42e will be described. Fig. u shows the flow chart of the misfire detection processing. Compared with the period of the engine 12 during the engine cycle, the process is repeatedly executed at extremely short time intervals. In this process, first, it is judged whether or not the crank angle CA of the crankshaft 14 is 〇. (S 1 01) The crank angle CA is judged by the crank pulse output from the crank pulse sensor 36. When the crank angle CA is not 〇, the process proceeds to S 103. On the other hand, when the crank angle 〇 is 〇, the time is Engine revolutions
Ne儲存於變數]^〇(81〇2)。引擎轉數心係由不點火檢測部 2 c。十/1、]曲轴脈衝感測器3 6所輸出之曲軸脈衝之時間間隔 而取得。 其次，判斷曲軸14之曲柄角是否為18〇〇(S1〇3)。而， 非為1 80。時，暫時結束不點火檢測處理。另一方面，為 180時’將當時之引擎轉數儲存於變數N18〇(sl〇4)。而， 由此變數N1 80之值減去已記憶之變數N0之值，以算出轉 107197.doc -18- 1294516 數上升量ANe(Sl〇5)。 接著’ ECU42判斷現在是否處於對引擎12實施切斷燃料 中（、〇6)處於切斷燃料中時，就不點火檢測之時間而 言，並不適切，故將〇儲存於不點火旗標F—mf，以作為未 檢測不點火之旗標(S110)。另一方面，不處於切斷燃料實 施中時，判斷現在之運轉區域是否屬於檢測禁止區域 (二07)。檢測禁止區域係設定於高旋轉區及低負荷（低吸氣 吕壓）此係由於在高旋轉區中，慣性會作用於曲軸Μ， 引擎12之轉數變動較少而難以施行不點火檢測之故。又， 在低負荷日夺$發行程之轉數上升也較少而難以施行不點 火k測之故。現在之運轉區域屬於檢測禁止區域之情形， 亦將α儲存於不點火旗標F—mf，以作為未檢測不點火之旗 標（S1 10) 〇 /λ 另方面，現在之運轉區域未屬於檢測禁止區域之情 形，判斷在咖所算出之轉數上升量她是否超過由圖5 所不之表所得之臨限值施__(㈣8)。而，超過臨限值 △Ne一thres之情形’將〇儲存於不點火旗標F_mf(川〇)，而 結束不點火檢測處理n面，未超過臨限值 △Ne—thres之情形’將}儲存於不點火旗標匕邱⑽），而 仍然結束不點火檢測處理。 依據此不點火檢測處理’在各引擎循環中算出曲柄角〇。 與180。之引擎轉數之變化量作為轉數上升量術，可利用 該值是否超過臨限值她_“而設定不點火旗標F时。 此際’由於在切斷燃料中及在檢測禁止區域之運轉中 107197.doc 19 1294516 不又轉數上升s ANe之值之影響而將〇設定於不點火旗標 F一mf，故可貫現可罪性較高之不點火檢測。又，在以上之 說明中，臨限值ANe 一 thres可由圖5所示之表中隨時取得， 但也可採用特定值。 其次，說明利用負荷變動檢測部42b之負荷變動檢測處 理。圖12係表示此負荷變動檢測處理之流程圖。同圖所示Ne is stored in the variable]^〇(81〇2). The number of revolutions of the engine is determined by the misfire detection unit 2 c. Ten/1,] is obtained by the time interval of the crank pulse output from the crank pulse sensor 36. Next, it is judged whether or not the crank angle of the crankshaft 14 is 18 〇〇 (S1 〇 3). However, it is not 180. At the time, the misfire detection processing is temporarily ended. On the other hand, at 180 o', the engine revolutions at that time are stored in the variable N18〇(sl〇4). However, the value of the variable N1 80 is subtracted from the value of the stored variable N0 to calculate the number of rises AAn (S1 〇 5) of the 107197.doc -18-1294516. Then, when the ECU 42 determines whether or not the fuel is being cut off (ie, 6) in the fuel cut by the engine 12, the time of the misfire detection is not appropriate, so the crucible is stored in the misfire flag F. —mf as a flag for undetected misfire (S110). On the other hand, when it is not in the execution of the cut fuel, it is judged whether or not the current operating region belongs to the detection prohibition region (2:07). The detection prohibition zone is set in the high rotation zone and the low load (low suction pressure). Since the inertia acts on the crankshaft in the high rotation zone, the number of revolutions of the engine 12 is small and it is difficult to perform the misfire detection. Therefore. In addition, the number of revolutions of the $1 trip on the low-load day is also small, and it is difficult to implement the fire test. Now that the operating area belongs to the detection prohibited area, α is also stored in the misfire flag F-mf as the flag of undetected misfire (S1 10) 〇/λ. In other respects, the current operating area is not detected. In the case of the prohibited area, it is judged whether the amount of increase in the number of revolutions calculated by the coffee exceeds the threshold value obtained by the table shown in Fig. 5 __((4)8). However, in the case where the threshold value ΔNe−thres is exceeded, the 〇 is stored in the misfire flag F_mf (the Chuanxiong), and the n-side of the misfire detection process is ended, and the condition ΔNe-thres is not exceeded. Stored in the non-ignition flag 匕 Qiu (10)), and still terminate the misfire detection process. According to this misfire detection process, the crank angle 算出 is calculated in each engine cycle. With 180. The amount of change in the number of revolutions of the engine is used as the amount of increase in the number of revolutions. It is possible to use whether the value exceeds the threshold value. _"When the misfire flag F is set. This is because the fuel is cut off and in the detection prohibited area. In operation 107197.doc 19 1294516 does not increase the number of revolutions s ANe value and set 〇 to the misfire flag F-mf, so it can achieve high sinful misfire detection. Also, in the above In the description, the threshold Ane-thres can be obtained at any time from the table shown in Fig. 5. However, a specific value can be used. Next, the load variation detecting process by the load fluctuation detecting unit 42b will be described. Fig. 12 shows the load variation detecting. Flow chart of processing
之處理亦係與引擎丨2之丨引擎循環之期間相比，以極短之 時間間隔被重複執行之處理。 在此處理中，首先，判斷現在之曲柄角CA是否為特定 曲柄角CAJd(S2〇1)。而，非為特定曲柄角以一⑷夺，結束 本次之負荷變動檢測處理。另一方面，為特定曲柄角 CA一id時’其次取得吸氣管壓力感測器扣所檢測之吸氣管 壓力Pm(S202)。而，對吸氣管壓力pm施行平滑化處理 (S203)。具體上’利用下式算出平滑化後之吸氣管壓力 Pave。The processing is also repeated at a very short time interval compared to the period between the engine 丨2 and the engine cycle. In this processing, first, it is judged whether or not the current crank angle CA is a specific crank angle CAJd (S2 〇 1). On the other hand, the load change detection processing of this time is terminated by one (4) for a specific crank angle. On the other hand, the suction pipe pressure Pm detected by the intake pipe pressure sensor buckle is obtained for the specific crank angle CA_id (S202). Then, the suction pipe pressure pm is subjected to smoothing processing (S203). Specifically, the smoothed intake pipe pressure Pave is calculated by the following equation.
Pave(k) = XPm(k) + (l-X)pave(k]) 又，λ為0以上而不足丨之常數，Pm(k)係在本次之負荷變 動檢測處理之S202取得之吸氣管壓力。又，pave(k)係在本 次之負荷變動檢測處理之S203算出之平滑化後之吸氣管壓 力Pave Pave(k-1)係在别次之負荷變動檢測處理之已 算出之平滑化後之吸氣管壓力pave。 其次，在負荷變動檢測部42b中，由在S201取得之吸氣 官壓力Pm，減去本次在S203算出之平滑化後之吸氣管壓 力Pave，藉以算出吸氣管壓力之變動量資料Δρ(§2〇4)。如 】〇7197.doc -20- 1294516 — 此算出之變動量資料ΔΡ被儲存於經歷記憶部42a。另外， ’ 在負荷變動檢測部42b中，由記憶於經歷記憶部42a之特定 弓丨擎循環數份之變動量資料中，檢索最大值及最小值 ' (S2〇5)。而，判斷最大值APmax是否為負或最小值訂瓜比 • 疋否為正（S206)。最大值APmax為負時，表示變動量資料 △P在特定引擎循環數間處於減少之中，又，最小值△Pmh 為正時，表示變動量資料ΔΡ在特定引擎循環數間處於增加 • 之中，兩種情形皆將變動幅度資料AAPm設定於0(S2〇8)。 另一方面，在最大值△Pmax非為負或最小值非為正 之情形，由最大值APmax減去最小值APmin，以算出變動 幅度資料△△Pn^SSO?)。 而，判斷如此所得之變動幅度資料ΔΔΡιώ是否大於特定 之^限值pthres(S209)。大於特定之臨限值pthRS時，評估 在特疋引擎循環數間吸氣管壓力（入口開度〉有大的變動， 而將負荷計數器CNT加1(S210)。另一方面，在特定之臨限 _ 值Pthres以下時，將負荷計數器CNT減1(S211)。又，在負 何计數器CNT最好設定上限及下限。 另外，在負荷變動檢測部42b中，判斷負荷計數器cNT 是否大於特定之臨限值CNT—thres(S212)。而，大於特定之 ^限值CNT—thres時，將負荷旗標F—LF設定為1(S213)，將 其值儲存於負荷旗標記憶部42d，而結束負荷變動檢測處 理又，在特定之臨限值CNT—thres以下時，將負荷旗標 F-LF設定為0(S214)，將其值儲存於負荷旗標記憶部_， 而結束負荷變動檢測處理。 107197.doc •21 - 1294516 依據此負荷變動檢測處理，在每1引整 V W學循裱中，將負荷 旗標F_LF更新為最新值，並健存於負荷旗標㈣部 此時’在每i引擎循環中，評估在以前之特定之引擎循環 數之吸氣管麗力之變動幅度，利用其大小而使負荷計數写 CNT增減。巾，負荷計數器CNT超過臨限值cNTth^s 時，將負荷旗標設定為i。此結果，吸氣管壓力之變動幅 度較大之狀態持續某種程度時，將負荷旗標設定為！，否 則將負荷旗標設定為〇。藉此，可僅在 』惶在必要且充分之範圍 内，將負荷旗標設定為1，可將Μττ 4 > 』肘MIL44之點亮限制抑制在 最小限度。 其次’說明排氣惡化判斷部42g之排氣惡化判斷處理。 圖13至圖15係表示此排氣惡化判斷處理之流程圖。此等圖 所示之處理亦係與引擎12之1引擎循環之期間相比，以極 紐之時間間隔被重複執行之處理。 在此處理中，首先，判斷現在之曲柄角ca是否為特定 曲柄角CA-rt(S3〇1)。而，非為特定曲柄角CA_rt時，結束 排氣惡化判斷處理。另一古 .,.^ 士 为 方面，為特定曲柄角CA—rt時， δ買出儲存於負荷旗擇f p私立 、榦记隐442d之負荷旗標F一LF，調查其 值是否為1(S302) 〇而，Α 乂古丛，+ 八 ^ 值為1時，將儲存於不點火旗標 緩衝器4 2 e之全部不點少热 ”、、犬旗标F一mf變更為〇(S303)。而將在 不點火檢測部42c所算出夕屏紅> ， 之最新之不點火旗標F_mf也變更 為〇(S3〇4)。其值非為1時，跳過S303及S304之處理。 其次’排氣惡化判斷部42g將不點火檢測部仏所送來之 最新之不點火旅庐p ^ 、^ F〜mf儲存於不點火旗標缓衝器 107197.doc -22- 1294516 42e(S3 05)。其後，讀出儲存於不點火旗標緩衝器42e之最 舊之不點火旗標F—mf ’也就是說，讀出與不點火旗標緩衝 裔42e之不點火旗標之記憶個數同數之不點火間循環數以 别之不點火旗標F-mf，判斷其值是否為1(S3〇6)。而，其 值非為1時’將不點火間循環數CNTR加1(S3〇7 ;圖14)。 而，不點火間循環數CNTR不足上限值cNTR_max(S3〇8) 時，結束排氣惡化判斷處理。又，不點火間循環數cNTR 在上限值CNTR—max以上時，將不點火間循環數cntr設 定於上限值CNTR一max(S3〇9)，並將不點火NG計數器 CNTRR之值歸零⑼後（S3l〇)，結束排氣惡化判斷處理。 另一方面，在圖13之S306中，其值為^夺，判斷不點火 …數C㈣是否在特定之不點火頻度臨限值 CNTR—thres以下（S311)。不點火間循環數cntr會被 S307、S309或後述之S317之處理所更新，原則上，在.S3U 被讀出之不點火間循環數CNTR係產生儲存於不點火旗標 緩衝器42e之最.舊之不點火旗標F—mf之引擎循環、與在其 前面產生值為1之不點火旗標F—mfi引擎循環間之引擎循 環數。在S311中，此不點火間循環數CNTR在特定之不點 火頻度臨限值CNTR—thres以下時，將不點火NG計數器 CNTRR加1(S312)。另一方面，大於特定之不點火頻度臨 限值CNTR-thres時’將不點火而計數器cntrr減 US3H)。即，不點火NG計數器CNTRR會因不點火而被更 新，該不點火為短時間之再度不點火時加丨，非為短時間 之再度不點火時減1。在排氣惡化判斷部42g中，其後，判 107197.doc -23 - 1294516 斷不點火NG計數器CNTRR是否在臨限值CNTRRjhres以 上（S3 14)。而’在臨限值CNTRR一thres以上時，將警告旗 標F-MIL設定為1(S315)，不足臨限值CNTRRjhreS時，將 警告旗標F-MIL設定為〇(S316)。其後，將不點火間循環數 CNTR歸零而結束排氣惡化判斷處理（S317)。警告旗標 MIL定期地被車輛控制部42f讀出，警告旗標MIL為1 時，MIL44點亮。 依據此排氣惡化判斷處理，在每1引擎循環中檢查負荷 旗才示F—LF ’其值為1時’將不點火旗標缓衝器42e之内容歸 零。藉此，將負荷旗標F—LF設定為1，判斷節氣門22被頻 繁操作之情形，可依照不點火旗標緩衝器42e之内容防止 警告旗標F-MIL被設定於1。因此，在被判斷為節氣門22 被頻繁操作之情形，可抑制MIL44之點亮。 又，在上述排氣惡化判斷處理中，每當發生不點火時， 計數該不點火與其次之不點火間之引擎循環數，利用其值 作為不點火間引擎循環數CNTR。而，每當不點火時，該 不點火若屬於距離前次不點火在短時間再度發生之短時間 之再度不點火，則將不點火NG計數器CNTRR加1，否則將 不點火NG計數器CNTRR減1。此結果，不點火]^〇計數器 CNTRR可依照可依照符合短時間之再度不點火之不點火之 次數與不符合之不點火之次數而增減，可依據該不點火 NG計數器CNTRR之大小，適切地評估符合短時間之再度 不點火之不點火之多寡。 其次’說明利用不點火頻度臨限值算出部42^2不點火 107197.doc -24- 1294516 頻度臨限值算出處理。上述不點火頻度臨限值CNTR_thres 之大小與不點火NG計數器CNTRR容易變成大值（也就是 說，MIL44容易點亮）或難以變成大值（也就是說，mL44 難以點冗）有關連。在不點火頻度臨限值算出部中，利 用各種資料算出此不點火頻度臨限值CNTR一thres。圖1 6係 表示算出此不點火頻度臨限值CNTR-thres用之不點火頻度 臨限值算出處理之流程圖。同圖所示之處理亦係與引擎12 之1引擎循環之期間相比，以極短之時間間隔被重複執行 之處理。 在此處理中，首先，由觸媒溫度感測器3〇取得觸媒28之 /孤度’判斷該溫度是否在特定之容許溫度以下丨）。 而，觸媒28之溫度大於特定之容許溫度之情形，將不點火 頻度臨限值CNTRjhres之值設定於特定值C(S4〇8)，結束 處理。特定值c既可設定為非常大之值，使MIL44容易點 党。且也可設定為非常小之值，使MIL44難以點亮或不點 亮。 另一方面’觸媒28之溫度在特定之容許溫度以下時，其 次’取得二次空氣量控制氣門34處於開放狀態或閉合狀態 之=貝料（S402)。而，由記憶於表記憶部42i之圖4及圖5所示 之表中’從對應於二次空氣量控制氣門34之狀態之一方取 知排氣系統空燃比（S4〇3)。即，取得引擎轉數吸氣管 壓力’由表中讀出對應該等值之排氣系統空燃比。又，由 圖8所不之表中’取得對應於在S403所取得之排氣系統空 燃比之淨化係數kc(S4〇4)。又，由圖9所示之表中，取得對 107197.doc 1294516 應於來自現在之燃料喷射裝置21之燃料貪射量之基本臨限 值CNTRB(S4〇5)。另外，由圖1〇所示之表中，取得對應於 現在之引擎12之冷卻水溫度之水溫修正係數kw(s406)。 其後，在不點火頻度臨限值算出部42h，將在S404至 S406取得之值相乘’以算出不點火頻度臨限值 CNTR一thres(S407)，結束算出處理。 依據不，點火頻度臨限值算出處s，尤其，可取得二次空 氣量控制氣門34之開閉狀態，依此算出不點火頻度臨限： CNTR_thres ’故可考慮供應至觸㈣之氣體之空燃比而設 ^ MIM4之點亮之容易纟°此結果，可適切地使隱44點 売0 依據以上說明之引擎控制系統1G，可依照引擎12之轉數 變化施行不點火檢測。X，在引擎控制系統1〇中，作為依 照節氣H22之變化㈣化之節氣門開度連㈣料，依絲 得吸氣管壓力’評估特定循環數間之吸氣管壓力之變動， 以判斷節氣H22是否頻繁被操作。而，可依照此判斷結 果，限制MIL44之點亮，故可對搭乘者施行高可靠性之警Pave(k) = XPm(k) + (lX)pave(k)) Further, λ is a constant of 0 or more and less than 丨, and Pm(k) is an intake pipe obtained at S202 of the current load change detection process. pressure. In addition, the pave (k) is the smoothed airway pressure Pave Pave(k-1) calculated in S203 of the current load change detection process after the smoothing of the calculated load variation detection process The suction pipe pressure pave. Then, the load fluctuation detecting unit 42b subtracts the smoothed intake pipe pressure Pave calculated in S203 from the intake valve pressure Pm obtained in S201, and calculates the intake pipe pressure fluctuation amount data Δρ. (§2〇4). For example, 〇7197.doc -20-1294516 - The calculated variation amount data ΔΡ is stored in the experience memory unit 42a. Further, in the load fluctuation detecting unit 42b, the maximum value and the minimum value '(S2〇5) are retrieved from the fluctuation amount data stored in the number of the specific bowing cycles of the memory unit 42a. On the other hand, it is judged whether or not the maximum value APmax is negative or the minimum value is set to be positive or not (S206). When the maximum value APmax is negative, it indicates that the fluctuation amount data ΔP is decreasing among the specific engine cycle numbers, and when the minimum value ΔPmh is positive, it indicates that the fluctuation amount data ΔΡ is increasing between the specific engine cycle numbers. In both cases, the variation amplitude data AAPm is set to 0 (S2〇8). On the other hand, in the case where the maximum value ΔPmax is not negative or the minimum value is not positive, the minimum value APmin is subtracted from the maximum value APmax to calculate the fluctuation amplitude data ΔΔPn^SSO?). On the other hand, it is judged whether or not the fluctuation amplitude data ΔΔΡιώ thus obtained is larger than the specific limit value pthres (S209). When it is larger than the specific threshold value pthRS, it is evaluated that there is a large change in the intake pipe pressure (inlet opening degree) between the number of engine cycles, and the load counter CNT is incremented by one (S210). When the value is less than or equal to the value Pthres, the load counter CNT is decremented by one (S211). Further, the upper limit and the lower limit are preferably set in the negative counter CNT. Further, the load fluctuation detecting unit 42b determines whether the load counter cNT is larger than a specific value. The threshold value CNT_thres (S212). When the value is greater than the specific limit value CNT_thres, the load flag F_LF is set to 1 (S213), and the value is stored in the load flag storage unit 42d. When the specific load change detection process is below the specific threshold CNT_thres, the load flag F-LF is set to 0 (S214), and the value is stored in the load flag memory unit_, and the load change is ended. 107197.doc •21 - 1294516 According to this load change detection process, the load flag F_LF is updated to the latest value and is stored in the load flag (four) at every 1 VW learning cycle. In each i-engine cycle, evaluate the engine specific in the previous The fluctuation range of the number of suction pipes is used to increase or decrease the load count by using the size of the suction tube. When the load counter CNT exceeds the threshold cNTth^s, the load flag is set to i. When the state of the tube pressure change is large to a certain extent, the load flag is set to !, otherwise the load flag is set to 〇. Therefore, the load can be loaded only in the necessary and sufficient range. When the flag is set to 1, the lighting limit of the Μττ 4 > elbow MIL 44 can be minimized. Next, the exhaust gas deterioration determining process of the exhaust gas deterioration determining unit 42g will be described. Fig. 13 to Fig. 15 show the exhaust gas. Flowchart of the deterioration judgment processing. The processing shown in these figures is also executed repeatedly at the time intervals of the poles compared with the period of the engine cycle of the engine 12. In this processing, first, the current judgment is made. Whether the crank angle ca is a specific crank angle CA-rt (S3〇1), and when the crank angle CA_rt is not a specific crank angle, the exhaust deterioration determination processing is ended. Another ancient, . . . is a specific crank angle CA. -rt, δ buy and store in the load flag Fp private, dry record 442d load flag F-LF, investigate whether the value is 1 (S302) 〇, Α 乂 丛, + 八 ^ value is 1, will be stored in the misfire flag buffer 4 2 e is not a little hot, and the dog flag F_mf is changed to 〇 (S303), and the latest misfire flag F_mf is also changed in the no-ignition detection unit 42c. It is 〇(S3〇4). When the value is not 1, the processing of S303 and S304 is skipped. Next, the "exhaust gas deterioration determining unit 42g" stores the latest misfire trips p^, ^F~mf sent from the misfire detecting unit 于 in the misfire flag buffer 107197.doc -22-1294516 42e (S3 05). Thereafter, the oldest misfire flag F_mf ' stored in the misfire flag buffer 42e is read, that is, the number of memories of the non-ignition flag of the non-ignition flag buffer 42e is read. The number of cycles between the misfires is determined by the other misfire flag F-mf to determine whether the value is 1 (S3〇6). On the other hand, when the value is not 1, the number of CNTRs in the misfire interval is increased by 1 (S3〇7; Fig. 14). On the other hand, when the number of non-ignition cycles CNTR is less than the upper limit cNTR_max (S3〇8), the exhaust deterioration determination process is ended. When the number of non-ignition cycles cNTR is equal to or greater than the upper limit CNTR_max, the number of non-ignition cycles cntr is set to the upper limit CNTR_max (S3〇9), and the value of the misfire NG counter CNTRR is zeroed. (9) After (S3l〇), the exhaust gas deterioration determination process is ended. On the other hand, in S306 of Fig. 13, the value is judged, and it is judged whether or not the number of fires ... (C) is below the specific misfire frequency threshold CNTR_thres (S311). The number of cycles cntr between misfires is updated by the processing of S307, S309 or S317 described later. In principle, the number of cycles of CNTR generated during the misfire between .S3U is generated in the most unburned flag buffer 42e. The number of engine cycles between the engine cycle of the old misfire flag F-mf and the non-ignition flag F-mfi engine cycle with a value of 1 in front of it. In S311, when the misfire interval CNTR is equal to or lower than the specific non-ignition frequency threshold CNTR_thres, the misfire NG counter CNTRR is incremented by one (S312). On the other hand, when it is larger than the specific misfire frequency threshold CNTR-thres, it will not fire and the counter cntrr is reduced by US3H. That is, the misfire NG counter CNTRR is updated due to misfire, which is aggravation when it is not ignited for a short time, and is decreased by 1 when it is not ignited for a short time. In the exhaust gas deterioration determining unit 42g, it is judged whether or not the 107947.doc -23 - 1294516 off-ignition NG counter CNTRR is at the threshold value CNTRRjhres (S3 14). On the other hand, when the threshold value CNTRR is greater than thres, the warning flag F-MIL is set to 1 (S315), and when the threshold value CNTRRjhreS is insufficient, the warning flag F-MIL is set to 〇 (S316). Thereafter, the number of non-ignition cycles CNTR is reset to zero, and the exhaust gas deterioration determination process is terminated (S317). The warning flag MIL is periodically read by the vehicle control unit 42f, and when the warning flag MIL is 1, the MIL 44 is turned on. According to this exhaust gas deterioration judging process, the contents of the misfire flag buffer 42e are reset to zero when the load flag is checked every 1 engine cycle to indicate that F_LF' is 1. Thereby, the load flag F_LF is set to 1, and it is judged that the throttle valve 22 is frequently operated, and the warning flag F-MIL can be set to 1 in accordance with the content of the misfire flag buffer 42e. Therefore, in the case where it is determined that the throttle valve 22 is frequently operated, the lighting of the MIL 44 can be suppressed. Further, in the above-described exhaust gas deterioration determining process, each time misfiring occurs, the number of engine cycles between the misfire and the second misfire is counted, and the value is used as the number of engine cycles CNTR. However, whenever the misfire is not included, if the misfire does not ignite in a short time after the previous misfire, the misfire NG counter CNTRR is incremented by one, otherwise the misfire NG counter CNTRR is decremented by one. . As a result, the misfired ^^ counter CNTRR can be increased or decreased according to the number of non-ignitions that can be re-ignited for a short time and the number of non-ignitions that do not match, and can be adapted according to the size of the non-ignition NG counter CNTRR. Evaluate the amount of non-ignition that meets the short-term re-ignition. Next, the description will be given of the frequency threshold calculation processing by the misfire frequency threshold value calculation unit 42^2 misfire 107197.doc -24-1294516. The magnitude of the misfire frequency threshold CNTR_thres described above is related to the fact that the misfire NG counter CNTRR is likely to become a large value (that is, the MIL 44 is easily lit) or difficult to become a large value (that is, the mL44 is difficult to be redundant). The misfire frequency threshold value calculation unit calculates the misfire frequency threshold CNTR-thres using various data. Fig. 1 is a flowchart showing the calculation of the misfire frequency threshold value for calculating the misfire frequency threshold CNTR-thres. The processing shown in the figure is also repeated at a very short time interval compared to the period of the engine cycle of the engine 12. In this process, first, the catalyst temperature sensor 3 is used to determine whether the temperature of the catalyst 28 is below a specific allowable temperature or not. On the other hand, if the temperature of the catalyst 28 is larger than the specific allowable temperature, the value of the misfire frequency threshold CNTRjhres is set to a specific value C (S4〇8), and the processing is terminated. The specific value c can be set to a very large value, making MIL44 easier to order. It can also be set to a very small value, making it difficult for MIL44 to illuminate or illuminate. On the other hand, when the temperature of the catalyst 28 is equal to or lower than the specific allowable temperature, the second air amount is controlled to control the valve 34 to be in an open state or a closed state (S402). The air-fuel ratio of the exhaust system is determined from one of the states corresponding to the secondary air amount control valve 34 in the table shown in Figs. 4 and 5 stored in the table memory unit 42i (S4〇3). That is, the engine speed intake pipe pressure is obtained, and the air-fuel ratio of the exhaust system corresponding to the equivalent value is read from the table. Further, the purification coefficient kc (S4 〇 4) corresponding to the air-fuel ratio of the exhaust system obtained at S403 is obtained from the table shown in Fig. 8 . Further, from the table shown in Fig. 9, the basic threshold value CNTRB (S4 〇 5) for the fuel grazing amount from the current fuel injection device 21 is obtained from 107197.doc 1294516. Further, from the table shown in Fig. 1A, the water temperature correction coefficient kw (s406) corresponding to the temperature of the cooling water of the present engine 12 is obtained. Then, the misfire frequency threshold value calculation unit 42h multiplies the values obtained in S404 to S406 to calculate the misfire frequency threshold CNTR_thres (S407), and ends the calculation processing. According to the calculation, the ignition frequency threshold value is calculated s. In particular, the opening and closing state of the secondary air amount control valve 34 can be obtained, and the misfire frequency threshold is calculated accordingly: CNTR_thres ' Therefore, the air-fuel ratio of the gas supplied to the contact (four) can be considered. The setting of the MIM4 is easy to illuminate. As a result, the engine control system 1G can be appropriately made according to the engine control system 1G described above, and the misfire detection can be performed according to the number of revolutions of the engine 12. X, in the engine control system 1〇, as a throttle opening according to the change of the throttle H22 (four) throttle opening (four) material, according to the wire suction pipe pressure 'evaluate the change of the suction pipe pressure between the specific cycle number, to judge Whether the throttle H22 is frequently operated. However, according to this judgment, the MIL44 can be lighted, so that the rider can be highly reliable.
告0 S 又’本發明並非限定於上述實施型態。 例如，在上述說明中，使用吸氣管壓力作為依照節氣門 U之變化而變化之節氣門開度連動資料，但由於吸氣管壓 力與排氣管麈力相連動，故也可使用排氣管壓力作為節氣 門開度連動資料。又，在引擎控制系統1〇中，具 '、 感測器24’故也可直接使用該節氣門感測器24所檢測之 107197.doc •26- 1294516 氣門22之開度作為節氣門開度連動資料。此等之情形，只 要在上述說明中，將吸氣管壓力置換成排氣管壓力或節氣 門開度即可。 其-人，利用負荷變動檢測部42b之負荷旗標之設定 並不限定於以上之處理，也可採用種種之方法。又，在上 述說明中，車輛控制部42f係依照警告旗標F_MIL而使 MIL44點亮，但也可依照警告旗標^^江而限制引擎12之 運轉區域。例如，可在引擎12之轉數設置上限，或在節氣 門開度設置限制，或在燃料喷射量設置限制，藉以防止進 一步之排氣氣體之惡化。 又，在上述說明中，依照負荷旗標F—LF而將不點火旗標 緩衝器42e歸零，藉以使MIL44難以點亮，但也可對車輛控 制部42f直接指示使其限制（禁止等）MIL44之點亮。另外， 也可使不點火檢測部42c停止不點火檢測。 【圖式簡單說明】 圖1係本發明之實施型態之機車之外觀側面圖。 圖2係表示含本發明之實施型態之不點火檢測裝置之引 擎控制系統之倉體構成之圖。 圖3係表示通常燃燒時及不點火時之引擎之轉數變動之 圖。 圖4係表示ECU所實現之機能之機能區塊圖。 圖5係表示用於判定不點火之引擎轉數差之臨限值、引 擎轉數及吸氣管壓力之關係之表之一例之圖。 圖6係表示二次空氣量控制氣門開放時之排氣系統空燃 I07197.doc •27- 1294516 t匕、君 擎轉數及吸氣管壓力之關係之表之一例之圖。 圖7係表示二次空氣量控制氣門閉合時之排氣系統空燃 比弓丨擎轉數及吸氣管壓力之關係之表之一例之圖。 圖8係表示淨化係數與排氣系統空燃比之關係之表之一 例之圖。 圖9係表示不點火間循環數之基本臨限值與燃料噴射量 之關係之表之一例之圖。 圖10係表示水溫修正係數與引擎冷卻水溫度之關係之表 之一例之圖。 圖11係表示不點火檢測處理之流程圖。 圖12係表示負荷變動檢測處理之流程圖。 圖13係表示排氣惡化判斷處理之流程圖。 圖14係表示排氣惡化判斷處理之流程圖。 圖1 5係表不排氣惡化判斷處理之流程圖。 圖16係表示不點火頻度臨限值算出處理之流程圖。 【主要元件符號說明】 10 引擎控制系統 12 引擎 14 曲軸 16 燃燒室 17 火星塞 18 排氣管（排氣系統） 20 吸氣管（吸氣系統） 21 燃料喷射裝置 107I97.doc -28. 1294516 22 節氣門 23 吸氣側凸輪軸 24 節氣門感測器 25 吸氣門 26 空氣濾清器 27 排氣側凸輪軸 28 觸媒The present invention is not limited to the above embodiment. For example, in the above description, the intake pipe pressure is used as the interlocking opening data in accordance with the change of the throttle valve U, but since the intake pipe pressure is connected to the exhaust pipe force, the exhaust gas can also be used. The pipe pressure is used as the linkage information of the throttle opening. Moreover, in the engine control system 1', with the ', sensor 24', the opening degree of the 107197.doc • 26-1294516 valve 22 detected by the throttle sensor 24 can also be directly used as the throttle opening degree. Linked data. In such a case, it is only necessary to replace the suction pipe pressure with the exhaust pipe pressure or the throttle opening in the above description. The setting of the load flag by the load change detecting unit 42b is not limited to the above processing, and various methods can be employed. Further, in the above description, the vehicle control unit 42f lights the MIL 44 in accordance with the warning flag F_MIL, but the operation area of the engine 12 may be restricted in accordance with the warning flag. For example, an upper limit may be set at the number of revolutions of the engine 12, or a limit may be set at the throttle opening degree, or a limit may be set at the fuel injection amount to prevent further deterioration of the exhaust gas. Further, in the above description, the misfire flag buffer 42e is reset to zero in accordance with the load flag F_LF, so that the MIL 44 is hard to be turned on. However, the vehicle control unit 42f may be directly instructed to restrict (forbidden, etc.). The MIL44 is lit. Further, the misfire detecting unit 42c can also stop the misfire detection. BRIEF DESCRIPTION OF THE DRAWINGS Fig. 1 is a side view showing the appearance of a locomotive according to an embodiment of the present invention. Fig. 2 is a view showing the structure of a magazine body of an engine control system including a misfire detecting device of an embodiment of the present invention. Fig. 3 is a view showing changes in the number of revolutions of the engine during normal combustion and during non-ignition. Figure 4 is a functional block diagram showing the functions implemented by the ECU. Fig. 5 is a view showing an example of a table for determining the relationship between the engine speed difference of the misfire, the number of revolutions of the engine, and the intake pipe pressure. Fig. 6 is a view showing an example of the relationship between the air-fuel system of the exhaust system when the secondary air amount control valve is opened, I07197.doc • 27-1294516 t匕, the number of revolutions of the engine, and the suction pipe pressure. Fig. 7 is a view showing an example of a relationship between the air-fuel ratio of the exhaust system and the intake pipe pressure when the secondary air amount control valve is closed. Fig. 8 is a view showing an example of a relationship between a purification coefficient and an air-fuel ratio of an exhaust system. Fig. 9 is a view showing an example of a table showing the relationship between the basic threshold value of the number of cycles between misfires and the fuel injection amount. Fig. 10 is a view showing an example of a relationship between a water temperature correction coefficient and an engine cooling water temperature. Fig. 11 is a flow chart showing the misfire detection processing. Fig. 12 is a flow chart showing the load change detecting process. Fig. 13 is a flowchart showing the exhaust gas deterioration determining process. Fig. 14 is a flowchart showing the exhaust gas deterioration determining process. Fig. 15 is a flow chart showing the process of determining the deterioration of the exhaust gas. Fig. 16 is a flowchart showing the misfire frequency threshold calculation processing. [Main component symbol description] 10 Engine control system 12 Engine 14 Crankshaft 16 Combustion chamber 17 Mars plug 18 Exhaust pipe (exhaust system) 20 Suction pipe (suction system) 21 Fuel injection device 107I97.doc -28. 1294516 22 Throttle 23 Suction side camshaft 24 Throttle sensor 25 Suction valve 26 Air filter 27 Exhaust side camshaft 28 Catalyst
29 排氣門 3 0 觸媒溫度感測器 32 二次空氣導入路 34 二次空氣量控制氣門 3 6 曲軸脈衝感測器 37 後輪 38 引擎冷卻水溫度感測器 39 後臂 40 吸氣管壓力感測器 41 懸架29 Exhaust valve 3 0 Catalyst temperature sensor 32 Secondary air introduction path 34 Secondary air volume control valve 3 6 Crankshaft pulse sensor 37 Rear wheel 38 Engine cooling water temperature sensor 39 Rear arm 40 Suction tube Pressure sensor 41 suspension
42 ECU 42a 經歷記憶部 42b 負荷變動檢測部_ 42c 不點火檢測部 42d 負荷旗標記憶部 42e 不點火旗標緩衝器 42f 車輛控制部 107197.doc -29- 1294516 42g 排氣惡化判斷部 42h 不點火頻度臨限值算出部 42i 表記憶部 43 散熱器 44 MIL(警告燈） 45 座墊 47 手柄， 48 驅動單元 i 49 車體架 5 0 地板構件 51 前輪 53 前叉42 ECU 42a experienced memory unit 42b load fluctuation detecting unit _ 42c non-ignition detecting unit 42d load flag memory unit 42e non-ignition flag buffer 42f vehicle control unit 107197.doc -29- 1294516 42g exhaust deterioration determination unit 42h does not ignite Frequency threshold calculation unit 42i Table memory unit 43 Heat sink 44 MIL (warning light) 45 Seat 47 Handle, 48 Drive unit i 49 Body frame 5 0 Floor member 51 Front wheel 53 Fork
107197.doc -30-107197.doc -30-
Claims (1)
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP2004375713A JP2006183501A (en) | 2004-12-27 | 2004-12-27 | Misfire detecting device and method of engine and saddle-riding type vehicle |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| TW200632300A TW200632300A (en) | 2006-09-16 |
| TWI294516B true TWI294516B (en) | 2008-03-11 |
Family
ID=36736798
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| TW094145376A TW200632300A (en) | 2004-12-27 | 2005-12-20 | Detection device and method for engine misfiring, saddle-riding type vehicle |
Country Status (3)
| Country | Link |
|---|---|
| JP (1) | JP2006183501A (en) |
| CN (1) | CN100533104C (en) |
| TW (1) | TW200632300A (en) |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| TWI463325B (en) * | 2011-09-20 | 2014-12-01 | Nuvoton Technology Corp | Computer, embedded controller and method for sharing memory |
Families Citing this family (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN100445542C (en) * | 2006-12-22 | 2008-12-24 | 吉林大学 | Fire detecting method and system of internal combustion engine |
| JP6278779B2 (en) * | 2014-03-27 | 2018-02-14 | 大阪瓦斯株式会社 | engine |
| CN114136628B (en) * | 2021-10-20 | 2023-06-30 | 中国航发四川燃气涡轮研究院 | Throttle lever limiting device with adjustable test angle of aero-engine |
Family Cites Families (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPH086676B2 (en) * | 1990-01-31 | 1996-01-29 | 株式会社ユニシアジェックス | Misfire diagnosis device for internal combustion engine |
| JP2796198B2 (en) * | 1991-03-25 | 1998-09-10 | 三菱電機株式会社 | Misfire detection device for internal combustion engine |
| JPH0754705A (en) * | 1993-08-19 | 1995-02-28 | Honda Motor Co Ltd | Flame out detection device for internal combustion engine |
| JPH0861131A (en) * | 1994-08-10 | 1996-03-05 | Yamaha Motor Co Ltd | Irregular combustion reducing device for two-cycle engine |
-
2004
- 2004-12-27 JP JP2004375713A patent/JP2006183501A/en active Pending
-
2005
- 2005-12-20 TW TW094145376A patent/TW200632300A/en not_active IP Right Cessation
- 2005-12-27 CN CNB2005101356423A patent/CN100533104C/en not_active Expired - Fee Related
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| TWI463325B (en) * | 2011-09-20 | 2014-12-01 | Nuvoton Technology Corp | Computer, embedded controller and method for sharing memory |
Also Published As
| Publication number | Publication date |
|---|---|
| TW200632300A (en) | 2006-09-16 |
| JP2006183501A (en) | 2006-07-13 |
| CN1796961A (en) | 2006-07-05 |
| CN100533104C (en) | 2009-08-26 |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| RU2709855C1 (en) | Method and system for detecting clogging of spark plugs | |
| US8572952B2 (en) | Diesel particulate filter control | |
| JP5831556B2 (en) | Fuel injection system for internal combustion engine | |
| JP2009068406A (en) | Cetane number determining device of fuel of diesel engine | |
| TWI294516B (en) | ||
| JP2008121489A (en) | Control device for internal combustion engine | |
| JP6481659B2 (en) | Control device for internal combustion engine | |
| TWI308612B (en) | ||
| JP4457464B2 (en) | Catalyst degradation detector | |
| JP2013227874A (en) | Combustion state control device for vehicular internal combustion engine | |
| JP7087801B2 (en) | Internal combustion engine control device | |
| JP2010071197A (en) | Method for calibrating glow plug-integrated cylinder internal pressure sensor, and device for calibrating the same | |
| TWI568923B (en) | Air-cooled engine unit | |
| JP4863119B2 (en) | Internal combustion engine operation control method and apparatus | |
| US10801379B2 (en) | Controller and control method for internal combustion engine | |
| TW200307783A (en) | Stroke determination method of internal combustion engine and stroke determination device using the method | |
| JP5835352B2 (en) | Method for calculating the combustion rate of an exhaust heating device | |
| JP5690182B2 (en) | Control device for internal combustion engine | |
| JP2009215924A (en) | Fuel property determination device and catalyst deterioration diagnostic device having the same | |
| KR20170034132A (en) | Apparatus and method for removing poison of lamda sensor | |
| JP4023327B2 (en) | Abnormality diagnosis device for intake system sensor | |
| JP5126036B2 (en) | Ignition timing control device | |
| JP7389726B2 (en) | Regeneration control device and regeneration control method | |
| JP2013253565A (en) | Combustion state control device for internal combustion engine of vehicle | |
| JP4345853B2 (en) | Abnormality diagnosis device for intake system sensor |
Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| MM4A | Annulment or lapse of patent due to non-payment of fees |