WO2012169156A1 - Rotating machine having function of outputting signal for controlling internal combustion engine, and starting motor having function of outputting signal for controlling internal combustion engine - Google Patents

Abstract

A rotor (30) is provided with magnets (32N, 32S) having polarities that differ in the direction of rotation. A stator (40) is provided with a plurality of teeth sections (41) in the direction of rotation onto which coils (CU, CV, CW) are wound. Phase sensors (SU, SV, SW) face the magnets (32N, 32S), and output a crank position signal corresponding to the polarity of the rotating magnets (32N, 32S). Some of the magnets (32N, 32S) form heteropolar sections (34, 34k), which are magnetized to a polarity different from that of the magnet (32N, 32S) or are not magnetized to either polarity. The phase sensors (SU, SV, SW) are arranged on the rotation trajectory of the heteropolar sections (34, 34k), which rotate with the rotor (30). When a heteropolar section (34, 34k) has been detected, the phase sensors (SU, SV, SW) outputs a control signal indicating the absolute rotation position of an output shaft (14) of an internal combustion engine.

Description

Rotating machine with signal output function for internal combustion engine control, and starter motor with signal output function for internal combustion engine control Cross-reference of related applications

This application is filed on June 6, 2011, Japanese application No. 2011-122679, filed on June 6, 2011, Japanese application No. 2011-122080, and filed on June 6, 2011. Japanese Application No. 2011-126081, filed on June 6, 2011, Japanese Application No. 2011-126082, filed on October 18, 2011, Japanese Application No. 2011-228932, 2012 This is based on Japanese Patent Application No. 2012-109036 filed on May 11, 2011, the contents of which are incorporated herein.

The present disclosure relates to an internal combustion engine rotating machine (for example, a starter motor, a magnet generator, or a motor generator) having a function of outputting an internal combustion engine control signal used for controlling an ignition device or the like of the internal combustion engine.

Patent Document 1 describes a brushless three-phase starting motor. This starting motor is configured by winding a rotor configured by alternately arranging N-pole magnets and S-pole magnets in the rotation direction, and winding a U-phase coil, a V-phase coil, and a W-phase coil around a tooth portion of an iron core. And a stator. The stator is provided with a U-phase sensor, a V-phase sensor, a W-phase sensor, and a crank rotation position sensor described below.

The U-phase sensor, V-phase sensor, and W-phase sensor are attached to a position of the stator facing the magnet, and a U-phase signal, a V-phase signal, and a W-phase signal (motor control signal) corresponding to the polarity of the rotating magnet. Are respectively output (see FIG. 16). Based on these motor control signals, the drive timing of the starting motor is controlled by controlling the energization timing to the U-phase coil, V-phase coil and W-phase coil.

The crank rotation position sensor outputs an internal combustion engine control signal shown in FIG. 16 by detecting a different polarity magnetic part described below every time the crankshaft rotates once. That is, a heteropolar magnetic part magnetized with a polarity different from the magnet is formed in a part of a predetermined magnet among the plurality of magnets. Specifically, a heteropolar magnetic part magnetized with an N pole is formed at the upper end of a predetermined S pole magnet in a direction orthogonal to the rotation direction. Then, a crank rotation position sensor is arranged on the rotation path of the heteropolar magnetic part. Note that the U-phase sensor, the V-phase sensor, and the W-phase sensor are arranged so as to be out of the rotation orbit of the heteropolar magnetic part.

According to this crank rotation position sensor, the detection of the S pole magnet indicated by the dotted line in FIG. 16 is performed only once during the rotation of the crankshaft while the detection of the N pole magnet and the S pole magnet is alternately repeated. The different polarity magnetic part (N pole) is detected without being performed. Therefore, the absolute rotational position of the crankshaft can be grasped based on the rotational position of the crankshaft when the heteropolar magnetic part is detected. Then, fuel injection and ignition timing of the internal combustion engine are controlled on the basis of the absolute rotation position thus grasped.

As described above, the starter motor described in Patent Document 1 includes the crank rotation position sensor in addition to the U-phase sensor, the V-phase sensor, and the W-phase sensor, so that an internal combustion engine control signal used for controlling fuel injection and ignition timing can be obtained. It has a function to output.

However, since the conventional configuration includes a crank rotation position sensor in addition to the U-phase sensor, the V-phase sensor, and the W-phase sensor, the number of sensors increases, resulting in an increase in cost and a structure. There is a concern that it will become complicated and unreliable. In addition, it is necessary for the crankshaft to make one revolution in order to repeatedly obtain the comparison of the pulse intervals of the sensor output after the rotational drive of the internal combustion engine is started until the heteropolar magnetic part is detected. For this reason, since the absolute rotational position cannot be grasped until the crankshaft rotates once after the rotation is started, there is a concern that the start of the fuel injection control or the ignition timing control is delayed.

A first object of the present disclosure is to provide a rotating machine with a signal output function for controlling an internal combustion engine in which the number of sensors is reduced. A second object of the present disclosure is to provide a rotating machine with a signal output function for controlling an internal combustion engine that can quickly grasp an absolute rotational position of an engine output shaft. A third object of the present disclosure is to provide a starter motor with a signal output function for controlling an internal combustion engine that suppresses a decrease in motor output.

According to one aspect of the present disclosure, a rotating machine with a signal output function for controlling an internal combustion engine includes a rotor configured by alternately arranging magnets having different polarities in the rotation direction. The internal combustion engine control signal output function-equipped rotating machine further includes a stator configured by arranging a plurality of teeth around which a coil is wound in the rotation direction. The internal combustion engine control signal output function-equipped rotating machine further includes a phase sensor that is attached to a position of the stator facing the magnet and outputs a crank position signal corresponding to the polarity of the rotating magnet. A part of a predetermined magnet among the plurality of magnets is formed with a different polarity part that is magnetized in a different polarity from the magnet, or is not magnetized in any polarity, and rotates together with the rotor By arranging the phase sensor on the rotation path of the different pole portion, when the phase sensor detects the different pole portion, an internal combustion engine control signal indicating the absolute rotational position of the output shaft of the internal combustion engine is output to the phase. The sensor outputs.

According to another aspect of the present disclosure, the starter motor with a signal output function for controlling the internal combustion engine includes a rotor configured by alternately arranging magnets having different polarities in the rotation direction. The starter motor with a signal output function for controlling the internal combustion engine further includes a stator configured by arranging a plurality of teeth around which a coil is wound in the rotation direction. The internal combustion engine control signal output function-equipped start motor further includes a phase sensor that is attached to a position of the stator facing the magnet and outputs a motor control signal according to the polarity of the rotating magnet. The starter motor with a signal output function for controlling the internal combustion engine is rotationally driven by controlling the energization timing to the coil based on the detected signal for motor control, and rotationally drives the output shaft of the internal combustion engine. And a heteropolar magnetic portion magnetized with a polarity different from the magnet is formed in a part of a predetermined magnet among the plurality of magnets, and is rotated together with the rotor. When the phase sensor detects the heteropolar magnetic part by arranging the phase sensor on the rotation orbit of the heteropolar magnetic part, an internal combustion engine control signal indicating the absolute rotational position of the output shaft is generated. Instead of the motor control signal, the signal is output.

According to another aspect of the present disclosure, the starter motor with a signal output function for controlling the internal combustion engine includes a rotor configured by alternately arranging magnets having different polarities in the rotation direction. The starter motor with a signal output function for controlling the internal combustion engine further includes a stator configured by arranging a plurality of teeth around which a coil is wound in the rotation direction. The internal combustion engine control signal output function-equipped start motor further includes a phase sensor that is attached to a position of the stator facing the magnet and outputs a motor control signal according to the polarity of the rotating magnet. The starter motor with a signal output function for controlling the internal combustion engine is rotationally driven by controlling the energization timing to the coil based on the detected signal for motor control, and rotationally drives the output shaft of the internal combustion engine. In the magnet, a part of a predetermined magnet is magnetized to have a polarity different from that of the magnet, and the magnet is magnetized over the entire rotation direction of the magnet. A heteropolar magnetic part is further provided. The starter motor with a signal output function for controlling the internal combustion engine is disposed on a rotation path of the heteropolar magnetic part that rotates together with the rotor, and detects the heteropolar magnetic part to thereby determine the absolute rotational position of the output shaft. It further includes a rotational position sensor for outputting the expressed internal combustion engine control signal. An internal combustion engine control signal representing the absolute rotational position of the output shaft when the phase sensor detects the heteropolar magnetic part by arranging the phase sensor on the rotational trajectory in addition to the rotational position sensor. In place of the motor control signal.

According to another aspect of the present disclosure, the starter motor with a signal output function for controlling the internal combustion engine includes a rotor configured by alternately arranging magnets having different polarities in the rotation direction. The starter motor with a signal output function for controlling the internal combustion engine further includes a stator configured by arranging a plurality of teeth around which a coil is wound in the rotation direction. The internal combustion engine control signal output function-equipped start motor further includes a phase sensor that is attached to a position of the stator facing the magnet and outputs a motor control signal according to the polarity of the rotating magnet. The starter motor with a signal output function for controlling the internal combustion engine is rotationally driven by controlling the energization timing to the coil based on the detected signal for motor control, and rotationally drives the output shaft of the internal combustion engine. In this case, it further includes a heteropolar magnetic part formed in a part of a predetermined magnet among the plurality of magnets and magnetized with a polarity different from that of the magnet. The starter motor with a signal output function for controlling the internal combustion engine is disposed on a rotation path of the heteropolar magnetic part that rotates together with the rotor, and detects the heteropolar magnetic part to thereby determine the absolute rotational position of the output shaft. It further includes a rotational position sensor for outputting the expressed internal combustion engine control signal. The heteropolar magnetic part is formed in a part of the predetermined direction of the predetermined magnet.

The above and other objects, features and advantages of the present disclosure will become more apparent from the following detailed description with reference to the accompanying drawings. The drawing
FIG. 1 is a schematic diagram illustrating an ACG starter (starting motor) according to a first embodiment of the present disclosure. FIG. 2 is a sectional view of the ACG starter and crankshaft shown in FIG. FIG. 3 is a view taken in the direction of arrow III in FIG. 4A is a diagram for explaining the mounting positions of the U-phase sensor, the V-phase sensor, and the W-phase sensor in FIG. 3, and FIG. 4B is a modification of FIG. FIG. 5 is a time chart showing a change in the combination information NNUM in the first embodiment. FIG. 6 is a flowchart showing a processing procedure of energization control for the UVW phase coil in the first embodiment. FIG. 7 is a time chart showing a change in the combination information NNUM in the second embodiment of the present disclosure. FIG. 8 is a time chart showing a change in the combination information NNUM in the third embodiment of the present disclosure. FIG. 9 is a diagram for explaining mounting positions of the U-phase sensor, the V-phase sensor, and the W-phase sensor in the fourth embodiment of the present disclosure. FIG. 10 is a time chart showing a change in the combination information NNUM in the fourth embodiment. FIG. 11 is a diagram for explaining the mounting positions of the U-phase sensor, the V-phase sensor, and the W-phase sensor and the shape of the heteropolar magnetic part in the fifth embodiment of the present disclosure; FIG. 12 is a diagram for explaining the mounting positions of the U-phase sensor, the V-phase sensor, and the W-phase sensor and the shape of the nonmagnetic part (gap) in the seventh embodiment of the present disclosure. FIG. 13 is a perspective view showing a magnet and a housing in the seventh embodiment. FIG. 14A shows a magnetic short-circuit path by the heteropolar magnetic part, FIG. 14B shows a magnetic short-circuit path by the non-magnetic part, FIG. 15A and FIG. 15B are diagrams showing a modification of the shape of the non-magnetic portion (gap), FIG. 16 is a time chart showing changes in the internal combustion engine control signal output from the conventional ACG starter, FIG. 17 is a diagram for explaining mounting positions of the U-phase sensor, the V-phase sensor, and the W-phase sensor in FIG. FIG. 18 is a time chart showing the change of the combination information NNUM in the eighth embodiment. FIG. 19 is a time chart showing a change in the combination information NNUM in the ninth embodiment of the present disclosure. FIG. 20 is a time chart showing a change in the combination information NNUM in the tenth embodiment of the present disclosure. FIG. 21 is a time chart showing the change of the combination information NNUM in the eleventh embodiment. FIG. 22 is a schematic diagram illustrating an ACG starter (starting motor) according to a twelfth embodiment of the present disclosure. FIG. 23 is a view taken along arrow XXIII in FIG. FIG. 24 is a diagram for explaining mounting positions of the crank rotation position sensor, the U-phase sensor, the V-phase sensor, and the W-phase sensor in FIG. FIG. 25 is a time chart showing changes in combination information NNUM in the twelfth embodiment. FIG. 26 is a view taken along arrow XXVI in FIG. FIG. 27A is a view for explaining the mounting positions of the crank rotation position sensor, the U-phase sensor, the V-phase sensor, and the W-phase sensor of FIG. 26, and FIG. 27B is a modification of FIG. An example FIG. 28 is a time chart showing the change of the combination information NNUM in the thirteenth embodiment. FIG. 29 is a time chart showing changes in the combination information NNUM in the fourteenth embodiment. FIG. 30 is a flowchart showing error processing of the combination information NNUM.

Hereinafter, embodiments embodying the present disclosure will be described with reference to the drawings. In the following embodiments, parts that are the same or equivalent to each other are denoted by the same reference numerals in the drawings, and the description of the same reference numerals is used.

(First embodiment)
The starter motor (rotary machine) according to the present embodiment is an application object of an engine (internal combustion engine) mounted on a two-wheeled vehicle. FIG. 1 shows an injector 10 for injecting fuel into an intake port of the engine, a combustion chamber of the engine 1 shows an ignition device 11 that sparks and ignites an air-fuel mixture, an injector 10, an electronic control device (ECU 13) that controls the operation of the ignition device 11, and an ACG starter 20 (starting motor) that will be described in detail later.

The ACG starter 20 is a brushless three-phase AC motor that functions as an engine starter motor, and also functions as an AC generator driven by the engine crankshaft 14 (output shaft). Incidentally, a torque transmission mechanism described below is provided in the power transmission path between the drive wheels of the two-wheeled vehicle and the crankshaft 14. That is, the torque transmission is interrupted until the rotational speed NE of the crankshaft 14 exceeds a predetermined value after the motor driving of the ACG starter 20 is started, and the centrifugal operation is performed to transmit the torque when the predetermined value is reached. A torque transmission mechanism such as a clutch.

The ACG starter 20 outputs a U-phase sensor SU that outputs a U-phase signal that represents an electrical angle of a U-phase, a V-phase sensor SV that outputs a V-phase signal that represents an electrical angle of a V-phase, and an electrical angle of a W-phase. It has a W-phase sensor SW that outputs the represented W-phase signal. Of these UVW phase sensors SU to SW, the U phase sensor SU (phase sensor) outputs a crank position signal (reference position signal of the internal combustion engine control signal) representing the absolute rotational position of the crankshaft 14. It also has functions.

The ECU 13 determines the energization timing to the U-phase coil CU, V-phase coil CV and W-phase coil CW of the ACG starter 20 based on the UVW-phase signals (motor control signals) output from these UVW-phase sensors SU to SW. By controlling, motor drive control is performed so that the ACG starter 20 is rotationally driven in a desired rotation direction.

The throttle sensor 15 detects the opening of a throttle valve that adjusts the intake air amount. The intake pressure sensor 16 detects a negative pressure in the intake port. The ECU 13 operates the injector 10 and the ignition device 11 based on signals such as a crank position signal output from the ACG starter 20, a throttle opening output from the throttle sensor 15, and a negative pressure output from the intake pressure sensor 16. To control.

More specifically, the ECU 13 calculates the rotational speed NE of the crankshaft 14 based on the crank position signal, and calculates the engine load based on the negative pressure PM by the intake pressure sensor 16. Further, based on these NE and PM, the fuel target injection amount, the target injection timing, and the target ignition timing are calculated. Then, the absolute rotational position of the crankshaft 14 is calculated based on the UVW phase signal and the crank position signal output from the UVW phase sensors SU to SW, and the fuel is injected at the target injection timing based on the calculated absolute rotational position. Thus, the operation of the injector 10 is controlled, and the operation of the ignition device 11 is controlled so as to ignite at the target ignition timing.

Next, the hardware configuration of the ACG starter 20 will be described with reference to FIGS. 2 is a cross-sectional view of the ACG starter 20 and the crankshaft 14, and FIG. 3 is a view taken in the direction of arrow III in FIG.

The ACG starter 20 includes a stator 40 on the inner peripheral side of the rotor 30. The rotor 30 includes a bottomed cylindrical housing 31 and permanent magnets (N-pole magnet 32N and S-pole magnet 32S) fixed to the inner peripheral surface of the housing 31. The N-pole magnet 32N and the S-pole magnet 32S are alternately arranged in the rotation direction, and in the example of FIG. 3, 12 (12 poles) permanent magnets are arranged. The housing 31 is fixed to the crankshaft 14 by fastening means such as a bolt 33 and always rotates at the same rotational speed (NE) as the crankshaft 14. Thereby, the rotor 30 also functions as an engine flywheel.

Stator 40 includes U-phase coil CU, V-phase coil CV, W-phase coil CW coil and UVW-phase sensors SU to SW described above, and an iron core 42 on which a tooth portion 41 around which these coils are wound is formed. . A plurality of teeth portions 41 are arranged side by side in the rotation direction, and a U-phase coil CU, a V-phase coil CV, and a W-phase coil CW coil are wound around each tooth portion 41 in order. In the example of FIG. 3, 18 tooth portions 41 are arranged.

The UVW phase sensors SU to SW are mounted on the outer peripheral surface of the stator 40, and are in positions facing the N-pole magnet 32N and the S-pole magnet 32S. Thereby, a change in magnetism due to the N-pole magnet 32N and the S-pole magnet 32S generated as the rotor 30 rotates is detected. Note that Hall ICs are employed for the UVW phase sensors SU to SW. Therefore, even when the rotor 30 is not rotating, a detection signal corresponding to the polarity of the opposing magnet can be output.

UVW phase sensors SU to SW are mounted at different positions in the rotor rotation direction. Specifically, each of the gaps 41a of the plurality of teeth portions 41 is disposed in a different gap 41a. In the example of FIG. 4A, the U-phase sensor SU is placed in an adjacent gap among the plurality of gaps 41a. The V phase sensor SV and the W phase sensor SW are arranged in order. Therefore, each of the UVW phase sensors SU to SW is shifted by a mechanical angle of 20 degrees.

As shown in FIG. 4A, a part of the magnet 32S (A) for a predetermined one pole among the plurality of magnets 32S and 32N (the S pole magnet 32S in the example of FIG. 4A) includes: A heteropolar magnetic portion 34 to be described is formed. That is, only the portion indicated by the oblique lines in FIG. 4A is magnetized with a polarity (N pole) different from that of the S pole magnet 32S. This heteropolar magnetic part 34 is formed at one end portion of the predetermined magnet 32S (A) in the rotor rotation axis direction (vertical direction in FIG. 4A), and in the rotation direction (left and right in FIG. 4A). The polarity of the predetermined magnet 32S (A) is formed on both sides of the heteropolar magnetic portion 34 in the direction). In short, the upper end portion of the predetermined magnet 32S (A) is divided into three in the rotational direction, and the central portion is formed as the heteropolar magnetic portion 34.

The V-phase sensor SV and the W-phase sensor SW are disposed at the same position in the rotor rotation axis direction (vertical direction in FIG. 4A), whereas the U-phase sensor SU is the V-phase sensor SV and the W-phase sensor. It is arranged at a position different from the SW in the direction of the rotation axis. As a result, the U-phase sensor SU is positioned on the rotating track 34a of the heteropolar magnetic section 34, and the V-phase sensor SV and the W-phase sensor SW are positioned away from the rotating track 34a.

In this embodiment, when the sensors SU to SW detect the N pole, a low signal (binary number “0”) is output, and when the S pole is detected, a high signal (binary number “1”) is output. It is. Since there are 12 magnets 32S and 32N (12 poles), each of the U-phase signal, V-phase signal, and W-phase signal switches between low and high every time the rotor 30 rotates 30 degrees (see FIG. 5). ). Therefore, each electrical angle 360 ° of the UVW phase corresponds to a rotation angle (mechanical angle) 60 ° of the crankshaft 14. However, the U-phase signal is also switched to low when the heteropolar magnetic part 34 is detected. In addition, every time the rotor 30 rotates 10 degrees, the low and high are switched in any of the UVW phase sensors SU to SW.

Incidentally, as shown in FIG. 4A, when a non-polar member 32a is interposed between the N-pole magnet 32N and the S-pole magnet 32S, this member 32a has a polarity opposite to the sensors SU to SW. When the signal cannot be detected, the signal may be processed by regarding it as a preset signal (for example, a low signal) out of the low signal and the high signal.

Of course, the rotor 30 in which the N-pole magnet 32N and the S-pole magnet 32S are adjacent to each other may be adopted so that the member 32a does not exist. Further, a rotor in which a plurality of N-pole magnets 32N and S-pole magnets 32S are formed from one magnet piece by magnetizing one magnet piece to N-pole and S-pole may be adopted. Note that the rotor in this case may be configured using a plurality of (for example, four) magnet pieces, or may be configured using one magnet piece.

FIG. 5 is a time chart showing the crank angle, combination information NNUM, binary notation of UVW phase signal, UVW phase signal, ignition signal, injection signal, and engine stroke in order from the top. The combination information NNUM is a virtual signal that represents a combination of the U-phase signal, the V-phase signal, and the W-phase signal that are output at the same time. In this embodiment, the combination information NNUM is calculated by combining the binary notation of the UVW phase signal. It is a decimal number.

Specifically, a binary number is represented by a binary number of a U-phase signal, the first digit is a binary number of a U-phase signal, the second digit is a binary number of a V-phase signal, and the third digit is a binary number of a W-phase signal. The numerical value converted into a decimal number is the combination information NNUM. This numerical value NNUM is calculated by the ECU 13. For example, as shown in the leftmost column, if the UVW phase signals are “1”, “0”, and “1”, NNUM is “5”.

Symbol ES in the figure indicates a portion that has become a low signal due to the detection of the heteropolar magnetic portion 34, and the signal of the portion corresponds to an “internal combustion engine control signal”. The signal corresponds to a “motor control signal”. Except for the portion where the internal combustion engine control signal ES appears, the value of NNUM is repeatedly rotated in the order of 5 → 1 → 3 → 2 → 6 → 4.

As shown by the symbol ta in the figure, the NNUM value when the internal combustion engine control signal ES is detected is “0”, but the NNUM value is not “0” except when the ES is detected. Accordingly, the ECU 13 can calculate the absolute rotational position of the crankshaft 14 based on the crank angle at the time when the NNUM value “0” is detected. If the absolute rotational position can be grasped, the rising or falling timing of each UVW phase signal (that is, the update timing of NNUM) and the positional relationship for one rotation of the 4-cycle engine can be specified.

For example, after the NNUM value “0” appears, the time tb when the NNUM value “1” appears for the second time can be identified as the time when the piston of the engine reaches the bottom dead center BDC. By referring to the value of the intake pressure sensor 16, it is possible to determine whether the bottom dead center BDC timing is an exhaust stroke or a compression stroke (stroke determination). Thus, it is possible to control the fuel injection timing and the ignition timing as the target timing based on the NNUM update timing with the absolute rotation position as a reference.

Further, the ECU 13 specifies the next NNUM value based on the current NNUM value (identifying means), and the energization control content to the U-phase coil CU, V-phase coil CV, and W-phase coil CW based on the specified next NNUM value. To decide. For example, if the current NNUM value is “3”, it can be specified that the next NNUM value is “2” based on the rotation. That is, it can be said that the tooth portion 41 around which the U-phase coil CU is wound is at a timing when the position changes from the facing position (high) of the S pole magnet 32S to the facing position (low) of the N pole magnet 32N. Therefore, it can be said that it is at the timing of switching the energization on / off state to the U-phase coil CU.

Thus, the energization of the U-phase coil CU is controlled by the ECU 13 based on whether or not the NNUM value “4” indicating the rise of the U-phase signal or the NNUM value “3” indicating the fall is detected. Similarly, energization to the V-phase coil CV and the W-phase coil CW is also controlled based on the NNUM value. As for the NNUM value “0”, the energization control for the UVW phase coils CU to CW may be performed by “1” facing the motor driving coils CU, CV, CW.

Further, the ECU 13 detects whether or not the ACG starter 20 is reversed based on the history of the NNUM value. For example, if it is rotating forward, the NNUM value should change in the order of 5 → 1 → 3 → 2 → 6 → 4 as described above. On the other hand, if the rotation is reversed, the NNUM value should change in the order of 4 → 6 → 2 → 3 → 1 → 5.

By the way, when the engine is started by the ACG starter 20, if the engine piston tries to start from the position immediately before the TDC in the compression stroke, the driving torque required for the ACG starter 20 is increased by the amount of compression. Concerned. Therefore, there is a case where swingback control is performed such that the crankshaft 14 is reversely rotated and set to a piston position where the startability is good before starting the engine. As described above, there is a case where the ACG starter 20 is desired to be driven in reverse rotation. In this case, for example, if the current NNUM value is 4, the next NNUM value is specified as 6, and the UVW is determined according to the specified value. The energization timing to the phase coils CU to CW may be controlled.

FIG. 6 is a flowchart showing a procedure of processing in which the microcomputer 13a (see FIG. 1) provided in the ECU 13 performs energization control on the UVW phase coils CU to CW as described above. This process is repeatedly executed at a predetermined cycle (for example, a calculation cycle performed by the CPU of the microcomputer 13a described above or every predetermined crank angle). Alternatively, the rotation may be performed at the predetermined period when the rotation is stopped, while the rotation may be performed every time edge detection described below is performed. That is, the microcomputer 13a shown in FIG. 1 has a capture function that captures the timing at which the signals (UVW phase signals shown in FIG. 5) output from the sensors SU to SW and subjected to input processing change. ing. In short, the rising and falling timing (edge detection timing) of the UVW phase signal is detected. Then, the processing of FIG. 6 is executed every time this edge detection is performed.

First, in step S10 shown in FIG. 6, each of the U phase signal, the V phase signal, and the W phase signal is acquired from the UVW phase sensors SU to SW. In the subsequent step S20 (combination information generating means), combination information NNUM representing the combination of these signals is calculated based on the UVW phase signal. In the subsequent step S30, the next NNUM value is calculated based on the NNUM value. Specifically, based on the above-described rotation at the time of forward rotation such as 5 → 1 (0) → 3 → 2 → 6 → 4, for example, if the current NNUM value is “5”, the next NNUM value is “1”. calculate. If the current NNUM value is “0”, the next NNUM value is calculated to be “3”.

In subsequent step S40, energization control for the UVW phase coils CU to CW is performed based on the next NNUM value calculated in step S30. As a result, the ACG starter 20 is driven by a motor in a predetermined rotation direction.

For example, the energization control to the U-phase coil CU will be described. When the next NNUM value is “2” or “5”, the value of the U-phase signal constituting the next NNUM value constitutes the current NNUM value. It means changing from the value of the U-phase signal. Therefore, when the next NNUM value is specified to be “2” or “5”, the energization control content to the U-phase coil CU is switched from on to off or from off to on.

Similarly, for the energization control to the V-phase coil CV and the W-phase coil CW, the energization control content to the V-phase coil CV is switched when the next NNUM value is specified as “3” or “4”. When the NNUM value is specified as “6” or “1”, the energization control content to the W-phase coil CW is switched.

In the subsequent step S50, as described above, it is determined whether or not the NUMUM value “0” appears and the absolute rotational position of the crankshaft 14 has been detected. If it has been detected (S50: YES), the process proceeds to the next step S60, and the injector 10 is set so that the fuel injection timing and the ignition timing become the target timing based on the detected absolute rotational position and UVW phase signal (or NNUM value). And the operation of the ignition device 11 is controlled. However, if the absolute rotational position is not detected (S50: NO), the system waits without operating the injector 10 and the ignition device 11.

In the example of FIG. 5, the driving of the ignition device 11 is started at time ts1 and ignited at time ts2. Further, the fuel injection by the injector 10 is started at the time tf1, and the injection is ended at the time tf2. Then, with reference to the crank angle (absolute rotational position) when the internal combustion engine control signal ES appears, the fourth rise timing (or 4) of the U-phase signal after the internal combustion engine control signal ES appears in the intake stroke. The ignition control is performed with the NN1 value “5” appearance timing) as the ts1 time point and the fifth falling timing of the W-phase signal (or the fifth NNUM value “1” appearance timing) as the ts2 time point.

Further, after the internal combustion engine control signal ES appears in the explosion stroke, the third falling timing of the V-phase signal (or the third NNUM value “4” appearance timing) is set to the time tf1, and the fifth V-phase signal is output. The fuel injection control is performed with the rise timing (or the fifth NNUM value “3” appearance timing) as tf2.

Note that, as described above, it is determined whether the bottom dead center BDC timing is the exhaust stroke or the compression stroke based on the detection value of the intake pressure sensor 16, but this stroke determination has not yet been made. In this case, the ignition device 11 and the injector 10 are driven also in ts1 ′ to ts2 ′ and tf1 ′ to tf2 ′. In the example of FIG. 5, the various ignition control timings ts1 and ts2 and the injection control timings tf1 and tf2 coincide with the rising or falling timing of the UVW phase signal. The ignition control or the injection control may be performed when a predetermined time has elapsed from the rising or falling timing of the UVW phase signal immediately before.

According to the embodiment described above in detail, the following effects can be obtained.

(1) By arranging the U-phase sensor SU on the rotation track 34a of the heteropolar magnetic section 34, the internal combustion engine control signal ES can be output using the U-phase sensor SU that outputs the motor control signal, and the fuel The absolute rotational position of the crankshaft 14 required for engine control such as injection control and ignition control can be grasped. Therefore, a dedicated sensor (crank rotation position sensor) that outputs the internal combustion engine control signal ES can be eliminated, and the number of sensors can be reduced.

(2) Only the high and low U-phase signals cannot distinguish the low signal from the internal combustion engine control signal ES from the low signal from the motor control signal. In particular, when the driving of the ACG starter 20 for which the history of the U-phase signal has not been acquired or when the ACG starter 20 is stopped, it cannot be determined whether or not the low of the U-phase signal is due to the internal combustion engine control signal ES. On the other hand, in this embodiment, the combination information NNUM of the U-phase signal, the V-phase signal, and the W-phase signal is calculated. Therefore, based on the NNUM value, even if the ACG starter 20 is stopped, the NNUM value is “ If it is “0”, it can be determined that the U-phase signal at that time is due to the internal combustion engine control signal ES. Therefore, the absolute rotational position required for engine control can be quickly grasped.

In particular, in a vehicle having an idle stop control system, since the absolute rotational position can be quickly grasped as described above when the engine is automatically restarted, driving of the injector 10 and the ignition device 11 can be quickly started, which is preferable. .

(3) The upper end portion of the predetermined magnet 32S (A) is divided into three in the rotation direction, and the heteropolar magnetic portion 34 is formed at the center portion thereof. Therefore, compared with the conventional structure formed over the entire rotation direction, the length in which the predetermined magnet 32S (A) and the heteropolar magnetic part 34 are magnetically short-circuited in the vertical direction can be shortened. Therefore, it is possible to suppress a decrease in motor driving force due to the ACG starter 20, and it is possible to suppress a decrease in power generation amount due to the ACG starter 20.

(4) Further, as described above, since the magnetic pole 34 is divided into three parts and formed at the center thereof, the edge 32b of the predetermined magnet 32S (A) is not connected to the magnetic pole 34S instead of the magnetic pole 34. Can be an edge. Therefore, the commutation timing tc (see FIG. 5) at which the edge 32c of the adjacent magnet 32N (B) (C) located next to the predetermined magnet 32S (A) is switched to the edge 32b of the predetermined magnet 32S (A). It can be detected by the U-phase sensor SU. Therefore, the timing of energization control for the U-phase coil CU can be controlled with high accuracy.

(5) It is inevitable that the heteropolar magnetic part 34 becomes inconsistent in polarity with the tooth part 41 facing the predetermined magnet 32S (A). However, according to the present embodiment, it is divided into three parts as described above. Since the heteropolar magnetic part 34 is formed in the central part, compared with the case where the upper end part of the predetermined magnet 32S (A) is formed in the heteropolar magnetic part 34 over the entire rotation direction, The length in the rotation direction can be shortened. Therefore, the occupation area of the heteropolar magnetic portion 34 with respect to the predetermined magnet 32S (A) can be reduced, and the output decrease of the ACG starter 20 caused by the polarity mismatch can be suppressed.

(6) Furthermore, since the heteropolar magnetic part 34 is formed by dividing into three as described above, the switching timing of the high and low of the internal combustion engine control signal ES is changed between the high and low of the V phase signal and the W phase signal. Can be the same as the switching timing. Therefore, it is possible to avoid the combination information NNUM from becoming complicated.

(7) Here, due to the output of the internal combustion engine control signal ES from the U-phase sensor SU, the energization control to the U-phase coil CU is not the control content adapted to the actual electrical angle, and the ACG There is a concern that the starter 20 is rotated in the reverse direction. On the other hand, in the present embodiment, since the torque transmission is interrupted until the rotational speed NE becomes equal to or higher than a predetermined value after the motor driving of the ACG starter 20 is started, the above-mentioned concern can be solved.

(8) The rotor 30 and the crankshaft 14 of the ACG starter 20 are fixed so as to rotate integrally with the center of rotation coinciding with each other. Between the rotor 30 and the crankshaft 14, a belt, a gear, or the like The power transmission mechanism is not interposed. Therefore, when the crank position signal is output from the U-phase sensor SU provided in the ACG starter 20, there is a deviation between the rotational phase of the crankshaft 14 and the rotational phase of the rotor 30 due to gear backlash, belt elongation, or the like. Since this can be avoided, sufficient calculation accuracy can be ensured in calculating the absolute rotational position of the crankshaft 14 using the U-phase sensor SU.

(8) The NNUM value “0” when the internal combustion engine control signal ES is detected is configured not to appear except when ES is detected. Therefore, since the absolute rotational position can be calculated based on the current NUMUM value, the absolute rotational position can be quickly grasped without waiting for the history of the NNUM value to be accumulated.

(9) Here, because the U-phase sensor SU outputs the internal combustion engine control signal ES, the next U-phase sensor signal may not be specified from the current U-phase sensor signal. However, even in this case, based on the current NUMUM value, the next NNUM value may be identified to identify the next U-phase sensor signal. In the present embodiment in view of this point, the energization control content to the U-phase coil CU is determined based on the next NNUM value specified based on the current NNUM value, so that the next U-phase sensor signal cannot be specified. It is possible to reduce the opportunity and determine the contents of energization control.

(10) By the way, the rising or falling cycle of the crank position signal shown in FIG. 16 is the time during which the crankshaft 14 rotates by the rotation angle (30 °) occupied by one magnet 32S, 32N. On the other hand, since the update cycle of NNUM is a combination of the respective UVW phase signals, the crankshaft 14 is rotated by a rotation angle that is one third of the rotation angle (30 °). That is, it can be said that the NNUM update cycle is shorter than the cycle of the crank position signal of FIG. Therefore, according to this embodiment in which the fuel injection timing and the ignition timing are controlled based on the rising or falling timing (NNUM update timing) of each UVW phase signal, the control is performed based on the crank position signal shown in FIG. In comparison with this, the basic time used for control is one third (10 ° / 30 °), and the fuel injection timing and ignition timing can be controlled with high accuracy.

(Second Embodiment)
In the first embodiment, among the three UVW phase sensors SU to SW, only the U-phase sensor SU is arranged on the rotation orbit 34a of the heteropolar magnetic part 34, whereas in this embodiment, the U-phase The sensor SU and the V-phase sensor SV are arranged on the rotation track 34a. As a result, the V-phase signal also includes the internal combustion engine control signal ES in the same manner as the U-phase signal (see FIG. 7).

Here, in the first embodiment, if the NNUM value is “0”, it can be specified that the internal combustion engine control signal ES is output from the U-phase sensor SU. However, in the present embodiment shown in FIG. 7, when the NNUM value is “0”, it is specified which of the U-phase sensor SU and the V-phase sensor SV is outputting the internal combustion engine control signal ES. Since this is not possible, there is a concern that the absolute rotational position cannot be calculated.

Therefore, in the present embodiment, based on the history information representing the history of the combination information NNUM, the internal rotational engine control signal ES is specified and the absolute rotational position is calculated. The history information in the present embodiment is two consecutive NNUM values, but three or more consecutive NNUM values may be used as the history information.

Specifically, when the NNUM value is “0”, if the previous NUMUM value is “5”, it can be identified as the internal combustion engine control signal ES output from the U-phase sensor SU, and the previous NNUM value can be specified. If the value is “3”, the internal combustion engine control signal ES output from the V-phase sensor SV can be specified. When the ACG starter 20 is rotating in reverse, if the previous NNUM value is “3”, the U-phase sensor SU is output from the V-phase sensor SV if the NNUM value is “3”. It can be specified that there is. Then, the absolute rotational position is calculated based on these identification results and the appearance timing of the internal combustion engine control signal ES.

Also, the absolute rotational position may be calculated by combining the determination of whether the sensor signal is high or low and the edge detection described above. Specifically, the edge detection timing of the internal combustion engine control signal ES (refer to the symbol tu in FIG. 7) and the edge detection timing of the W-phase signal (refer to the symbol tw in FIG. 7) are substantially the same, and When it is determined that both signals are switched to low, it can be specified that the signal is an internal combustion engine control signal ES output from the U-phase sensor SU.

Similarly, the edge detection timing of the internal combustion engine control signal ES (see symbol tv in FIG. 7) is substantially the same as the edge detection timing of the U-phase signal (see symbol TC in FIG. 7), and When it is determined that both signals are switched to low, the internal combustion engine control signal ES output from the V-phase sensor SV can be specified.

Next, energization control to the UVW phase coils CU to CW will be described. After the absolute rotational position is calculated by the above-described method, the NNUM value that changes as “5 → 0 → 3 → 0 → 6” by the internal combustion engine control signal ES is shown in parentheses in FIG. 5 → 1 → 3 → 2 → 6 ”and assuming that the energization control to the UVW phase coils CU to CW is performed, the magnetic pole phases coincide with the coils CU, CV, and CW of the tooth portion 41, The motor can be driven to rotate.

On the other hand, at the time of stopping before the absolute rotation position is calculated, when the NNUM value is “0”, it cannot be specified whether the next NNUM value is “3” or “6”. Therefore, in the present embodiment, energization control for the UVW phase coils CU to CW is performed by regarding that an arbitrary value (for example, “3”) out of “3” and “6” is the next NNUM value. If the NNUM value does not change because the ACG starter 20 does not start rotating even after the predetermined time has elapsed, the next NNUM value is regarded as another value “6” instead of the arbitrary value “3”. Then, energization control to the UVW phase coils CU to CW is performed.

According to this embodiment described in detail above, the same effects as those of the first embodiment can be obtained, and the following effects can be obtained. That is, in the first embodiment, the internal combustion engine control signal ES appears once while the crankshaft 14 rotates once, whereas it appears twice according to the present embodiment. For this reason, the internal combustion engine control signal ES appears without waiting for the crankshaft 14 to make one rotation after the driving of the ACG starter 20 is started. Therefore, the absolute rotation is performed based on the internal combustion engine control signal ES. The time required to calculate the position can be shortened. Therefore, the drive start of the injector 10 and the ignition device 11 can be quickly performed. In addition, the driving torque generated by the engine can be generated early and the required motor driving torque can be reduced, so that the ACG starter 20 can be downsized.

Further, in the present embodiment, the NNUM value “0” when the internal combustion engine control signal ES is detected due to the arrangement of the plurality of sensors on the rotation track 34a of the heteropolar magnetic portion 34 is It becomes impossible to specify whether the signal ES for controlling the internal combustion engine by the sensor is combined. On the other hand, in the present embodiment, the identification is performed based on the history of the NNUM value. The identification can also be performed based on determination of whether the sensor signal is high or low and edge detection. Therefore, the absolute rotational position can be grasped.

Furthermore, in the present embodiment, regarding energization control (motor drive control) in the rotation drive period for which the calculation of the absolute rotation position has not yet been completed, the next NNUM value candidates “3” and “6” are tried in turn and the energization control is performed. Therefore, motor drive control is possible even during the rotation drive period.

(Third embodiment)
In the second embodiment, among the three UVW phase sensors SU to SW, the U-phase sensor SU and the V-phase sensor SV are arranged on the rotation trajectory 34a of the heteropolar magnetic part 34. Then, all the three UVW phase sensors SU to SW are arranged on the rotation track 34a. As a result, the internal combustion engine control signal ES is also included in the W-phase signal as in the U-phase signal and the V-phase signal (see FIG. 8).

Also in the present embodiment shown in FIG. 8, as in the second embodiment, when the NUMUM value is “0”, the internal combustion engine control signal ES is output from any of the UVW phase sensors SU to SW. Is identified based on the history of the combination information NNUM. Further, in the same manner as in the second embodiment, the identification can be performed based on determination of whether the sensor signal is high or low and edge detection. Then, the absolute rotational position is calculated based on the identification result.

Specifically, when the NNUM value is “0”, if the previous NNUM value is “5”, it can be identified as the internal combustion engine control signal ES output from the U-phase sensor SU, and “3”. If so, the output from the V-phase sensor SV can be specified, and if “6”, the output from the W-phase sensor SW can be specified. When the ACG starter 20 is reversely rotated, if the previous NUMUM value was “3”, the U-phase sensor SU, if “6”, the V-phase sensor SV, and if “5”, the W-phase sensor SW. The internal combustion engine control signal ES output from can be specified. Then, the absolute rotational position is calculated based on these identification results and the appearance timing of the internal combustion engine control signal ES.

Next, energization control to the UVW phase coils CU to CW will be described. After the absolute rotational position is calculated by the above-described method, the teeth windings face the NNUM value that changes from “5 → 0 → 3 → 0 → 6 → 0 → 5 → 1” by the internal combustion engine control signal ES. As shown in parentheses in FIG. 8, it is assumed that the NNUM value has changed as “5 → 1 → 3 → 2 → 6 → 4 → 5 → 1”, and is transferred to the UVW phase coils CU to CW. The energization control may be performed.

On the other hand, when the NNUM value is “0” at the stop before the absolute rotational position is calculated, it cannot be specified whether the next NNUM value is “3”, “6”, or “5”. Therefore, in the present embodiment, energization control to the UVW phase coils CU to CW is performed by regarding that an arbitrary value (for example, “3”) of “3”, “6”, and “5” is the next NNUM value. If the NNUM value does not change because the ACG starter 20 does not start rotating even after the predetermined time has elapsed, the next NNUM value is not the arbitrary value “3” but other values “6” and “5”. It will have been. Then, next, the energization control is performed assuming that an arbitrary value (for example, “6”) of “6” and “5” is the next NNUM value. As a result, if the NNUM value does not change because the ACG starter 20 does not start rotating even after a predetermined time has elapsed, the next NNUM value is not the arbitrary value “6” but the remaining value “5”. Assuming that the UVW phase coils CU to CW are energized, the energization control is performed. When the actual NNUM value becomes a value different from the expected value from “0”, driving is performed based on the actual NNUM value.

According to the present embodiment described in detail above, the internal combustion engine control signal ES appears three times while the crankshaft 14 rotates once. Therefore, the time required from the start of driving of the ACG starter 20 to the appearance of the internal combustion engine control signal ES can be further shortened compared to the second embodiment. Therefore, the time required to calculate the absolute rotational position based on the internal combustion engine control signal ES can be shortened, and the drive start speedup of the injector 10 and the ignition device 11 can be accelerated.

(Fourth embodiment)
In the third embodiment, the three UVW phase sensors SU to SW are sequentially arranged in the adjacent gaps 41 a among the gaps 41 a of the plurality of tooth portions 41. On the other hand, in this embodiment, as shown in FIG. 9, the three UVW phase sensors SU to SW are arranged in a dispersed manner instead of being arranged in the adjacent gap 41a. In the example of FIG. 9, the angle between the U-phase sensor SU and the V-phase sensor SV and the angle between the V-phase sensor SV and the W-phase sensor SW are distributed so as to be 140 °.

Therefore, in the third embodiment, the internal combustion engine control signal ES appears every time the crankshaft 14 rotates 20 °, whereas in the present embodiment shown in FIG. 10, every time the crankshaft 14 rotates 140 °. An internal combustion engine control signal ES appears.

In the present embodiment shown in FIG. 10, as in the third embodiment, when the NNUM value is “0”, the internal combustion engine control signal ES is output from any of the UVW phase sensors SU to SW. Is identified based on the history of the combination information NNUM. Then, the absolute rotational position is calculated based on the identification result.

Next, energization control to the UVW phase coils CU to CW will be described. After the absolute rotational position is calculated by the above-described method, the NNUM values that change from “5 → 0 → 3”, “3 → 0 → 6”, and “6 → 0 → 5” by the internal combustion engine control signal ES are shown in FIG. As shown in the parentheses in the middle, energization control to the UVW phase coils CU to CW is performed on the assumption that the change is “5 → 1 → 3”, “3 → 2 → 6”, and “6 → 4 → 5”. do it.

On the other hand, before the absolute rotational position is calculated, when the NNUM value is “0”, it cannot be specified whether the next NNUM value is “3”, “6”, or “5”. Therefore, in the present embodiment, the energization control is performed in the same manner as the third embodiment, assuming that an arbitrary value (for example, “3”) of “3”, “6”, and “5” is the next NNUM value. When it is considered that the NNUM value does not change even after the predetermined time has elapsed and the ACG starter 20 does not start rotating, an arbitrary value (for example, “6”) among other values “6” and “5” is set. If the energization control is performed assuming that the next NNUM value is reached, and the rotation still does not start, the next NNUM value is regarded as the remaining value “5” instead of the arbitrary value “6”, and the UVW phase coils CU to CW Conduct energization control to

According to the present embodiment described in detail above, since the three UVW phase sensors SU to SW are distributedly arranged, the time interval at which the internal combustion engine control signal ES appears can be shortened. Therefore, the time required from the start of driving of the ACG starter 20 to the appearance of the internal combustion engine control signal ES can be further shortened compared to the third embodiment. Therefore, the time required to calculate the absolute rotational position based on the internal combustion engine control signal ES can be shortened, and the drive start speedup of the injector 10 and the ignition device 11 can be accelerated.

Even when two of the UVW phase sensors SU to SW are arranged on the rotation trajectory 34a of the heteropolar magnetic part 34, the “distributed arrangement” according to this embodiment is applied to calculate the absolute rotation position. You may make it aim at shortening of the time required to do.

(Fifth embodiment)
In each of the embodiments described above, when forming the heteropolar magnetic portion 34 at the upper end portion of the predetermined magnet 32S (A), the upper end portion is divided into three in the rotational direction, and the central portion is formed as the heteropolar magnetic portion 34. ing. On the other hand, in the present embodiment, the division into three as described above is abolished, and as shown by the hatched portion in FIG. 11, the entire upper end portion of the predetermined magnet 32S (A) is the different polar magnetic portion 34. It is formed as.

In each of the above embodiments, a dedicated sensor (crank rotation position sensor) for outputting the internal combustion engine control signal ES is abolished, whereas in this embodiment, as shown in FIG. While leaving the sensor SE, the U-phase sensor SU is arranged on the rotation track 34a of the heteropolar magnetic part 34. That is, the crank rotation position sensor SE and the U-phase sensor SU are located on the rotation track 34a of the heteropolar magnetic part 34. Therefore, as shown in FIG. 5, the internal combustion engine control signal ES is output from the U-phase sensor SU, and the internal combustion engine control signal shown in the uppermost stage in FIG. 16 is output from the crank rotation position sensor SE.

In addition to the signals of the three UVW phase sensors SU to SW, the combination rotational speed sensor SE is also combined to generate the combination information NNUM. Based on the NNUM value, the absolute rotational position is calculated and the UVW phase coil is generated. Conduct energization control to CU to CW.

As described above, according to the present embodiment, the heteropolar magnetic portion 34 is formed over the entire rotation direction of the predetermined magnet 32S (A), so that the central portion divided into three as shown in FIG. Compared to the case where the different-polarity magnetic portion 34 is used, the work of magnetizing the different-polarity magnetic portion 34 on the predetermined magnet 32S (A) can be simplified.

In addition, since the crank rotation position sensor SE and the U-phase sensor SU are arranged on the rotation path 34a of the heteropolar magnetic portion 34, the ACG starter 20 is compared with the case where only the crank rotation position sensor SE is arranged. The time required from the start of driving until the internal combustion engine control signal ES appears can be shortened. Therefore, the time required to calculate the absolute rotational position based on the internal combustion engine control signal can be shortened, and the drive start speedup of the injector 10 and the ignition device 11 can be accelerated.

(Sixth embodiment)
The rotation stop position of the crankshaft 14 when the engine is stopped is likely to be within a predetermined range during the compression stroke (for example, a range from about BTDC 150 ° to top dead center TDC). This is because the piston at low NE just before the stop is highly likely to stop due to the compression load when the piston is raised during the compression stroke. Therefore, it is generally possible to grasp the expected stop position by a test or the like.

Here, in a state where the crankshaft 14 has stopped rotating at the expected stop position, the heteropolar magnetic portion 34 is a phase sensor (in the example of FIG. 5, the U-phase sensor SU, in the example of FIG. 7, the U-phase sensor SU or V-phase). If the sensor SV) is located at a position opposite to or slightly retarded from the opposite position, an internal combustion engine control signal is output during a rotational drive period in which the absolute rotational position cannot be determined. There is a high possibility that the motor cannot be controlled with proper energization control.

Therefore, if the heteropolar magnetic part 34 is in a position slightly advanced from the opposed position of the phase sensor in the state where it is stopped at the expected stop position, the motor cannot be controlled with the proper energization control content as described above. Can be reduced.

On the other hand, in a state where the crankshaft 14 stops rotating at the expected stop position, the phase sensor is arranged such that the heteropolar magnetic portion 34 is at a position opposed to the phase sensor or a position delayed by a predetermined amount from the position opposed to the phase sensor. If the heteropolar magnetic part 34 is arranged, the internal combustion engine control signal is output immediately after the engine rotation is started, so that the absolute rotational position based on the internal combustion engine control signal can be quickly calculated, There is also an advantage that the time required for grasping the absolute rotational position can be reduced.

(Seventh embodiment)
In this embodiment shown in FIGS. 12 and 13, the heteropolar magnetic part 34 shown in FIGS. 4 (a) and 4 (b) is replaced with a nonmagnetic part (gap 34k) and deformed. That is, the gap 34k is formed by cutting out a portion of the predetermined magnet 32S (A) that is magnetized by the heteropolar magnetic portion 34. FIG. 13 is a perspective view showing the magnets 32N and 32S in a state of being disposed adjacent to the inner peripheral surface of the housing 31 (see FIG. 1). As shown in FIG. 13, the air gap 34 k has a shape penetrating in the rotation radial direction of the rotor 30.

Then, as shown in FIG. 12, the U-phase sensor SU is positioned on the rotation track 34a of the gap 34k, and the V-phase sensor SV and the W-phase sensor SW are at positions deviating from the rotation track 34a. Therefore, the UVW phase signal, the internal combustion engine control signal ES, and the combination information NNUM output from each sensor are the same as those in FIG.

In the present embodiment in which the gap 34k is formed, two of the three sensors SU to SW may be arranged on the rotation track 34a. For example, in this case, the U-phase sensor SU and the V-phase sensor SV are arranged in this case. The internal combustion engine control signal ES and the combination information NNUM are the same as those in FIG. In the present embodiment, all three UVW phase sensors SU to SW may be arranged on the rotation track 34a. In this case, the internal combustion engine control signal ES and the combination information NNUM are the same as those in FIG. . Further, in the present embodiment, when the three UVW phase sensors SU to SW are dispersedly arranged as shown in FIG. 9, the internal combustion engine control signal ES and the combination information NNUM are the same as those in FIG.

As described above, also in the present embodiment in which the air gap 34k is formed, the internal combustion engine control signal ES and the combination information NNUM are the same as those in the above embodiments, and thus the same effects as those in the above embodiments are exhibited. In addition, by replacing the heteropolar magnetic part 34 with a non-magnetic part (gap 34k), the effect of reducing the amount of magnetic short circuit described below is also exhibited.

FIG. 14A is a diagram showing the rotor 30 and the stator 40 according to the first embodiment, and a different magnet part 34 is formed on a predetermined magnet 32S (A). On the other hand, FIG. 14B is a diagram showing the rotor 30 and the stator 40 according to the present embodiment, and a gap 34k is formed in a predetermined magnet 32S (A). In both (a) and (b), a magnetic flux J1 connected to the adjacent magnet 32N (B) (C) is generated from the tooth portion 41 facing the predetermined magnet 32S (A), and this magnetic flux J1 is used as a motor driving force. Or generate electric power. Incidentally, the portion of the housing 31 that faces the S pole magnet 32S becomes the N pole, and the portion that faces the N pole magnet 32N becomes the S pole.

However, in the case of FIG. 14A provided with the heteropolar magnetic part 34, apart from the magnetic flux J1, a magnetic flux J2 that is connected from the heteropolar magnetic part 34 to the magnet 32S (A) through the teeth part 41 is generated and magnetic short-circuited. Occurs. On the other hand, in the case of FIG. 14B in which the heteropolar magnetic portion 34 is abolished, the magnetic flux J3 that is connected from the housing 31 to the magnet 32S (A) through the teeth portion 41 is generated to cause a magnetic short circuit. This short circuit path is longer than the short circuit path of the magnetic flux J2. Therefore, the amount of magnetic short circuit is reduced, and the reduction in motor driving force and power generation due to the formation of the different pole portions 34 and 34k can be reduced.

(Eighth embodiment)
As shown in FIG. 17, a part of a predetermined magnet 32S (S pole magnet 32S in the example of FIG. 17) out of the plurality of magnets 32S, 32N is formed with a different polarity magnetic part 34 described below. That is, only the portion indicated by the oblique lines in FIG. 17 is magnetized to a polarity (N pole) different from that of the S pole magnet 32S. The heteropolar magnetic portion 34 is formed at one end portion of the predetermined magnet 32S in the rotor rotation axis direction (vertical direction in FIG. 17) and exists in the entire rotation direction (horizontal direction in FIG. 17). It is formed as follows.

The V-phase sensor SV and the W-phase sensor SW are arranged at the same position in the rotor rotation axis direction (vertical direction in FIG. 17), whereas the U-phase sensor SU is the same as the V-phase sensor SV and the W-phase sensor SW. It arrange | positions in a different position in the rotating shaft direction. As a result, the U-phase sensor SU is positioned on the rotating track 34a of the heteropolar magnetic section 34, and the V-phase sensor SV and the W-phase sensor SW are positioned away from the rotating track 34a.

In this embodiment, when the sensors SU to SW detect the N pole, a low signal (binary number “0”) is output, and when the S pole is detected, a high signal (binary number “1”) is output. It is. Since there are 12 magnets 32S and 32N (12 poles), each of the U-phase signal, V-phase signal, and W-phase signal switches between low and high every time the rotor 30 rotates 30 degrees (see FIG. 18). ). Therefore, each electrical angle 360 ° of the UVW phase corresponds to a rotation angle (mechanical angle) 60 ° of the crankshaft 14. However, the U-phase signal is also switched to low when the heteropolar magnetic part 34 is detected. In addition, every time the rotor 30 rotates 10 degrees, the low and high are switched in any of the UVW phase sensors SU to SW.

Incidentally, as shown in FIG. 17, when a non-polar member 32a is interposed between the N-pole magnet 32N and the S-pole magnet 32S, when this member 32a cannot detect the polarity facing the sensors SU to SW. The processing may be performed by regarding the low signal and the high signal as a signal set in advance (for example, a low signal).

Of course, the rotor 30 in which the N-pole magnet 32N and the S-pole magnet 32S are adjacent to each other may be adopted so that the member 32a does not exist. Further, a rotor in which a plurality of N-pole magnets 32N and S-pole magnets 32S are formed from one magnet piece by magnetizing one magnet piece to N-pole and S-pole may be adopted. Note that the rotor in this case may be configured using a plurality of (for example, four) magnet pieces, or may be configured using one magnet piece.

FIG. 18 is a time chart showing the crank angle, combination information NNUM, binary notation of UVW phase signal, UVW phase signal, ignition signal, injection signal, and engine stroke in order from the top. The combination information NNUM is a virtual signal that represents a combination of the U-phase signal, the V-phase signal, and the W-phase signal that are output at the same time. In this embodiment, the combination information NNUM is calculated by combining the binary notation of the UVW phase signal. It is a decimal number.

Specifically, a binary number is represented by a binary number of a U-phase signal, the first digit is a binary number of a U-phase signal, the second digit is a binary number of a V-phase signal, and the third digit is a binary number of a W-phase signal. The numerical value converted into a decimal number is the combination information NNUM. This numerical value NNUM is calculated by the ECU 13. For example, as shown in the leftmost column, if the UVW phase signals are “1”, “0”, and “1”, NNUM is “5”.

Symbol ES in the figure indicates a portion that has become a low signal due to the detection of the heteropolar magnetic portion 34, and the signal of the portion corresponds to an “internal combustion engine control signal”. The signal corresponds to a “motor control signal”. Except for the portion where the internal combustion engine control signal ES appears, the value of NNUM is repeatedly rotated in the order of 5 → 1 → 3 → 2 → 6 → 4. Incidentally, in contrast to the present embodiment, if the different polar magnetic portion 34 is not formed, the portion of the symbol ES becomes a high signal as shown by the dotted line in the figure.

As indicated by the symbols ta, tb, and tc in the figure, the NNUM value during the period of detecting the internal combustion engine control signal ES changes from “4” → “0” → “2”. In other cases, the NNUM value never becomes “0”. Therefore, the ECU 13 can calculate the absolute rotational position of the crankshaft 14 based on the crank angle at the time when the NNUM value “0” applied to the symbol tb is detected. If the absolute rotational position can be grasped, the rising or falling timing of each UVW phase signal (that is, the update timing of NNUM) and the positional relationship for one rotation of the 4-cycle engine can be specified.

For example, after the NNUM value “0” appears, the time point td when the NNUM value “1” appears for the second time can be identified as the time when the piston of the engine has reached the bottom dead center BDC. By referring to the value of the intake pressure sensor 16, it is possible to determine whether the bottom dead center BDC timing is an exhaust stroke or a compression stroke (stroke determination). Thus, it is possible to control the fuel injection timing and the ignition timing as the target timing based on the NNUM update timing with the absolute rotation position as a reference.

If the NNUM value is “4” and the previous NNUM value is “4”, it can be specified that the signal is due to the engine control signal ES indicated by the symbol ta. On the other hand, if the previous NNUM value is “6”, it can be determined that the motor control signal is indicated by the symbol tf1. When the ACG starter 20 is rotating in reverse, it can be determined that the previous NNUM value is “0” and the engine control signal ES, and “5” is the motor control signal. Then, based on these identification results and the appearance timing of the engine control signal ES, the absolute rotational position is calculated.

Further, the ECU 13 specifies the next NNUM value based on the current NNUM value (identifying means), and the energization control content to the U-phase coil CU, V-phase coil CV, and W-phase coil CW based on the specified next NNUM value. To decide. For example, if the current NNUM value is “3”, it can be specified that the next NNUM value is “2” based on the rotation. That is, it can be said that the tooth portion 41 around which the U-phase coil CU is wound is at a timing when the position changes from the facing position (high) of the S pole magnet 32S to the facing position (low) of the N pole magnet 32N. Therefore, it can be said that it is at the timing of switching the energization on / off state to the U-phase coil CU.

Thus, the energization of the U-phase coil CU is controlled by the ECU 13 based on whether or not the NNUM value “4” indicating the rise of the U-phase signal or the NNUM value “3” indicating the fall is detected. Similarly, energization to the V-phase coil CV and the W-phase coil CW is also controlled based on the NNUM value. As for the NNUM value “0”, the energization control for the UVW phase coils CU to CW may be performed by “1” facing the motor driving coils CU, CV, CW. Further, the NNUM value “4” indicated by the symbol ta is regarded as “5”, the NNUM value “2” indicated by the symbol tc is regarded as “3”, and the energization control to the UVW phase coils CU to CW is performed. To implement.

Further, the ECU 13 detects whether or not the ACG starter 20 is reversed based on the history of the NNUM value. For example, if it is rotating forward, the NNUM value should change in the order of 5 → 1 → 3 → 2 → 6 → 4 as described above. On the other hand, if the rotation is reversed, the NNUM value should change in the order of 4 → 6 → 2 → 3 → 1 → 5.

By the way, when the engine is started by the ACG starter 20, if the engine piston tries to start from the position immediately before the TDC in the compression stroke, the driving torque required for the ACG starter 20 is increased by the amount of compression. Concerned. Therefore, there is a case where swingback control is performed such that the crankshaft 14 is reversely rotated and set to a piston position where the startability is good before starting the engine. As described above, there is a case where the ACG starter 20 is desired to be driven in reverse rotation. In this case, for example, if the current NNUM value is 4, the next NNUM value is specified as 6, and the UVW is determined according to the specified value. The energization timing to the phase coils CU to CW may be controlled.

In this embodiment, in step S10 of FIG. 6, based on the above-described rotation during normal rotation such as 5 (4) → 1 (0) → 3 (2) → 2 → 6 → 4, for example, the current NNUM value is “5”. If so, the next NNUM value is calculated to be “1”. If the current NNUM value is “0”, the next NNUM value is calculated to be “3”. If the previous NNUM value is “4” and the current NNUM value is “4”, the next NNUM value is calculated to be “1”. If the previous NNUM value is “0” and the current NNUM value is “2”, the next NNUM value is calculated to be “2”.

According to this embodiment described in detail above, the effects (1), (2), (7), (8), (9), and (10) of the first embodiment can be obtained.

(Ninth embodiment)
In the first embodiment, among the three UVW phase sensors SU to SW, only the U-phase sensor SU is arranged on the rotation orbit 34a of the heteropolar magnetic part 34, whereas in this embodiment, the U-phase The sensor SU and the V-phase sensor SV are arranged on the rotation track 34a. As a result, the V-phase signal includes the internal combustion engine control signal ES in the same manner as the U-phase signal (see FIG. 19).

Here, in the eighth embodiment, if the NNUM value is “0”, it can be specified that the internal combustion engine control signal ES is output from the U-phase sensor SU. However, in the present embodiment shown in FIG. 19, when the NNUM value is “0” (see symbols tf, tg, and th), the internal combustion engine control signal ES is output from either the U-phase sensor SU or the V-phase sensor SV. Since it cannot be specified whether it is output, there is a concern that the absolute rotational position cannot be calculated.

Therefore, in the present embodiment, based on the history information representing the history of the combination information NNUM, the internal rotational engine control signal ES is specified and the absolute rotational position is calculated. The history information in the present embodiment is two consecutive NNUM values, but three or more consecutive NNUM values may be used as the history information.

Specifically, when the NNUM value is “0”, if the previous NNUM value is “6 → 4 → 4”, the internal combustion engine control signal ES output from the U-phase sensor SU can be specified. . When the ACG starter 20 is rotating in reverse, if the previous NNUM value is “5 → 4 → 4”, it can be specified that the signal is an internal combustion engine control signal ES output from the V-phase sensor SV. Then, the absolute rotational position is calculated based on these identification results and the appearance timing of the internal combustion engine control signal ES.

Next, energization control to the UVW phase coils CU to CW will be described. After calculating the absolute rotational position by the above-described method, the NNUM value that changes from “4 → 0 → 0 → 0 → 4” by the internal combustion engine control signal ES is changed to “5 → 1 → 3 → 2 → 6”. If energization control is performed on the UVW-phase coils CU to CW on the assumption that they have changed, the magnetic pole phases coincide with the coils CU, CV, and CW of the tooth portion 41, and the motor can be driven to rotate.

On the other hand, at the time of stopping before the absolute rotational position is calculated, when the NNUM value is “0”, it cannot be specified which of the symbols tf, tg, and th is “0”. Therefore, it is not possible to identify whether the next NNUM value should be “3”, “2”, or “6” to control energization. Therefore, in the present embodiment, energization control to the UVW phase coils CU to CW is performed by regarding that an arbitrary value (for example, “3”) of “3”, “2”, and “6” is the next NNUM value.

If the NNUM value does not change because the ACG starter 20 does not start rotating even after a predetermined time has elapsed, the next NNUM value is not the arbitrary value “3” but another value “2” “6”. It will have been. Therefore, next, energization control is performed assuming that an arbitrary value (for example, “2”) of “2” and “6” is the next NNUM value.

As a result, if the NNUM value does not change because the ACG starter 20 does not start rotating even after a predetermined time has elapsed, the next NNUM value is not the arbitrary value “2” but the remaining value “6”. Assuming that the UVW phase coils CU to CW are energized, the energization control is performed. When the actual NNUM value becomes a value different from the expected value from “0”, driving is performed based on the actual NNUM value.

However, during the trial of all candidates “3”, “2”, and “6” in the order of 3 → 2 → 6, the rotor 30 may rotate slightly and the phase may be shifted. For example, when it is actually at tg, it may be assumed that it is at tf, and as a result of energization control at “3”, it may rotate to a th phase. In this case, since the motor was not normally driven, it is considered that the motor is next at tg, and energization control is performed at “2”. This time, there is a case where it rotates to a phase of tg. In this case, since the motor was not normally driven, it is considered that the motor is next in th, and energization control is performed at “6”. Therefore, when a phase shift occurs in this way, even if energization control is performed for all candidates “3”, “2”, and “6”, the motor is not normally driven.

In this embodiment in view of this point, when the motor drive is not normally performed even though energization control is performed for all of the plurality of candidates “3”, “2”, and “6”, the order is The energization control is performed in a different order (for example, the order of 2 → 3 → 6). As a result, the opportunity to try in the order in which the above-described phase shift does not occur is given, so that the motor can be driven normally. When the actual NNUM value becomes a value different from the expected value from “0”, driving is performed based on the actual NNUM value.

According to the present embodiment described in detail above, the same effects as in the eighth embodiment can be obtained, and the following effects can be obtained. That is, in the eighth embodiment, the internal combustion engine control signal ES appears once while the crankshaft 14 rotates once, whereas it appears twice according to the present embodiment. For this reason, the internal combustion engine control signal ES appears without waiting for the crankshaft 14 to make one rotation after the driving of the ACG starter 20 is started. Therefore, the absolute rotation is performed based on the internal combustion engine control signal ES. The time required to calculate the position can be shortened. Therefore, the drive start of the injector 10 and the ignition device 11 can be quickly performed. In addition, the driving torque generated by the engine can be generated early and the required motor driving torque can be reduced, so that the ACG starter 20 can be downsized.

Further, in the present embodiment, the NNUM value “0” when the internal combustion engine control signal ES is detected due to the arrangement of the plurality of sensors on the rotation track 34a of the heteropolar magnetic portion 34 is It becomes impossible to specify whether the signal ES for controlling the internal combustion engine by the sensor is combined. On the other hand, in the present embodiment, since the identification is performed based on the history of the NNUM value, the absolute rotational position can be grasped.

Further, in the present embodiment, the next NNUM value candidates “3”, “2”, and “6” are tried in order for the energization control (motor drive control) in the rotation drive period for which the calculation of the absolute rotation position has not yet been completed. Since energization control is performed, motor drive control is possible even during the rotation drive period. Furthermore, even if energization control is performed for all candidates, if motor drive cannot be performed normally, the energization control is performed again in an order different from the previous order so that the motor can be driven reliably. Become.

(10th Embodiment)
In the ninth embodiment, among the three UVW phase sensors SU to SW, the U-phase sensor SU and the V-phase sensor SV are arranged on the rotation trajectory 34a of the heteropolar magnetic part 34, whereas this embodiment Then, all the three UVW phase sensors SU to SW are arranged on the rotation track 34a. As a result, the internal combustion engine control signal ES is also included in the W-phase signal as in the U-phase signal and the V-phase signal (see FIG. 20).

In the present embodiment shown in FIG. 20, except for the portion where the internal combustion engine control signal ES appears, the value of NNUM is repeatedly rotated in the order of 5 → 1 → 3 → 2 → 6 → 4. On the other hand, the NNUM value of the portion where the internal combustion engine control signal ES appears is 4 (5) → 0 (1) → 0 (3) → 0 (2) → 0 (6) → It changes in the order of 0 (4) → 1 (5) (the numerical value in parentheses indicates the NNUM value when ES does not appear, and is a signal number for driving the motor).

Therefore, at the time of stopping before the absolute rotational position is calculated, when the NNUM value is “0”, it is specified which of the symbols tk, tl, tm, tn, and to be “0” Can not. Therefore, it is not possible to specify whether the next NNUM value should be “3”, “2”, “6”, “4”, or “5” to control the energization.

Therefore, in the present embodiment, as in the second embodiment, an arbitrary value (for example, “3”) among “3” to “5” is regarded as the next NNUM value and is sent to the UVW phase coils CU to CW. Conduct energization control. Then, until the motor is driven normally, the arbitrary values are changed in order (for example, 3 → 2 → 6 → 4 → 5) and tried. When the energization control is performed for all the candidates “3” to “5” but the motor cannot be driven normally, an order different from the above order (for example, 2 → 3 → 5 → 4 → 6). Execute energization control in this order). When the actual NNUM value becomes a value different from the expected value from “0”, the driving is performed again based on the actual NNUM value.

Next, energization control to the UVW phase coils CU to CW will be described. After the absolute rotational position is calculated by the above-described method, the teeth windings are opposed to the NNUM value that changes from “4 → 0 → 0 → 0 → 0 → 0 → 1” by the internal combustion engine control signal ES. Assuming that the NNUM value, that is, “5 → 1 → 3 → 2 → 6 → 4 → 5” is changed, the energization control to the UVW phase coils CU to CW may be performed.

According to the present embodiment described in detail above, the internal combustion engine control signal ES appears three times while the crankshaft 14 rotates once. Therefore, the time required from the start of driving of the ACG starter 20 to the appearance of the internal combustion engine control signal ES can be further reduced as compared with the ninth embodiment. Therefore, the time required to calculate the absolute rotational position based on the internal combustion engine control signal ES can be shortened, and the drive start speedup of the injector 10 and the ignition device 11 can be accelerated.

(Eleventh embodiment)
In the tenth embodiment, the three UVW phase sensors SU to SW are sequentially arranged in the adjacent gaps 41a among the gaps 41a of the plurality of tooth portions 41. On the other hand, in this embodiment, as shown in FIG. 9, the three UVW phase sensors SU to SW are arranged in a dispersed manner instead of being arranged in the adjacent gap 41a. In the example of FIG. 9, the angle between the U-phase sensor SU and the V-phase sensor SV and the angle between the V-phase sensor SV and the W-phase sensor SW are distributed so as to be 140 °.

Therefore, in the tenth embodiment, the internal combustion engine control signal ES appears every time the crankshaft 14 rotates 20 °, whereas in the present embodiment shown in FIG. 21, every time the crankshaft 14 rotates 140 °. An internal combustion engine control signal ES appears.

In the present embodiment shown in FIG. 21, except for the part where the internal combustion engine control signal ES appears, the value of NNUM is repeatedly rotated in the order of 5 → 1 → 3 → 2 → 6 → 4. On the other hand, the NNUM value of the portion where the internal combustion engine control signal ES appears by the U-phase sensor SU changes in the order of 4 (5) → 0 (1) → 2 (3) as indicated by the symbols ta to tc (in parentheses). The numerical value in NNNUM value when ES does not appear). Further, the portion due to the V-phase sensor SV changes in the order of 1 (3) → 0 (2) → 4 (6) as indicated by the symbols tq to ts, and the portion due to the W-phase sensor SW is changed to the symbols tt to tv. As shown, it changes in the order of 2 (6) → 0 (4) → 1 (1).

Accordingly, when the NNUM value is “0” at the stop before the absolute rotational position is calculated, the energization control is performed assuming that the next NNUM value is “3”, “6”, or “5”. Since it is not possible to specify whether it should be sufficient, as in the ninth embodiment, an arbitrary value of “3” to “5” is changed in order until the motor is driven normally. If the motor drive cannot be normally performed even though the energization control is performed for all candidates “3” to “5”, the energization control is performed again in an order different from the above order.

In addition, when the NNUM value is “1” at the time of stoppage, it is not possible to specify which of the next NNUM value “3”, “1”, and “2” should be energized, so “3” to “2” Change any of these values in order until the motor is driven normally. If the motor drive cannot be normally performed even though the energization control is performed for all candidates “3” to “2”, the energization control is performed again in an order different from the above order.

Similarly, if the NNUM value is “2” at the time of stoppage, it is not possible to specify whether the next NNUM value should be controlled by “6”, “2”, or “4”. And try again in a different order. In addition, if the NNUM value is “4” at the time of stoppage, it cannot be specified whether the next NNUM value should be energized by “5”, “1”, or “4”. And try in a different order.

Next, energization control to the UVW phase coils CU to CW will be described. After the absolute rotational position is calculated by the above-described method, the NNUM value that changes from “4 → 0 → 2”, “1 → 0 → 4”, and “2 → 0 → 1” by the internal combustion engine control signal ES is set to “5”. It is only necessary to control the energization of the UVW phase coils CU to CW on the assumption that the change has occurred: → 1 → 3 ”,“ 3 → 2 → 6 ”, and“ 6 → 4 → 1 ”.

According to the present embodiment described in detail above, since the three UVW phase sensors SU to SW are distributedly arranged, the time interval at which the internal combustion engine control signal ES appears can be shortened. Therefore, the time required from the start of driving of the ACG starter 20 to the appearance of the internal combustion engine control signal ES can be further shortened compared to the tenth embodiment. Therefore, the time required to calculate the absolute rotational position based on the internal combustion engine control signal ES can be shortened, and the drive start speedup of the injector 10 and the ignition device 11 can be accelerated.

Even when two of the UVW phase sensors SU to SW are arranged on the rotation trajectory 34a of the heteropolar magnetic part 34, the “distributed arrangement” according to this embodiment is applied to calculate the absolute rotation position. You may make it aim at shortening of the time required to do.

(Twelfth embodiment)
The configuration of this embodiment is shown in FIG.

As shown in FIGS. 2 and 23, the stator 40 includes the U-phase coil CU, the V-phase coil CV, the W-phase coil CW coil, the UVW-phase sensors SU to SW, and the crank rotation position sensor SE that are wound around these coils. And an iron core 42 formed with a tooth portion 41 to be rotated. A plurality of teeth portions 41 are arranged side by side in the rotation direction, and a U-phase coil CU, a V-phase coil CV, and a W-phase coil CW coil are wound around each tooth portion 41 in order. In the example of FIG. 23, 18 teeth portions 41 are arranged.

The UVW phase sensors SU to SW and the crank rotation position sensor SE are mounted on the outer peripheral surface of the stator 40, and are at positions facing the N-pole magnet 32N and the S-pole magnet 32S. Thereby, a change in magnetism due to the N-pole magnet 32N and the S-pole magnet 32S generated as the rotor 30 rotates is detected. Note that Hall ICs are employed for the UVW phase sensors SU to SW and the crank rotation position sensor SE. Therefore, even when the rotor 30 is not rotating, a detection signal corresponding to the polarity of the opposing magnet can be output.

The UVW phase sensors SU to SW and the crank rotation position sensor SE are mounted at different positions in the rotor rotation direction. Specifically, each of the gaps 41a of the plurality of tooth portions 41 is disposed in a different gap 41a. In the example of FIG. 24, the crank rotation position sensors SE and U are arranged in adjacent gaps among the plurality of gaps 41a. The phase sensor SU, the V phase sensor SV, and the W phase sensor SW are arranged in order. Therefore, each of the UVW phase sensors SU to SW and the crank rotation position sensor SE are shifted by a mechanical angle of 20 degrees.

As shown in FIG. 24, a heteropolar magnetic portion 34 described below is formed in a part of a predetermined magnet (S pole magnet 32S in the example of FIG. 24) among the plurality of magnets 32S and 32N. That is, only the portion indicated by the oblique lines in FIG. 24 is magnetized to a polarity (N pole) different from that of the S pole magnet 32S. The heteropolar magnetic portion 34 is formed at one end portion of the predetermined magnet 32S in the rotor rotation axis direction (vertical direction in FIG. 24) and exists throughout the rotation direction (horizontal direction in FIG. 24). It is formed as follows.

The crank rotation position sensor SE and the U-phase sensor SU are arranged on the rotation track 34a of the heteropolar magnetic part 34. On the other hand, the V-phase sensor SV and the W-phase sensor SW are set at positions deviating from the rotation track 34a.

In this embodiment, a low signal (binary number “0”) is output when the UVW phase sensors SU to SW and the crank rotation position sensor SE detect the N pole, and a high signal (binary number “1”) when the S pole is detected. )) Is output. Since there are 12 magnets 32S and 32N (12 poles), the crank angle signal, the U phase signal, the V phase signal, and the W phase signal are switched between low and high every time the rotor 30 rotates 30 degrees. (See FIG. 25). Therefore, each electrical angle 360 ° of the UVW phase corresponds to a rotation angle (mechanical angle) 60 ° of the crankshaft 14. However, the crank angle signal and the U-phase signal are also switched to low when the heteropolar magnetic portion 34 is detected. Further, every time the rotor 30 rotates 10 degrees, either the UVW phase sensors SU to SW or the crank rotation position sensor SE is switched between low and high.

Incidentally, as shown in FIG. 24, when a non-polar member 32a is interposed between the N-pole magnet 32N and the S-pole magnet 32S, this member 32a is connected to the UVW phase sensors SU to SW and the crank rotation position sensor SE. When the polarity cannot be detected oppositely, processing may be performed by regarding the low signal and the high signal as a preset signal (for example, a low signal).

Of course, the rotor 30 in which the N-pole magnet 32N and the S-pole magnet 32S are adjacent to each other may be adopted so that the member 32a does not exist. Further, a rotor in which a plurality of N-pole magnets 32N and S-pole magnets 32S are formed from one magnet piece by magnetizing one magnet piece to N-pole and S-pole may be adopted. Note that the rotor in this case may be configured using a plurality of (for example, four) magnet pieces, or may be configured using one magnet piece.

FIG. 25 shows, in order from the top, the crank angle, combination information NNUM, the binary notation of the crank angle signal and the UVW phase signal, the crank angle signal by the crank rotational position sensor SE, the UVW phase signal, the ignition signal, the injection signal, and the engine stroke. It is a time chart which shows. The combination information NNUM is a virtual signal that represents a combination of a crank angle signal, a U-phase signal, a V-phase signal, and a W-phase signal that is output at the same time. Decimal numbers calculated by combining binary numbers.

Specifically, the first digit in binary notation is the binary number of the crank angle signal, the second digit in binary notation is the binary number of the U-phase signal, the third digit is the binary number of the V-phase signal, and the fourth digit is A numerical value obtained by converting a 4-digit binary number represented by a binary number of a W-phase signal into a decimal number is combination information NNUM. This numerical value NNUM is calculated by the ECU 13. For example, as shown in the leftmost column, if the crank angle signal and the UVW phase signal are “1”, “1”, “0”, and “1”, NNUM is “11”.

Symbol ES in the figure indicates a portion that has become a low signal due to detection of the heteropolar magnetic portion 34, and the signal of the portion corresponds to an “internal combustion engine control signal”. Signals other than ES correspond to “motor control signals”. Except for the portion where the internal combustion engine control signal ES appears, the value of NNUM is repeatedly rotated in the order of 11 → 2 → 6 → 4 → 13 → 9. Incidentally, in contrast to the present embodiment, if the different polar magnetic portion 34 is not formed, the portion of the symbol ES becomes a high signal as shown by the dotted line in the figure.

As indicated by reference symbols a, b, and c in the figure, the NNUM value during the period in which the internal combustion engine control signal ES is detected changes from “12” to “8” to “10”. Otherwise, the NNUM value will never be “8”. In addition, as indicated by the symbols j, k, and l in the figure, the NNUM value during the period of detecting the internal combustion engine control signal ES changes from “5” → “1” → “3”. Except at the time of detection, the NNUM value never becomes “1”. In addition, for example, “12”, “10” and the like relating to the symbols a and c appear only when ES is detected.

Therefore, the ECU 13 performs absolute rotation of the crankshaft 14 with reference to the crank angle at the time when the NNUM value “8” applied to the symbol b and “1”, “12”, “10”, etc. applied to the symbols k, a, and c are detected. The position can be calculated. If the absolute rotational position can be grasped, it is possible to specify the positional relationship between the rising or falling timing of each sensor output signal (that is, the update timing of NNUM) and one rotation of the 4-cycle engine. In short, the absolute rotational position is calculated based on the current NNUM value.

For example, after the NNUM value “8” appears, the time point g when the NNUM value “2” appears for the second time can be identified as the time when the piston of the engine has reached the bottom dead center BDC. By referring to the value of the intake pressure sensor 16, it is possible to determine whether the bottom dead center BDC timing is an exhaust stroke or a compression stroke (stroke determination). Thus, it is possible to control the fuel injection timing and the ignition timing as the target timing based on the NNUM update timing with the absolute rotation position as a reference.

When the NNUM value is “0” and the previous NNUM value is “9”, it can be specified that the signal is due to the engine control signal ES indicated by the symbol e. On the other hand, if the previous NNUM value is “2”, it can be specified that the engine control signal ES is indicated by the symbol h. When the ACG starter 20 is reversed, it can be specified that the signal ES is applied to the symbol e if the previous NNUM value is “4”, and the signal ES is applied to the symbol h if the value is “6”. Then, based on these identification results and the appearance timing of the engine control signal ES, the absolute rotational position is calculated. In short, the absolute rotational position is calculated based on the history of the NNUM value.

Further, the ECU 13 specifies the next NNUM value based on the current NNUM value (identifying means), and the energization control content to the U-phase coil CU, V-phase coil CV, and W-phase coil CW based on the specified next NNUM value. To decide. For example, if the current NNUM value is “6”, it can be specified that the next NNUM value is “4” based on the rotation. That is, it can be said that the tooth portion 41 around which the U-phase coil CU is wound is at a timing when the position changes from the facing position (high) of the S pole magnet 32S to the facing position (low) of the N pole magnet 32N. Therefore, it can be said that it is at the timing of switching the energization on / off state to the U-phase coil CU.

Thus, the energization of the U-phase coil CU is controlled by the ECU 13 based on whether or not the NNUM value “9” indicating the rising edge of the U-phase signal or the NNUM value “6” indicating the falling edge is detected. Similarly, energization to the V-phase coil CV and the W-phase coil CW is also controlled based on the NNUM value.

Note that the NNUM values “12”, “8”, and “10” applied to the symbols a, b, and c are regarded as “13”, “9”, and “11”, and the energization control to the UVW phase coils CU to CW is performed. The coils CU, CV, and CW of the teeth portion 41 have the same magnetic pole phase, and the motor can be driven to rotate. Similarly, the NNUM values “9”, “0”, and “4” for the codes d, e, and f are regarded as “11”, “2”, and “6”, and the NNUM values “2” and “2” for the codes g, h, and i are considered. “0” and “9” are regarded as “6”, “4”, and “13”, and NNUM values “5”, “1”, and “3” for the codes j, k, and l are “13”, “9”, and “11”. Considering energization control.

On the other hand, at the stop before the absolute rotation position is calculated, for example, when the NNUM value is “0”, it cannot be specified whether the next NNUM value is “4” or “9”. Therefore, in the present embodiment, the energization control of the UVW phase coils CU to CW is performed on the assumption that an arbitrary value (for example, “4”) of “4” and “9” is the next NNUM value. If the NNUM value does not change because the ACG starter 20 does not start rotating even after the predetermined time has elapsed, the next NNUM value is regarded as another value “9” instead of the arbitrary value “4”. Then, energization control to the UVW phase coils CU to CW is performed. When the actual NNUM value becomes a value different from the expected value from “0”, driving is performed based on the actual NNUM value.

Further, the ECU 13 detects whether or not the ACG starter 20 is reversed based on the history of the NNUM value. For example, if it is rotating forward, the NNUM value should change in the order of 11 → 2 → 6 → 4 → 13 → 9 as described above. On the other hand, if the rotation is reversed, the NNUM value should change in the order of 9 → 13 → 4 → 6 → 2 → 11.

By the way, when the engine is started by the ACG starter 20, if the engine piston tries to start from the position immediately before the TDC in the compression stroke, the driving torque required for the ACG starter 20 is increased by the amount of compression. Concerned. Therefore, there is a case where swingback control is performed such that the crankshaft 14 is reversely rotated and set to a piston position where the startability is good before starting the engine. Thus, there is a case where it is desired to drive the ACG starter 20 in the reverse direction. In this case, for example, if the current NNUM value is 9, the next NNUM value is specified as 13, and the UVW is determined according to the specified value. The energization timing to the phase coils CU to CW may be controlled.

FIG. 6 is a flowchart showing a procedure of processing in which the microcomputer 13a (see FIG. 22) provided in the ECU 13 performs energization control on the UVW phase coils CU to CW as described above. This process is repeatedly executed at a predetermined cycle (for example, a calculation cycle performed by the CPU of the microcomputer 13a described above or every predetermined crank angle). Alternatively, the rotation may be performed at the predetermined period when the rotation is stopped, while the rotation may be performed every time edge detection described below is performed. That is, the microcomputer 13a shown in FIG. 22 has a capture function for capturing the timing at which the signal changes (the UVW phase signal shown in FIG. 25) output from the sensors SU to SW and subjected to input processing. ing. In short, the rising and falling timing (edge detection timing) of the UVW phase signal is detected. Then, the processing of FIG. 6 is executed every time this edge detection is performed.

First, in step S10 shown in FIG. 6, in the present embodiment, each of the crank angle signal, the U phase signal, the V phase signal, and the W phase signal is acquired from the UVW phase sensors SU to SW. In subsequent step S20 (combination information generating means), combination information NNUM representing a combination of these signals is calculated based on the crank angle signal and the UVW phase signal. In the subsequent step S30, the next NNUM value is calculated based on the NNUM value.

Specifically, based on the above-described rotation at normal rotation such as 11 → 2 → 6 → 4 → 13 → 9, for example, if the current NNUM value is “11”, the next NNUM value is calculated to be “2”. If the current NNUM value is a value that can be specified by the current NNUM value, that is, “8”, “1”, “12”, and “10” for the above-described codes b, k, a, and c, the next NNUM value Are calculated to be “11”, “11”, “9”, and “2”, respectively.

In subsequent step S40, energization control for the UVW phase coils CU to CW is performed based on the next NNUM value calculated in step S30. As a result, the ACG starter 20 is driven by a motor in a predetermined rotation direction.

For example, the energization control to the U-phase coil CU will be described. When the next NNUM value is “11” or “4”, the value of the U-phase signal that constitutes the next NNUM value constitutes the current NNUM value. It means changing from the value of the U-phase signal. Therefore, when the next NNUM value is specified to be “11” or “4”, the energization control content to the U-phase coil CU is switched from on to off, or from off to on.

Similarly, the energization control for the V-phase coil CV and the W-phase coil CW is performed in the same manner, when the next NNUM value is specified as “9” or “2”, the energization control content for the V-phase coil CV is switched. When the NNUM value is specified as “13” or “2”, the energization control content to the W-phase coil CW is switched.

In the subsequent step S50, as described above, it is determined whether or not the NUMUM value “8” appears and the absolute rotational position of the crankshaft 14 has been detected. If it has been detected (S50: YES), the process proceeds to the next step S60, and the injector 10 is set so that the fuel injection timing and the ignition timing become the target timing based on the detected absolute rotational position and UVW phase signal (or NNUM value). And the operation of the ignition device 11 is controlled. However, if the absolute rotational position is not detected (S50: NO), the system waits without operating the injector 10 and the ignition device 11.

In the example of FIG. 25, driving of the ignition device 11 is started at time ts1, and ignition is performed at time ts2. Further, the fuel injection by the injector 10 is started at the time tf1, and the injection is ended at the time tf2. Then, with reference to the crank angle (absolute rotational position) when the internal combustion engine control signal ES appears, the internal combustion engine control signal ES appears in the intake stroke, and then the fifth rise timing of the U-phase signal (or 5 The ignition control is performed with the NN1 value “11” appearance timing) as the ts1 time point and the sixth falling timing of the W-phase signal (or the sixth NNUM value “2” appearance timing) as the ts2 time point.

In addition, after the internal combustion engine control signal ES appears in the explosion stroke, the third falling timing of the V-phase signal (or the third NNUM value “9” appearance timing) is set to the time tf1, and the fifth V-phase signal is output. The fuel injection control is performed with the rise timing (or the fifth NNUM value “6” appearance timing) of t5 as the time point tf2.

Note that, as described above, it is determined whether the bottom dead center BDC timing is the exhaust stroke or the compression stroke based on the detection value of the intake pressure sensor 16, but this stroke determination has not yet been made. In this case, the ignition device 11 and the injector 10 are driven also in ts1 ′ to ts2 ′ and tf1 ′ to tf2 ′. In the example of FIG. 25, the various ignition control timings ts1 and ts2 and the injection control timings tf1 and tf2 coincide with the rising or falling timing of the UVW phase signal. The ignition control or the injection control may be performed when a predetermined time has elapsed from the rising or falling timing of the UVW phase signal immediately before.

According to the embodiment described above in detail, the following effects can be obtained.

(1) In the conventional method shown in FIG. 16, the internal combustion engine control signal ES appears once while the crankshaft 14 makes one revolution, whereas it appears four times according to the present embodiment. For this reason, the internal combustion engine control signal ES appears without waiting for the crankshaft 14 to make one rotation after the driving of the ACG starter 20 is started. Therefore, the absolute rotation is performed based on the internal combustion engine control signal ES. The time required to calculate the position can be shortened. Therefore, the drive start of the injector 10 and the ignition device 11 can be quickly performed. As a result, the required motor driving torque can be reduced, and the ACG starter 20 can be downsized.

(2) In the present embodiment, the NNUM value “0” when the internal combustion engine control signal ES is detected due to the arrangement of a plurality of sensors on the rotation path 34a of the heteropolar magnetic portion 34 is It becomes impossible to specify whether or not the signal ES for internal combustion engine control by these sensors is combined. On the other hand, in the present embodiment, the identification is performed based on the history of the NNUM value. Therefore, the absolute rotational position can be grasped.

(3) In the present embodiment, regarding the energization control (motor drive control) in the rotation drive period for which the calculation of the absolute rotation position has not yet been completed, the next NNUM value candidates “6” and “13” are tried in order and the energization control is performed. Therefore, motor drive control is possible even during the rotation drive period.

(4) The high and low UVW phase signals alone cannot distinguish the low signal from the internal combustion engine control signal ES and the low signal from the motor control signal. In particular, when the drive of the ACG starter 20 for which the history of the NNUM value has not been acquired or when the ACG starter 20 is stopped, it cannot be specified whether or not the low of the UVW phase signal is due to the internal combustion engine control signal ES. On the other hand, in the present embodiment, the combination information NNUM of each signal is calculated. Based on the NNUM value, even if the ACG starter 20 is stopped, if the NNUM value is “1”, the W It can be specified that the low phase signal is due to the internal combustion engine control signal ES. Therefore, the absolute rotational position required for engine control can be quickly grasped.

In particular, in a vehicle having an idle stop control system, since the absolute rotational position can be quickly grasped as described above when the engine is automatically restarted, driving of the injector 10 and the ignition device 11 can be quickly started, which is preferable. .

(5) Here, due to the UVW phase sensors SU to SW outputting the internal combustion engine control signal ES, the next UVW phase sensor signal may not be identified from the current UVW phase sensor signal. However, even in this case, based on the current NNUM value, the next UVNUM phase sensor signal may be specified by specifying the next NNUM value. In view of this point, in the present embodiment, the energization control content to the UVW phase coils CU to CW is determined based on the next NNUM value specified based on the current NNUM value, so that the next UVW phase sensor signal is specified. The energization control content can be determined by reducing the chances of being impossible.

(6) The rotor 30 and the crankshaft 14 of the ACG starter 20 are fixed so as to rotate integrally with the center of rotation coinciding with each other. Between the rotor 30 and the crankshaft 14, a belt, a gear, or the like The power transmission mechanism is not interposed. Therefore, when the crank angle signal is output from the crank rotation position sensor SE provided in the ACG starter 20, there is a shift between the rotation phase of the crankshaft 14 and the rotation phase of the rotor 30 due to gear backlash, belt extension, or the like. Since this can be avoided, sufficient calculation accuracy can be ensured in calculating the absolute rotational position of the crankshaft 14.

(7) The NNUM value “8” when the internal combustion engine control signal ES is detected is configured not to appear except when ES is detected. Therefore, since the absolute rotational position can be calculated based on the current NUMUM value, the absolute rotational position can be quickly grasped without waiting for the history of the NNUM value to be accumulated.

(8) In the conventional method shown in FIG. 16, the rising or falling cycle of the crank angle signal is the time for the crankshaft 14 to rotate by the rotation angle (30 °) occupied by one magnet 32S, 32N. On the other hand, since the update period of NNUM is a combination of sensor signals, the crankshaft 14 is rotated by a rotation angle that is one third of the rotation angle (30 °). That is, it can be said that the update period of NNUM is shorter than the cycle of the crank angle signal in FIG. Therefore, according to this embodiment in which the fuel injection timing and the ignition timing are controlled based on the rising or falling timing (NNUM update timing) of each UVW phase signal, the control is performed based on the crank angle signal shown in FIG. In comparison with this, the basic time used for control is one third (10 ° / 30 °), and the fuel injection timing and ignition timing can be controlled with high accuracy.

(9) As shown in FIG. 23, the crank rotation position sensor SE and the UVW phase sensors SU to SW are prohibited from being arranged in the adjacent gap 41a, and are arranged in a distributed manner. In the example of FIG. 23, the angle between the crank rotation position sensor SE and the U-phase sensor SU, the angle between the U-phase sensor SU and the V-phase sensor SV, and the interval between the V-phase sensor SV and the W-phase sensor SW. Are arranged so as to have an angle of 80 °. Therefore, as compared with the case where the four sensors SU to SW, SE are sequentially arranged in the adjacent gaps 41a among the gaps 41a of the plurality of tooth portions 41, the maximum value of the time interval at which the internal combustion engine control signal ES appears is larger. Can be shortened. Therefore, the time required from the start of driving of the ACG starter 20 to the appearance of the internal combustion engine control signal ES can be shortened by the above-described distributed arrangement. Therefore, the time required to calculate the absolute rotational position based on the internal combustion engine control signal ES can be shortened, and the drive start speedup of the injector 10 and the ignition device 11 can be accelerated.

(13th Embodiment)
The configuration of this embodiment is shown in FIG.

As shown in FIG. 27 (a), a portion of a predetermined magnet 32S (A) (S pole magnet in the example of FIG. 27 (a)) of the plurality of magnets 32S and 32N has a different polar magnetism described below. A portion 34 is formed. That is, only the portion indicated by the oblique lines in FIG. 27A is magnetized with a polarity (N pole) different from that of the S pole magnet 32S. This heteropolar magnetic portion 34 is formed at one end of the predetermined magnet 32S (A) in the rotor rotation axis direction (vertical direction in FIG. 27A) and at the left and right in the rotation direction (FIG. 27A). The polarity of the predetermined magnet 32S (A) is formed on both sides of the heteropolar magnetic portion 34 in the direction). In short, the upper end portion of the predetermined magnet 32S (A) is divided into three in the rotational direction, and the central portion is formed as the heteropolar magnetic portion 34.

The U-phase sensor SU, the V-phase sensor SV, and the W-phase sensor SW are arranged at the same position in the rotor rotation axis direction (vertical direction in FIG. 27A), whereas the crank rotation position sensor SE is the UVW phase. The sensors SU to SW are arranged at different positions in the rotation axis direction. As a result, the crank rotation position sensor SE is positioned on the rotation track 34a of the heteropolar magnetic section 34, and the UVW phase sensors SU to SW are positioned away from the rotation track 34a.

In this embodiment, a low signal (binary number “0”) is output when the UVW phase sensors SU to SW and the crank rotation position sensor SE detect the N pole, and a high signal (binary number “1”) when the S pole is detected. )) Is output. Since there are 12 magnets 32S and 32N (12 poles), the crank angle signal, the U phase signal, the V phase signal, and the W phase signal are switched between low and high every time the rotor 30 rotates 30 degrees. (See FIG. 28). Therefore, each electrical angle 360 ° of the UVW phase corresponds to a rotation angle (mechanical angle) 60 ° of the crankshaft 14. However, the crank angle signal is also switched to low when the heteropolar magnetic portion 34 is detected. Further, every time the rotor 30 rotates 10 degrees, either the UVW phase sensors SU to SW or the crank rotation position sensor SE is switched between low and high.

Incidentally, as shown in FIG. 27A, when a member 32a having no polarity is interposed between the N-pole magnet 32N and the S-pole magnet 32S, this member 32a is used for the UVW phase sensors SU to SW and the crank rotation position. When the polarity cannot be detected in opposition to the sensor SE, processing may be performed assuming that the signal is a preset signal (for example, a low signal) out of the low signal and the high signal.

Of course, the rotor 30 in which the N-pole magnet 32N and the S-pole magnet 32S are adjacent to each other may be adopted so that the member 32a does not exist. Further, a rotor in which a plurality of N-pole magnets 32N and S-pole magnets 32S are formed from one magnet piece by magnetizing one magnet piece to N-pole and S-pole may be adopted. Note that the rotor in this case may be configured using a plurality of (for example, four) magnet pieces, or may be configured using one magnet piece.

FIG. 28 shows, in order from the top, the crank angle, combination information NNUM, the binary notation of the crank angle signal and the UVW phase signal, the crank angle signal by the crank rotational position sensor SE, the UVW phase signal, the ignition signal, the injection signal, and the engine stroke. It is a time chart which shows. The combination information NNUM is a virtual signal that represents a combination of a crank angle signal, a U-phase signal, a V-phase signal, and a W-phase signal that is output at the same time. Decimal numbers calculated by combining binary numbers.

Specifically, the first digit in binary notation is the binary number of the crank angle signal, the second digit in binary notation is the binary number of the U-phase signal, the third digit is the binary number of the V-phase signal, and the fourth digit is A numerical value obtained by converting a 4-digit binary number represented by a binary number of a W-phase signal into a decimal number is combination information NNUM. This numerical value NNUM is calculated by the ECU 13. For example, as shown in the leftmost column, if the crank angle signal and the UVW phase signal are “1”, “1”, “0”, and “1”, NNUM is “11”.

The symbol ES in the figure indicates a portion that has become a low signal due to the detection of the heteropolar magnetic portion 34. The signal in this portion corresponds to an “internal combustion engine control signal”, and the UVW phase signal is “motor”. It corresponds to a “control signal”. Except for the portion where the internal combustion engine control signal ES appears, the value of NNUM is repeatedly rotated in the order of 11 → 2 → 6 → 4 → 13 → 9.

As shown by the symbol ta in the figure, the NNUM value when the internal combustion engine control signal ES is detected is “8”, but the NNUM value does not become “8” except when ES is detected. Therefore, the ECU 13 can calculate the absolute rotational position of the crankshaft 14 based on the crank angle at the time when the NNUM value “8” is detected. If the absolute rotational position can be grasped, it is possible to specify the positional relationship between the rising or falling timing of each sensor output signal (that is, the update timing of NNUM) and one rotation of the 4-cycle engine.

For example, after the NNUM value “8” appears, the time tb when the NNUM value “2” appears for the third time can be identified as the time when the piston of the engine has reached the bottom dead center BDC. By referring to the value of the intake pressure sensor 16, it is possible to determine whether the bottom dead center BDC timing is an exhaust stroke or a compression stroke (stroke determination). Thus, it is possible to control the fuel injection timing and the ignition timing as the target timing based on the NNUM update timing with the absolute rotation position as a reference.

Further, the ECU 13 specifies the next NNUM value based on the current NNUM value (identifying means), and the energization control content to the U-phase coil CU, V-phase coil CV, and W-phase coil CW based on the specified next NNUM value. To decide. For example, if the current NNUM value is “6”, it can be specified that the next NNUM value is “4” based on the rotation. That is, it can be said that the tooth portion 41 around which the U-phase coil CU is wound is at a timing when the position changes from the facing position (high) of the S pole magnet 32S to the facing position (low) of the N pole magnet 32N. Therefore, it can be said that it is at the timing of switching the energization on / off state to the U-phase coil CU.

Thus, the energization of the U-phase coil CU is controlled by the ECU 13 based on whether or not the NNUM value “9” indicating the rising edge of the U-phase signal or the NNUM value “6” indicating the falling edge is detected. Similarly, energization to the V-phase coil CV and the W-phase coil CW is also controlled based on the NNUM value. As for the NNUM value “8”, if the energization control for the UVW phase coils CU to CW is performed with “9” facing the motor driving coils CU, CV, CW, the coils CU, The CV and CW and the magnetic pole phase match, and the motor can be driven to rotate.

Further, the ECU 13 detects whether or not the ACG starter 20 is reversed based on the history of the NNUM value. For example, if it is rotating forward, the NNUM value should change in the order of 11 → 2 → 6 → 4 → 13 → 9 as described above. On the other hand, if the rotation is reversed, the NNUM value should change in the order of 9 → 13 → 4 → 6 → 2 → 11.

By the way, when the engine is started by the ACG starter 20, if the engine piston tries to start from the position immediately before the TDC in the compression stroke, the driving torque required for the ACG starter 20 is increased by the amount of compression. Concerned. Therefore, there is a case where swingback control is performed such that the crankshaft 14 is reversely rotated and set to a piston position where the startability is good before starting the engine. Thus, there is a case where it is desired to drive the ACG starter 20 in the reverse direction. In this case, for example, if the current NNUM value is 9, the next NNUM value is specified as 13, and the UVW is determined according to the specified value. The energization timing to the phase coils CU to CW may be controlled.

FIG. 6 is a flowchart showing a procedure of processing in which the microcomputer 13a (see FIG. 22) provided in the ECU 13 performs energization control on the UVW phase coils CU to CW as described above. This process is repeatedly executed at a predetermined cycle (for example, a calculation cycle performed by the CPU of the microcomputer 13a described above or every predetermined crank angle). Alternatively, the rotation may be performed at the predetermined period when the rotation is stopped, while the rotation may be performed every time edge detection described below is performed. That is, the microcomputer 13a shown in FIG. 22 has a capture function that captures the timing at which the signals (UVW phase signals shown in FIG. 28) output from the sensors SU to SW and subjected to input processing change. ing. In short, the rising and falling timing (edge detection timing) of the UVW phase signal is detected. Then, the processing of FIG. 6 is executed every time this edge detection is performed.

First, in step S10 shown in FIG. 6, in the present embodiment, each of the crank angle signal, the U phase signal, the V phase signal, and the W phase signal is acquired from the UVW phase sensors SU to SW. In subsequent step S20 (combination information generating means), combination information NNUM representing a combination of these signals is calculated based on the crank angle signal and the UVW phase signal. In the subsequent step S30, the next NNUM value is calculated based on the NNUM value. Specifically, based on the rotation at forward rotation such as 11 → 2 → 6 → 4 → 13 → 9 (8), for example, if the current NNUM value is “11”, the next NNUM value is “2”. calculate. If the current NNUM value is “8”, the next NNUM value is calculated to be “9”.

In subsequent step S40, energization control for the UVW phase coils CU to CW is performed based on the next NNUM value calculated in step S30. As a result, the ACG starter 20 is driven by a motor in a predetermined rotation direction.

For example, the energization control to the U-phase coil CU will be described. When the next NNUM value is “11” or “4”, the value of the U-phase signal that constitutes the next NNUM value constitutes the current NNUM value. It means changing from the value of the U-phase signal. Therefore, when the next NNUM value is specified to be “11” or “4”, the energization control content to the U-phase coil CU is switched from on to off, or from off to on.

Similarly, the energization control for the V-phase coil CV and the W-phase coil CW is performed in the same manner, when the next NNUM value is specified as “9” or “2”, the energization control content for the V-phase coil CV is switched. When the NNUM value is specified as “13” or “2”, the energization control content to the W-phase coil CW is switched.

In the subsequent step S50, as described above, it is determined whether or not the NUMUM value “8” appears and the absolute rotational position of the crankshaft 14 has been detected. If it has been detected (S50: YES), the process proceeds to the next step S60, and the injector 10 is set so that the fuel injection timing and the ignition timing become the target timing based on the detected absolute rotational position and UVW phase signal (or NNUM value). And the operation of the ignition device 11 is controlled. However, if the absolute rotational position is not detected (S50: NO), the system waits without operating the injector 10 and the ignition device 11.

In the example of FIG. 28, driving of the ignition device 11 is started at time ts1, and ignition is performed at time ts2. Further, the fuel injection by the injector 10 is started at the time tf1, and the injection is ended at the time tf2. Then, with reference to the crank angle (absolute rotational position) when the internal combustion engine control signal ES appears, the internal combustion engine control signal ES appears in the intake stroke, and then the fifth rise timing of the U-phase signal (or 5 The ignition control is performed with the NN1 value “11” appearance timing) as the ts1 time point and the sixth falling timing of the W-phase signal (or the sixth NNUM value “2” appearance timing) as the ts2 time point.

In addition, after the internal combustion engine control signal ES appears in the explosion stroke, the third falling timing of the V-phase signal (or the third NNUM value “9” appearance timing) is set to the time tf1, and the fifth V-phase signal is output. The fuel injection control is performed with the rise timing (or the fifth NNUM value “6” appearance timing) of t5 as the time point tf2.

Note that, as described above, it is determined whether the bottom dead center BDC timing is the exhaust stroke or the compression stroke based on the detection value of the intake pressure sensor 16, but this stroke determination has not yet been made. In this case, the ignition device 11 and the injector 10 are driven also in ts1 ′ to ts2 ′ and tf1 ′ to tf2 ′. In the example of FIG. 28, the various ignition control timings ts1 and ts2 and the injection control timings tf1 and tf2 coincide with the rising or falling timing of the UVW phase signal. The ignition control or the injection control may be performed when a predetermined time has elapsed from the rising or falling timing of the UVW phase signal immediately before.

According to this embodiment described above in detail, (1), (5), (6), (8),
The effect (10) and the following effects can be obtained.

(11) By the way, the rising or falling cycle of the conventional crank angle signal is the time during which the crankshaft 14 rotates by the rotation angle (30 °) occupied by one magnet 32S, 32N. On the other hand, since the update period of NNUM is a combination of sensor signals, the crankshaft 14 is rotated by a rotation angle that is one third of the rotation angle (30 °). That is, it can be said that the NNUM update cycle is shorter than the cycle of the conventional crank angle signal. Therefore, according to the present embodiment in which the fuel injection timing and the ignition timing are controlled based on the rising or falling timing (NNUM update timing) of each UVW phase signal, compared with the case of controlling based on the conventional crank angle signal. Thus, the basic time used for the control is one third (10 ° / 30 °), and the fuel injection timing and the ignition timing can be controlled with high accuracy.

(Other embodiments)
The present disclosure is not limited to the description of the above-described embodiment, and may be modified as follows. Moreover, you may make it combine the characteristic structure of each embodiment arbitrarily, respectively.

In each of the above embodiments, a vehicle having a torque transmission mechanism such as a centrifugal clutch is targeted. However, when a vehicle not having such a torque transmission mechanism is targeted, the clutch is operated by a driver's clutch operation. Is permitted to start driving the motor of the ACG starter 20 under the condition that the power transmission to the driving wheel is cut off and the neutral gear state is detected. You may make it do.

In each of the above embodiments, the outer rotor type ACG starter 20 in which the rotor 30 is positioned on the outer peripheral side of the stator 40 is employed, but the inner rotor type ACG starter in which the rotor 30 is positioned on the inner peripheral side of the stator 40. 20 may be adopted.

In each of the above embodiments, the 12-30 pole ACG starter 20 having 12 poles for the rotor 30 and 18 poles for the stator 40 is targeted, but other pole numbers such as 8-12 poles, 16-24 poles, etc. The ACG starter 20 may be the target.

In the first embodiment, the upper end portion of the predetermined magnet 32S (A) is divided into three in the rotation direction, and the central portion is formed as the heteropolar magnetic portion 34. As shown in FIG. In addition, the upper end portion of the predetermined magnet 32S (A) may be divided into two in the rotational direction, and one of them may be formed as the heteropolar magnetic portion 34. However, when divided into three, it can be configured so that the rise or fall timing of other motor control signals such as V phase and W phase coincide with the rise or fall timing of the internal combustion engine control signal ES. It can be avoided that the combination information NNUM is complicated. On the other hand, when it is divided into two as described above, there is a demerit that the combination information NNUM becomes complicated and the processing load for calculating the absolute rotation position and energization control becomes large. On the other hand, in the case of two divisions, the falling edge of the internal combustion engine control signal ES is at an almost intermediate position between the other V phase and W phase, and the signal interval is 5 ° in mechanical angle. Therefore, there is an advantage that ignition and injection can be controlled with high accuracy compared to the case of three divisions in which the signal angle is 10 ° in mechanical angle.

In each of the embodiments described above, the N pole heteropolar magnetic portion 34 is formed in the S pole magnet 32S, and the internal combustion engine control signal ES is set to the low side. On the other hand, the S pole different magnetic part 34 may be formed in the N pole magnet 32N, and the internal combustion engine control signal ES may be set to the high side. Further, the N-pole magnet 32N may be used for high-side output instead of low-side output.

In the above embodiments, three UVW phase sensors SU to SW are provided for the three UVW phase coils CU to CW. On the other hand, any one or two of the three UVW phase sensors SU to SW may be eliminated. In this case, the motor control signal of the coil corresponding to the abandoned sensor may be generated by estimating from the motor control signal of another coil. For example, when the W-phase sensor SW is abolished, the on-time or off-time of the V-phase signal is measured, and when the measured time elapses from the edge of the V-phase signal or by the V-phase sensor SV What is necessary is just to carry out energization control of the W-phase coil CW by regarding the time when a predetermined time has elapsed from the rise of the motor control signal as the motor control signal applied to the W-phase coil CW.

In the above embodiments, the rotor 30 is directly connected to the crankshaft 14, but the rotor 30 may be connected to the crankshaft 14 through a power transmission mechanism such as a belt or a gear. However, in this case, a deviation occurs between the rotational phase of the crankshaft 14 and the rotational phase of the rotor 30 due to gear backlash, belt elongation, and the like, so the accuracy of calculating the absolute rotational position of the crankshaft 14 is lowered.

In each of the above embodiments, the ACG starter 20 (motor generator) is employed as the rotating machine according to the present disclosure, but a starter motor that does not have a power generation function may be employed, or a motor function may be provided. A generator that has not been used may be employed. Note that when a generator having no motor function is employed, the signals output from the sensors SU to SW are not used as motor control signals, and therefore, the sensors SU to SW are not located on the rotation track 34a. It is unnecessary to arrange the SW. Further, when the generator is adopted, it is not limited to a three-phase generator, but a 12-12 pole magnet generator with 8 poles of the rotor 30 and 12 poles of the stator 40, 8-8 poles, Single phase magnet generators with other pole numbers such as 16-16 poles may be targeted.

In the seventh embodiment shown in FIG. 12, a gap 34k is formed in the central portion in the rotation direction, and a predetermined magnet 32S (A) exists on both sides of the gap 34k. On the other hand, as shown in FIG. 15A, a gap 34k may be formed at the end in the rotational direction, and the adjacent magnet 32N (B) may be present next to the gap 34k. Alternatively, as shown in FIG. 15B, a gap 34k may be formed over the entire region in the rotation direction, and adjacent magnets 32N (B) may be present on both sides of the gap 34k.

In each of the above embodiments, the crank reference position is detected by a logic table (NNUM value) of a plurality of levels. However, the sensor width time is sequentially measured from the sensor input time, the time ratio is obtained, and the ratio is determined from the set value. May be detected as the crank reference position, or this detection method and a detection method using a logic table may be combined.

In the twelfth embodiment, as described above, the crank rotational position sensor SE and the UVW phase sensors SU to SW are dispersedly arranged, but instead of such a dispersed arrangement, the crank rotational position sensor SE and the UVW phase are arranged. The sensors SU to SW may be arranged in the adjacent gap 41a. Further, only arbitrary sensors among the four sensors may be arranged in a distributed manner.

In the twelfth embodiment, the three UVW phase sensors SU to SW are arranged on the rotation orbit 34a of the heteropolar magnetic part 34, but one or two of these UVW phase sensors SU to SW are arranged. You may make it arrange | position a sensor on the rotation track | orbit 34a. In this case as well, the “distributed arrangement” according to the first embodiment may be applied to reduce the time required to calculate the absolute rotational position.

In each of the above embodiments, combination information NNUM representing a combination of these signals is calculated based on the UVW signal. Then, the next NNUM value was calculated based on the current NNUM value. In addition to this, the following processing may be performed.

For example, in the change of the NNUM value shown in FIG. 5, there is a value that cannot be taken as the NNUM value at the rising or falling timing (edge detection timing) of the UVW phase signal. Specifically, the NNUM value cannot take a value of “7” or “1” at the rise timing of the U phase. As described above, the number of times the NNUM value takes a value that cannot be obtained if normal is counted, and when this number exceeds a predetermined number, predetermined error processing is executed.

FIG. 30 is a flowchart showing an example of error processing of such combination information NNUM. This series of processes is executed as an interrupt process when the microcomputer 13a provided in the ECU 13 detects the edge of the U-phase signal.

First, in step S110 shown in FIG. 30, it is determined whether the U-phase signal is rising. If it is determined in this determination that the U-phase signal is rising (S110: YES), the value of the U-phase signal is set to “1” in step S120. In a succeeding step S130, it is determined whether or not the V-phase signal = “0”. If it is determined in this determination that the V-phase signal is not “0” (S130: NO), it is determined whether or not the W-phase signal is “0” in step S140. If it is determined in this determination that the W-phase signal is not “0” (S140: NO), the U-phase error count U_ERR is incremented in step S150, and this series of processes is temporarily terminated. In this case, the NNUM value is “7”, which is a value that cannot be obtained at the rising timing of the U phase if it is normal. On the other hand, when it is determined in step S140 that the W-phase signal is “0” (S140: YES), the NUMM value is set to “3” in step S160, and this series of processes is temporarily terminated.

If it is determined in step S130 that the V-phase signal is “0” (S130: YES), it is determined in step S170 whether the W-phase signal is “0”. If it is determined in this determination that the W-phase signal is not “0” (S170: NO), the NNUM value is set to “5” in step S180, and this series of processes is temporarily terminated. On the other hand, when it is determined in step S170 that the W-phase signal is “0” (S170: YES), the U-phase error count U_ERR is incremented in step S190, and this series of processes is temporarily terminated. In this case, the NNUM value is “1”, which is a value that cannot be obtained at the rising timing of the U phase if it is normal.

On the other hand, when it is determined in step S110 that the U-phase signal is not rising (S110: NO), that is, when it is determined that the U-phase signal is falling, the value of the U-phase signal is set to “0” in step S200. In a succeeding step S210, it is determined whether or not the V-phase signal = “0”. If it is determined in this determination that the V-phase signal is not “0” (S210: NO), it is determined in step S220 whether the W-phase signal is “0”. If it is determined in this determination that the W-phase signal is not “0” (S220: NO), the U-phase error count U_ERR is incremented in step S230, and this series of processes is temporarily terminated. In this case, the NNUM value is “6”, which is a value that cannot be obtained at the falling timing of the U phase if it is normal. On the other hand, if it is determined in step S220 that the W-phase signal is “0” (S220: YES), the NUMM value is set to “2” in step S240, and this series of processes is temporarily terminated.

If it is determined in step S210 that the V-phase signal is “0” (S210: YES), it is determined in step S250 whether the W-phase signal is “0”. If it is determined in this determination that the W-phase signal is not “0” (S250: NO), the U-phase error count U_ERR is incremented in step S260, and this series of processes is temporarily terminated. In this case, the NNUM value is “4”, which is a value that cannot be obtained at the falling timing of the U phase if it is normal. On the other hand, if it is determined in step S250 that the W-phase signal = “0” (S250: YES), the NNUM value is set to “0” in step S270, and this series of processes is temporarily terminated.

As described above, the U-phase error count U_ERR is incremented according to the occurrence of an error when the edge detection of the U-phase signal is performed. Then, during error count operation or in another routine, it is determined whether or not the U-phase error count U_ERR is greater than a predetermined number, and when the error count ERR is greater than the predetermined number, predetermined error processing is executed. To do. As the error processing, for example, the combination information NNUM may be reset, or the combination information NNUM may be forcibly changed to a predetermined value. Here, the case where the edge detection of the U-phase signal is performed has been described as an example, but the same processing can be executed also when the edge detection of the V-phase signal or the W transmission signal is performed.

Hereinafter, the configuration and operational effects of the above-described starter motor with a signal output function for controlling an internal combustion engine will be described.

The above-described starter motor with a signal output function for controlling an internal combustion engine is configured by arranging a plurality of magnets having different polarities in the rotation direction and a plurality of teeth portions around which the coils are wound in the rotation direction. And a phase sensor that is attached to a position of the stator facing the magnet and outputs a crank position signal corresponding to the polarity of the rotating magnet.

Then, a part of a predetermined magnet among the plurality of magnets is formed with a different polarity part that is magnetized in a different polarity from the magnet or not in any polarity, and rotates together with the rotor. By arranging the phase sensor on the rotation path of the different pole portion, when the phase sensor detects the different pole portion, an internal combustion engine control signal indicating the absolute rotational position of the output shaft of the internal combustion engine is generated. The phase sensor outputs.

Alternatively, the phase sensor outputs a motor control signal corresponding to the polarity of the rotating magnet, and is driven to rotate by controlling the energization timing to the coil based on the detected motor control signal. A rotating machine that functions as a starter motor for rotating the output shaft of the internal combustion engine, and the phase sensor detects the internal combustion engine control signal instead of the motor control signal when the phase sensor detects the heteropolar portion. The reference position signal may be output.

According to this, since the reference position signal of the internal combustion engine control signal can be output using the phase sensor that outputs the motor control signal, the crank rotational position sensor described in Patent Document 1 described above can be eliminated. Can do. Therefore, the number of sensors can be reduced (first object). Incidentally, the rotating machine may be a starter motor, a magnet generator, or a motor generator.

Alternatively, if the crank rotational position sensor is left without being abolished, the different pole portion can be detected by each of the phase sensor that outputs the internal combustion engine control signal and the crank rotational position sensor. According to this, since the different pole portion can be detected a plurality of times while the output shaft of the internal combustion engine makes one revolution, the different pole portion is detected after the rotation drive of the internal combustion engine is started and the absolute rotational position is detected. The time required for grasping can be shortened (second purpose). Therefore, for example, in an internal combustion engine having an idle stop system, the absolute rotation position can be grasped at an early stage, so that the restart time can be shortened. In addition, since the absolute rotation position can be grasped at an early stage even when starting with a kick lever or a starter motor in a two-wheeled vehicle, the operation of the internal combustion engine by fuel injection and ignition can be started early to shorten the start time of the internal combustion engine. it can.

Further, a heteropolar magnetic part magnetized with a polarity different from that of the magnet is formed in a part of a predetermined magnet among the plurality of magnets, and rotates together with the rotor. By arranging the phase sensor on the rotation path of the heteropolar magnetic part, when the phase sensor detects the heteropolar magnetic part, an internal combustion engine control signal indicating the absolute rotational position of the output shaft is transmitted to the motor. You may make it output instead of the signal for control.

According to this, since the internal combustion engine control signal can be output using the phase sensor that outputs the motor control signal, the crank rotational position sensor described in Patent Document 1 can be eliminated. Therefore, the number of sensors can be reduced (first object).

In addition, a part of a predetermined magnet among the plurality of magnets is magnetized to have a polarity different from that of the magnet, and the different polarity is formed by magnetizing the magnet in the entire rotation direction. An internal combustion engine control signal representing the absolute rotation position of the output shaft is output by detecting the heteropolar magnetic part, which is disposed on the rotation path of the magnetic part and the heteropolar magnetic part that rotates together with the rotor. A rotational position sensor that performs the absolute rotation of the output shaft when the phase sensor detects the heteropolar magnetic part by arranging the phase sensor in addition to the rotational position sensor on the rotational trajectory. An internal combustion engine control signal representing a position may be output instead of the motor control signal.

According to this, each of the phase sensor that outputs the internal combustion engine control signal and the crank rotational position sensor detects the different magnetic part, so that a plurality of different magnetic parts are provided during one rotation of the output shaft of the internal combustion engine. Can be detected once. Therefore, it is possible to shorten the time required from the start of the rotation drive of the internal combustion engine to the detection of the heteropolar magnetic part to grasp the absolute rotation position (second object). Therefore, for example, in an internal combustion engine having an idle stop system, the absolute rotation position can be grasped at an early stage, so that the restart time can be shortened. In addition, since the absolute rotational position can be grasped at an early stage even when starting with a kick lever or a starting motor in a two-wheeled vehicle, the operation of the internal combustion engine by fuel injection and ignition can be started at an early stage, and the starting time can be shortened.

In addition, on the rotation trajectory of the heteropolar magnetic part formed in a part of a predetermined magnet among the plurality of magnets and magnetized with a polarity different from the magnet, and the heteropolar magnetic part rotating together with the rotor And a rotational position sensor that outputs an internal combustion engine control signal that represents the absolute rotational position of the output shaft by detecting the heteropolar magnetic part, and the heteropolar magnetic part includes the predetermined magnetic part. You may form in a part of the said rotation direction among magnets.

For example, as shown in FIG. 27 (a), a predetermined magnet 32S (A) is divided into three in the rotational direction, and the central part is formed as the heteropolar magnetic part 34. The portion indicated by reference sign P and the heteropolar magnetic portion 34 may be arranged in the rotational direction. Alternatively, as shown in FIG. 27B, one of the predetermined magnets 32S (A) divided into two in the rotational direction is formed as the heteropolar magnetic portion 34, so that the reference sign of the predetermined magnets 32S (A) The part indicated by Q and the heteropolar magnetic part 34 may be arranged in the rotational direction.

Thus, according to the above disclosure, the heteropolar magnetic part is formed in a part of the predetermined magnet in the rotational direction, so that it is different from the predetermined magnet compared to the conventional structure formed over the entire rotational direction. It is possible to shorten the length of magnetic short circuit between the polar magnetic part and the rotation axis direction (vertical direction in FIGS. 27A and 27B). Therefore, it is possible to suppress a decrease in the output of the starting motor. In addition, it is inevitable that the heteropolar magnetic part becomes inconsistent in polarity with the teeth part facing the predetermined magnet. However, according to the above disclosure, the area of the heteropolar magnetic part is the rotational direction (FIG. 27 (a), Since it becomes small in the left-right direction of FIG.27 (b), the output fall of the starting motor which arises with polarity mismatching can be suppressed. Note that when the starter motor according to the present disclosure is driven by an internal combustion engine and functions also as a generator, an effect of increasing the amount of power generated by the generator is also exhibited. Further, the length of the heteropolar magnetic part in the rotational direction can be shortened as compared to the case where the heteropolar magnetic part is formed over the entire rotational direction. Therefore, the area occupied by the different magnetic part with respect to the predetermined magnet can be reduced, and the decrease in the output of the starting motor due to the presence of the different magnetic part can be suppressed (third object).

The starter motor with a signal output function for controlling an internal combustion engine generates a combination information representing a combination of crank position signals output from the plurality of phase sensors by arranging the plurality of phase sensors side by side in the rotation direction. Combination information generating means may be provided.

The starter motor with a signal output function for internal combustion engine control includes the motor control signal for the U-phase coil, the motor control signal for the V-phase coil, the motor control signal for the W-phase coil, and the internal combustion engine control. Combination information generating means for generating combination information representing a combination of signals for use may be provided.

Here, based on the length of the edge interval Lx of the conventional engine control signal shown in FIG. 16, if the missing tooth portion Lxa in the signal is detected and the absolute rotational position of the output shaft is to be grasped, the grasp is performed. It takes longer time. On the other hand, according to the above disclosure, combination information representing the combination of each signal is generated. Therefore, if the determination is performed based on the combination information, time required for grasping the absolute rotational position can be promoted.

Incidentally, as a specific example of “combination information”, on / off signals output from a plurality of phase sensors (for example, a U-phase sensor, a V-phase sensor, and a W-phase sensor) are expressed by binary numbers of “0” or “1”. . For example, a 3-digit binary number generated by assigning each digit of a 3-digit binary number to the U-phase sensor output, the V-phase sensor output, and the W-phase sensor output corresponds to the combination information.

Note that the above disclosure can also be applied to a case where all of the U-phase sensor, V-phase sensor, and W-phase sensor are not provided. For example, when the W-phase sensor is not provided, the output of the W-phase sensor is estimated based on the output time value of the U-phase sensor or the V-phase sensor, the estimated signal, the U-phase signal detected by the sensor, and the V-phase A combination with a signal is used as the combination information.

The absolute rotation position may be calculated based on the current combination information.

Here, in the case of a predetermined combination, the absolute rotation position at the time of the combination may be uniquely specified. For example, in the case of the starting motor (rotating machine) shown in FIG. 5 (FIG. 18), if the combination information is “0” by including the engine control signal (see symbol tb in FIG. 18), the phase sensor at that time Since it can be specified that the output signal is not the motor control signal but the internal combustion engine control signal, the absolute rotational position can be calculated.

In the above disclosure in view of this point, since the absolute rotation position is calculated based on the combination information at the present time, the absolute rotation position can be obtained quickly without waiting for the history such as the output history of the phase sensor and the history of the combination information to be accumulated. The rotational position can be grasped.

The absolute rotation position may be calculated based on the history of the combination information.

Here, even if the combination information at the present time is such that the absolute rotation position cannot be uniquely identified, the absolute rotation position may be uniquely identified from the history of the combination information. For example, in the case of the starting motor (rotating machine) shown in FIG. 7 (FIG. 19), even if the combination information at the present time is “0” by including the engine control signal (symbols tf, tg, th in FIG. 19). Since the internal combustion engine control signal is output from which sensor cannot be specified, the absolute rotational position cannot be calculated. However, in FIG. 7, when the previous combination information is “5” and this time is “0” (that is, a history such as “5 → 0”), the signal for internal combustion engine control is currently transmitted from the U-phase sensor. Can be identified as being output. When the previous combination information is “3” and this time is “0” (that is, a history such as “3 → 0”), an internal combustion engine control signal is currently output from the V-phase sensor. Can be identified. In FIG. 19, when the previous combination information is “4” and this time is “0” (that is, a history such as “4 → 0”), an internal combustion engine control signal is currently output from the U-phase sensor. Can be identified.

In the above disclosure in view of this point, since the absolute rotation position is calculated based on the history of combination information, even if the absolute rotation position cannot be specified from the combination information at the present time, the absolute rotation position can be grasped. .

The starter motor with a signal output function for internal combustion engine control is based on the combination information at the present time during a rotational drive period from the start of rotation of the internal combustion engine until the absolute rotational position is calculated. A specifying means for specifying information may be provided, and the energization control content to the coil corresponding to the phase sensor may be determined based on the specifying result by the specifying means in the rotational drive period.

Here, when controlling the energization timing to the coil based on the motor control signal (motor control), grasp whether the motor control signal output next from the phase sensor is N pole or S pole, It is necessary to set the energization control contents according to the next magnet polarity. Even in a rotational drive period in which the absolute rotational position is not grasped, the next magnet polarity may be identified from the combination information at the present time. For example, in the starting motor (rotating machine) in FIG. 5 (FIG. 18), if the current combination information is “3”, the next combination information is specified as “2” and the next time corresponding to the U-phase coil. It is specified that the magnet polarity changes from the S pole to the N pole.

In the above disclosure in view of this point, the content of the next output signal from the phase sensor is specified based on the current combination information, and the energization control content is determined. Therefore, even during the rotation drive period, the energization control content corresponding to the next magnet polarity can be determined without requiring the history accumulation of combination information.

At least two of the plurality of phase sensors may be arranged on the rotation trajectory of the different pole portion.

According to the above disclosure, it is possible to increase the number of times that the different pole portion is detected while the output shaft of the internal combustion engine makes one rotation, and therefore it is possible to promote the reduction in time required for grasping the absolute rotational position.

For example, when the next combination information cannot be identified from a plurality of candidates, such as when rotating from a stopped state, the one selected from the candidates is regarded as the next combination information and corresponds to the phase sensor. If, as a result, the sensor output does not change even after a predetermined time has passed, one selected from the remaining candidates as the rotor is not rotating is selected next time. Considering the combination information, the energization to the coil corresponding to the phase sensor may be controlled.

Here, for example, in the case of the starter motor (rotary machine) shown in FIG. 7, when the absolute rotational position is not calculated, the combination information at the present time includes “engine control signal” and thus becomes “0”. Thus, it cannot be specified whether the next combination information is “3” or “6”. When the next combination information cannot be specified in this way, according to the above disclosure, one selected from the candidates “3” and “6” (for example, “3”) is regarded as the next combination information and energized. When the combination information “0” does not change even after a predetermined time has passed as a result of the control (motor drive control), that is, when the motor cannot be driven to rotate, it is selected from the remaining candidates One “6” is regarded as the next combination information, and energization control is performed again. Therefore, since energization control is sequentially tried for all of the plurality of candidates until it can be rotationally driven, motor driving can be realized even when the next combination information cannot be specified.

Here, for example, in the case of the starter motor shown in FIG. 18, when the absolute rotation position is not calculated and the combination information at the present time is “2” by including the engine control signal (symbol tc Reference), it cannot be specified whether the next combination information is “2” or “6”. When the next combination information cannot be specified in this way, according to the above disclosure, one selected from the candidates “2” and “6” (for example, “2”) is regarded as the next combination information and energized. When the combination information “0” does not change even after a predetermined time has passed as a result of the control (motor drive control), that is, when the motor cannot be driven to rotate, it is selected from the remaining candidates One “6” is regarded as the next combination information, and energization control is performed again. Therefore, since energization control is sequentially tried for all of the plurality of candidates until it can be rotationally driven, motor driving can be realized even when the next combination information cannot be specified.

As a result of performing the control on the basis of the next combination information in order for all of the plurality of candidates, if the motor cannot be driven normally, the control is performed in an order different from the order. Also good.

By the way, for example, in the case of the starter motor shown in FIG. 19, when the combination information at the present time is “0” in the start time calculation period (see tf, tg, and th), the same as in the case of FIG. Thus, it cannot be specified whether the next combination information is “3”, “2”, or “6”. That is, for example, if the current combination information “0” is based on the symbol tf, the motor can be driven normally if the next combination information is regarded as “3” and energization control is performed. Further, if the current combination information “0” is based on the code tg, the next combination information is regarded as “2”, and if the current combination information “0” is based on the code th, the next combination is considered. If it is assumed that the information is “6” and energization control is performed, the motor can be driven normally. However, in the example of FIG. 19, it cannot be specified which of the symbols tf, tg, and th is “0” at the present time in the start-up calculation period.

Therefore, the next combination information is regarded as “3” and energization control is performed. As a result, if the motor is not normally driven, the next combination information is regarded as “2” and energization control is performed. If the motor is not driven, the next combination information may be regarded as “6” and the energization control may be performed. However, as illustrated in FIG. 19, when it is set so that three or more combination information that cannot be specified appear consecutively, trials are performed in the order of “3”, “2”, and “6” as described above. In the middle, the rotor may rotate slightly and the phase may shift.

For example, when it is actually at tg, it may be assumed that it is at tf, and as a result of energization control at “3”, it may rotate and become the phase of th. In this case, since the motor was not normally driven, it is considered that the motor is next at tg, and energization control is performed at “2”. This time, there is a case where it rotates to a phase of tg. In this case, since the motor was not normally driven, it is considered that the motor is next in th, and energization control is performed at “6”. Therefore, when a phase shift occurs in this way, even if energization control is performed for all candidates “3”, “2”, and “6”, the motor is not normally driven.

In the above disclosure in view of this point, although the energization control is performed for all of the plurality of candidates “3”, “2”, and “6” in order (for example, the order of 3 → 2 → 6), the motor is normally driven. If not, the energization control is performed considering the next combination information in an order different from the order (for example, the order of 2 → 3 → 6). Therefore, an opportunity to try in the order in which the above-described phase shift does not occur is given, so that the motor can be driven normally.

The ignition timing or fuel injection of the internal combustion engine may be controlled based on the update timing of the combination information.

For example, contrary to the above disclosure, if it is attempted to control the ignition timing and fuel injection based on the timing when the signal of the U-phase sensor changes, the cycle of the change timing of the sensor signal is longer than the update period of the combination information. There is a limit to controlling the timing or fuel injection with high accuracy. Therefore, in the above disclosure, since the ignition timing or the fuel injection is controlled based on the update timing of the combination information, these can be controlled with high accuracy.

Note that the above disclosure is not limited to using all update timings of combination information for the control. For example, among all the update timings, only the update timing that coincides with the timing when the U-phase signal and the V-phase signal change are used for ignition timing control and the like, and the update that coincides with the timing when the W-phase signal changes The timing may not be used for ignition timing control or the like. Alternatively, among all the update timings, only the update timing at a crank angle within a predetermined range, for example, the vicinity of the compression stroke used for the ignition timing control may be used for the ignition timing control or the like. According to these, it is possible to improve the control accuracy while reducing the control processing load.

The plurality of phase sensors are arranged in gaps between the plurality of teeth portions, and the plurality of phase sensors are distributed and prohibited from being arranged in adjacent gaps among the plurality of gaps arranged in the rotation direction. May be.

The U-phase sensor, the V-phase sensor, and the W-phase sensor are arranged in a gap between the plurality of teeth portions, and at least two of the U-phase sensor, the V-phase sensor, and the W-phase sensor are used as the phase sensor. The plurality of phase sensors that are set may be dispersedly disposed by prohibiting them from being disposed in adjacent gaps among the plurality of gaps arranged in the rotation direction.

The rotational position sensor and the phase sensor are disposed in gaps between the plurality of teeth portions, and the rotational position sensor and the phase sensor are disposed in adjacent gaps among the plurality of gaps arranged in the rotation direction. It may be prohibited and distributed.

Here, as the number of sensors used as phase sensors increases, the number of times of detecting the different pole portion during one rotation of the output shaft can be increased. It is possible to shorten the time required to detect the polar magnetic part) and grasp the absolute rotational position. However, if the arrangement interval of the phase sensors is too narrow, the time required from the start of the rotation of the internal combustion engine to the detection of the different pole portion to grasp the absolute rotation position cannot be shortened sufficiently. In the above disclosure in view of this point, the plurality of phase sensors are prohibited from being arranged in adjacent gaps and are arranged in a distributed manner, so that the time required for grasping the absolute rotational position can be sufficiently shortened.

The predetermined magnet and the different pole portion may be arranged in the rotation direction by forming the different pole portion in a part of the rotation direction of the predetermined magnet.

For example, as shown in FIG. 4 (a), a predetermined magnet 32S (A) is divided into three in the rotational direction, and the central portion is formed as a different pole portion (different pole magnetic portion 34), whereby the predetermined magnet 32S. In (A), the portion indicated by reference numeral P and the heteropolar magnetic portion 34 are arranged in the rotational direction. Alternatively, as shown in FIG. 4B, one of the predetermined magnets 32S (A) divided into two in the rotational direction is formed as a different pole part (different pole magnetic part 34), whereby a predetermined magnet 32S ( In A), the portion indicated by the symbol Q and the heteropolar magnetic portion 34 are arranged in the rotational direction.

Thus, according to the above disclosure, the different pole part is formed in a part of the rotation direction of the predetermined magnet, so compared with the conventional structure of FIG. 9A formed over the entire rotation direction, The length of magnetic short circuit between the predetermined magnet and the different pole portion in the direction of the rotation axis (vertical direction in FIGS. 4A and 4B) can be shortened. Therefore, when the rotating machine according to the present disclosure functions as a starter motor, it is possible to suppress a decrease in output of the starter motor. In addition, it is inevitable that the polarity of the different pole portion becomes inconsistent with that of the teeth portion facing the predetermined magnet. However, according to the above disclosure, the area of the different pole portion is the rotation direction (FIGS. 4A and 4). (B) in the left-right direction), it is possible to suppress a decrease in the output of the starter motor (rotating machine) caused by the polarity mismatch. In addition, when the rotary machine concerning this indication is driven by an internal combustion engine and functions as a generator, the effect that the electric power generation amount by the generator increases is also exhibited. In addition, the length of the different pole portion in the rotation direction can be shortened compared to the case where the different pole portion is formed over the entire rotation direction. Therefore, the occupation area of the different pole part with respect to a predetermined magnet can be made small, and the output fall of the rotary machine (starting motor or generator) by presence of a different pole part can be suppressed.

The polarity of the predetermined magnet may be located on both sides of the different polarity portion in the rotation direction. For example, as shown in FIG. 4A (FIG. 27A), a predetermined magnet is divided into three parts, and the central part is formed as a different pole part.

Here, contrary to the above disclosure, in the case of the two-divided configuration illustrated in FIG. 4B (FIG. 27B), two magnets adjacent to the predetermined magnet 32S (A) (adjacent magnet 32N ( B) (C)), the position change timing (commutation timing) between one adjacent magnet 32N (B) and a predetermined magnet 32S (A) can be detected by a sensor, but the other adjacent magnet 32N ( The commutation timing between C) and the predetermined magnet 32S (A) cannot be detected. On the other hand, in the above disclosure, since the three-part configuration illustrated in FIG. 4A (FIG. 27A) is used, the commutation timing can be detected for the adjacent magnets 32N (B) (C) on both sides. become. Therefore, optimization of the switching timing of the energization control content can be promoted.

Further, according to the above disclosure, as shown in FIG. 4B (FIG. 27B), the predetermined magnet is divided into two, and the polarity of the predetermined magnet (see reference sign Q) is set only on one side of the different polarity part. Compared with the case where it positions, the rotation direction length of a different pole part can be shortened further. As a result, the amount of magnetic short-circuit between the predetermined magnet and the different pole portion can be further reduced, and the occupied area of the different pole portion that is inconsistent in polarity can be further reduced, and the rotating machine (starting motor or generator) Suppressing output reduction can be promoted.

The phase sensor is disposed at a position different from the rotational position sensor in the rotational direction, and is disposed on a rotational orbit of the heteropolar magnetic part, so that the phase sensor detects the heteropolar magnetic part. In this case, an internal combustion engine control signal representing the absolute rotational position of the output shaft may be output instead of the motor control signal.

According to the above disclosure, the heteropolar magnetic part can be detected by each of the phase sensor and the rotational position sensor that output the internal combustion engine control signal. For this reason, since the heteropolar magnetic part can be detected a plurality of times while the output shaft of the internal combustion engine makes one rotation, the absolute magnetic position is detected by detecting the heteropolar magnetic part after the internal combustion engine starts rotating. The time required to do this can be shortened (second purpose).

Here, contrary to the above disclosure, when the different polarity magnetic part is formed over the entire rotation direction of the predetermined magnet, the phase sensor cannot detect the polarity of the predetermined magnet. For this reason, it is impossible to accurately grasp the timing (commutation timing) at which the predetermined magnet is positioned at the detection position of the phase sensor to switch to the state where the adjacent magnet is positioned. For this reason, there is a concern that the timing of switching the energization control content to the coil cannot be accurately controlled at an appropriate timing.

On the other hand, if the polarity of the predetermined magnet is positioned on both sides of the rotation direction of the heteropolar magnetic part, the commutation timing applied to the phase sensor can be accurately grasped, and accordingly, the energization control content is switched. The timing can be accurately controlled at an appropriate timing.

The starter motor with a signal output function for controlling the internal combustion engine is a vehicle that uses the internal combustion engine as a travel drive source, and the rotational torque of the output shaft is provided on the condition that the rotational speed of the output shaft exceeds a predetermined value. May be applied to a vehicle provided with a torque transmission mechanism for transmitting to the drive wheels of the vehicle.

By the way, in the case where the rotating machine functions as a starter motor, the signal output from the phase sensor in the rotational drive from the stop when outputting the internal combustion engine control signal using the phase sensor as described above. Because it is not possible to specify whether the motor is a motor control signal or an internal combustion engine control signal, the motor cannot be controlled with proper energization control, and the starting motor is set in the direction opposite to the desired direction. There is a concern about the rotational drive.

In response to this concern, the above disclosure applies to vehicles that transmit output shaft torque to drive wheels on the condition that the rotational speed of the output shaft has reached a predetermined value or higher. Even then, the reverse rotational torque is not transmitted to the drive wheels and does not affect the running of the vehicle. Therefore, the above concerns can be resolved.

The output shaft may be a crankshaft, and the rotor may be fixed to the crankshaft and always rotate at the same rotational speed as the crankshaft.

Here, contrary to the above disclosure, when the crankshaft and the rotor are connected via a power transmission mechanism such as a belt or a gear, the rotational phase of the crankshaft is caused by gear backlash, belt elongation, or the like. And a rotational phase of the rotor are shifted. Therefore, the absolute rotational position of the crankshaft calculated based on the internal combustion engine control signal output by detecting the different pole portion attached to the rotor is a value deviated from the actual absolute rotational position.

In view of this point, in the above disclosure, the rotor is fixed to the crankshaft, and the vehicle is always rotating at the same rotational speed as the crankshaft. Therefore, the absolute rotational position calculated based on the internal combustion engine control signal and the actual rotational position are used. Deviation from the absolute rotation position can be reduced. Accordingly, the absolute rotational position of the crankshaft (output shaft) can be calculated with high accuracy.

The absolute rotation position where the output shaft is likely to stop when the internal combustion engine is stopped is set in advance as a predicted stop position, and the different pole portion (different pole magnetism) is avoided by avoiding the predicted stop position. The phase sensor and the different pole portion may be arranged so that the portion) is at a position advanced by a predetermined amount from the facing position of the phase sensor.

Here, contrary to the above disclosure, in a state where the output shaft is stopped at the expected stop position, the different pole part (different pole magnetic part) is at the position facing the phase sensor or at a position slightly retarded from the position facing the phase sensor. By doing so, an internal combustion engine control signal is output at the time of a stop when the absolute rotational position cannot be grasped, and in this case, there is a high possibility that the motor control cannot be performed with proper energization control content.

In the above disclosure in view of this point, in a state where the output shaft is stopped at the expected stop position, the different pole part (different pole magnetic part) can be in a position slightly advanced from the facing position of the phase sensor. As described above, it is possible to reduce the possibility that the motor cannot be controlled with the proper energization control content.

The absolute rotation position where the output shaft is likely to stop when the internal combustion engine is stopped is set in advance as a predicted stop position (for example, a range from about BTDC 150 ° to top dead center TDC), and the expected stop In a state of stopping at the position, the different pole part (different pole magnetic part) is a predetermined amount from the facing position of the phase sensor (or the rotational position sensor) or the facing position of the phase sensor (or the rotational position sensor). You may arrange | position the said phase sensor and the said different pole part (different pole magnetic part) so that it may become a retarded position.

According to the above disclosure, since the internal combustion engine control signal is output immediately after the rotational drive of the internal combustion engine is started, the absolute rotational position based on the internal combustion engine control signal can be quickly calculated, and the absolute rotation The time required for grasping the position can be reduced.

The non-polar part is a non-magnetic part that is not magnetized in either the N pole or the S pole, and may be a gap formed by cutting out a part of the predetermined magnet.

Thus, according to the above disclosure in which the nonmagnetic portion is a different polarity portion, the following points are advantageous compared to the case where the different polarity magnetic portion magnetized to have a polarity different from that of the predetermined magnet is used. is there. That is, it is not necessary to perform a magnetizing process to generate a different magnetic part (different pole part), and a non-magnetic part (different pole part) can be formed simply by forming a notch. Can be realized easily.

In addition, contrary to the above disclosure, when the heteropolar magnetic part is a heteropolar part, the predetermined magnet and the heteropolar magnetic part are in the rotation axis direction (vertical direction in FIGS. 4A and 4B). Will cause a magnetic short circuit. In this regard, according to the above disclosure in which the nonmagnetic part is a different pole part, the magnetic short-circuit amount can be reduced, and a reduction in the output of the starter motor and a decrease in the power generation output when used as a generator can be suppressed.

A U-phase sensor that includes a U-phase coil, a V-phase coil, and a W-phase coil as the coils, and that outputs a U-phase signal used for controlling energization timing to the U-phase coil as the motor control signal, the V-phase A V-phase sensor that outputs a V-phase signal used for controlling energization timing to the coil as the motor control signal, and a W-phase signal that is used to control energization timing to the W-phase coil is output as the motor control signal. Among the W-phase sensors, at least one sensor is provided, and at least one of the U-phase sensor, the V-phase sensor, and the W-phase sensor is used as the phase sensor to rotate the different pole portion (the different pole magnetic portion). You may arrange | position on an orbit.

Thus, in the case of a three-phase starter motor (rotary machine) having a U-phase coil, a V-phase coil, and a W-phase coil, each sensor that outputs a motor control signal corresponding to each coil is controlled by an internal combustion engine. You may use for the output of the business signal. However, even if there are three phases, the U-phase sensor, the V-phase sensor, and the W-phase sensor may not be provided, and the present disclosure can be applied to such a starting motor. For example, if the W-phase sensor is not provided, the output position of the W-phase sensor is estimated from the input time based on the output of the U-phase sensor or V-phase sensor, and the W-phase coil is energized and controlled based on the estimated signal. Good.

Further, all of the U-phase sensor, the V-phase sensor and the W-phase sensor may be used for the output of the internal combustion engine control signal, or one or two sensors may be used for the output of the internal combustion engine control signal. Good. As the number of sensors to be used is increased, the number of times that the different pole portion is detected during one rotation of the output shaft of the internal combustion engine can be increased, so that the time required for grasping the absolute rotational position can be reduced.

Although the present disclosure has been described based on the embodiments, it is understood that the present disclosure is not limited to the embodiments and structures. The present disclosure includes various modifications and modifications within the equivalent range. In addition, various combinations and forms, as well as other combinations and forms including only one element, more or less, are within the scope and spirit of the present disclosure.

Claims (37)

1. A rotor (30) configured by alternately arranging magnets (32N, 32S) having different polarities in the rotation direction;
   A stator (40) configured by arranging a plurality of teeth (41) around which coils (CU, CV, CW) are wound in the rotational direction;
   Phase sensors (SU, SV, SW) which are attached to positions of the stator (40) facing the magnets (32N, 32S) and output a crank position signal corresponding to the polarity of the rotating magnets (32N, 32S). )When,
   With
   Of the plurality of magnets (32N, 32S), a part of a predetermined magnet (32N, 32S) is magnetized to a polarity different from that of the magnet (32N, 32S), or magnetized to any polarity. Non-different pole parts (34, 34k) are formed,
   By disposing the phase sensor (SU, SV, SW) on the rotation trajectory of the different polarity part (34, 34k) rotating together with the rotor (30), the phase sensor (SU, SV, SW) is An internal combustion engine in which the phase sensor (SU, SV, SW) outputs an internal combustion engine control signal representing the absolute rotational position of the output shaft (14) of the internal combustion engine when the different pole portion (34, 34k) is detected Rotating machine with control signal output function.
   
2. A plurality of the phase sensors (SU, SV, SW) are arranged side by side in the rotation direction,
   The internal combustion engine control unit according to claim 1, further comprising combination information generation means (S20) for generating combination information representing a combination of crank position signals output from the plurality of phase sensors (SU, SV, SW). Rotating machine with signal output function.
   
3. The rotating machine with a signal output function for controlling an internal combustion engine according to claim 2, wherein the absolute rotational position is calculated based on the combination information at a current time point.
   
4. The rotating machine with a signal output function for internal combustion engine control according to claim 2 or 3, wherein the absolute rotational position is calculated based on a history of the combination information.
   
5. In a rotational drive period from the start of rotation of the internal combustion engine to the calculation of the absolute rotational position, a specifying means (13) for specifying the next combination information based on the combination information at the present time,
   In the rotational drive period, the energization control content to the coils (CU, CV, CW) corresponding to the phase sensors (SU, SV, SW) is determined based on the identification result by the identification means (13). Item 5. A rotating machine with a signal output function for controlling an internal combustion engine according to any one of Items 2 to 4.
   
6. The internal combustion engine control according to any one of claims 2 to 5, wherein at least two of the plurality of phase sensors (SU, SV, SW) are arranged on a rotation trajectory of the different pole portion (34, 34k). Rotating machine with signal output function.
   
7. When the next combination information cannot be specified from a plurality of candidates, the coil corresponding to the phase sensor (SU, SV, SW) is assumed that one selected from the candidates is the next combination information. Control the energization to (CU, CV, CW)
   As a result, if the sensor output does not change even after a predetermined time has elapsed, the one selected from the remaining candidates on the assumption that the rotor (30) is not rotating is regarded as the next combination information. The internal combustion engine control signal according to any one of claims 2 to 6, wherein energization to the coils (CU, CV, CW) corresponding to the phase sensors (SU, SV, SW) is sequentially controlled. Rotating machine with output function.
   
8. The rotating machine with a signal output function for controlling an internal combustion engine according to any one of claims 2 to 7, wherein ignition timing or fuel injection of the internal combustion engine is controlled based on an update timing of the combination information.
   
9. The plurality of phase sensors (SU, SV, SW) are arranged in the gaps between the plurality of teeth portions (41),
   The plurality of phase sensors (SU, SV, SW) are distributed and prohibited from being arranged in adjacent gaps among the plurality of gaps arranged in the rotation direction. A rotating machine with a signal output function for controlling an internal combustion engine as described in 1.
   
10. By forming the different pole portion (34, 34k) in a part of the rotation direction of the predetermined magnet (32N, 32S), the predetermined magnet (32N, 32S) and the different pole portion (34, 34k) are formed. The rotating machine with a signal output function for controlling an internal combustion engine according to any one of claims 1 to 9, wherein 34k) is arranged in the rotation direction.
    
11. The rotation with the signal output function for internal combustion engine control according to claim 10, wherein polarities of the predetermined magnets (32N, 32S) are positioned on both sides of the different polarity portion (34, 34k) in the rotation direction. Machine.
    
12. A vehicle using the internal combustion engine as a travel drive source,
    The present invention is applied to a vehicle provided with a torque transmission mechanism that transmits the rotational torque of the output shaft (14) to the drive wheels of the vehicle on the condition that the rotational speed of the output shaft (14) becomes a predetermined value or more. The rotating machine with a signal output function for controlling an internal combustion engine according to any one of claims 1 to 11.
    
13. The output shaft (14) is a crankshaft (14);
    The internal combustion engine control signal according to any one of claims 1 to 12, wherein the rotor (30) is fixed to the crankshaft (14) and constantly rotates at the same rotational speed as the crankshaft (14). Rotating machine with output function.
    
14. The absolute rotation position where the output shaft (14) is highly likely to stop when the internal combustion engine is stopped is set in advance as a predicted stop position;
    Avoiding the expected stop position, the phase sensors (SU, SV) are arranged such that the different pole portions (34, 34k) are advanced by a predetermined amount from the facing positions of the phase sensors (SU, SV, SW). , SW) and the different pole portion (34, 34k), the rotating machine with a signal output function for controlling an internal combustion engine according to any one of claims 1 to 13.
    
15. The absolute rotation position where the output shaft (14) is highly likely to stop when the internal combustion engine is stopped is set in advance as a predicted stop position;
    In the state of stopping at the expected stop position, the different polarity part (34, 34k) is located away from the facing position of the phase sensor (SU, SV, SW) or the facing position of the phase sensor (SU, SV, SW). The internal combustion engine control according to any one of claims 1 to 13, wherein the phase sensor (SU, SV, SW) and the different pole portion (34, 34k) are arranged so that the position is retarded by a fixed amount. Rotating machine with signal output function.
    
16. The different pole portions (34, 34k) are non-magnetic portions (34k) that are not magnetized in either the N pole or the S pole, and are formed by cutting out a part of the predetermined magnets (32N, 32S). The rotating machine with a signal output function for controlling an internal combustion engine according to any one of claims 1 to 15, wherein the rotating machine has a gap.
    
17. The phase sensor (SU, SV, SW) outputs a motor control signal corresponding to the polarity of the rotating magnet (32N, 32S),
    Based on the detected motor control signal, the energization timing of the coils (CU, CV, CW) is controlled to rotate, thereby functioning as a starter motor for rotating the output shaft (14) of the internal combustion engine. A rotating machine,
    The phase sensor (SU, SV, SW) outputs a reference position signal of the internal combustion engine control signal instead of the motor control signal when detecting the different polarity portion (34, 34k). 17. A rotating machine with a signal output function for controlling an internal combustion engine according to any one of 1 to 16.
    
18. A U-phase coil (CU), a V-phase coil (CV), and a W-phase coil (CW) are provided as the coils (CU, CV, CW),
    A U-phase sensor (SU) that outputs a U-phase signal used for controlling the energization timing to the U-phase coil (CU) as the motor control signal, and a V that is used to control the energization timing to the V-phase coil (CV). A V-phase sensor (SV) that outputs a phase signal as the motor control signal, and a W-phase sensor (SV) that outputs a W-phase signal used for controlling energization timing to the W-phase coil (CW) ( SW) at least one sensor,
    At least one of the U-phase sensor (SU), the V-phase sensor (SV), and the W-phase sensor (SW) is used as the phase sensor (SU, SV, SW) of the heteropolar portion (34, 34k). The rotating machine with a signal output function for controlling an internal combustion engine according to claim 17, which is arranged on a rotating track.
    
19. A rotor (30) configured by alternately arranging magnets (32N, 32S) having different polarities in the rotation direction;
    A stator (40) configured by arranging a plurality of teeth (41) around which coils (CU, CV, CW) are wound in the rotational direction;
    A phase sensor (SU, SV, which is attached to a position of the stator (40) facing the magnet (32N, 32S) and outputs a motor control signal according to the polarity of the rotating magnet (32N, 32S). SW)
    With
    A starter motor that rotates and drives the output shaft (14) of the internal combustion engine by controlling the energization timing of the coils (CU, CV, CW) based on the detected motor control signal. ,
    Among the plurality of magnets (32N, 32S), a part of a predetermined magnet (32N, 32S) is provided with a heteropolar magnetic part (34) magnetized in a polarity different from that of the magnet (32N, 32S). Formed over the entire rotational direction,
    By disposing the phase sensor (SU, SV, SW) on the rotation path of the heteropolar magnetic part (34) rotating with the rotor (30), the phase sensor (SU, SV, SW) Start with an internal combustion engine control signal output function that outputs an internal combustion engine control signal representing the absolute rotational position of the output shaft (14) instead of the motor control signal when the polar magnetic part (34) is detected motor.
    
20. A rotor (30) configured by alternately arranging magnets (32N, 32S) having different polarities in the rotation direction;
    A stator (40) configured by arranging a plurality of teeth (41) around which coils (CU, CV, CW) are wound in the rotational direction;
    A phase sensor (SU, SV, which is attached to a position of the stator (40) facing the magnet (32N, 32S) and outputs a motor control signal according to the polarity of the rotating magnet (32N, 32S). SW)
    With
    A starter motor that rotates and drives the output shaft (14) of the internal combustion engine by controlling the energization timing of the coils (CU, CV, CW) based on the detected motor control signal. ,
    Among a plurality of the magnets (32N, 32S), a part of a predetermined magnet (32N, 32S) is magnetized to have a polarity different from that of the magnet (32N, 32S), and among the magnets (32N, 32S) Different pole magnetic part (34) formed by being magnetized over the whole of the rotation direction,
    The absolute rotation position of the output shaft (14) is indicated by detecting the different magnetic part (34), which is arranged on the rotation path of the different magnetic part (34) rotating together with the rotor (30). A rotational position sensor (SE) that outputs a signal for controlling the internal combustion engine,
    With
    In addition to the rotational position sensor (SE), the phase sensor (SU, SV, SW) is also arranged on the rotational trajectory, so that the phase sensor (SU, SV, SW) is the heteropolar magnetic part (34). A starter motor with an internal combustion engine control signal output function that outputs an internal combustion engine control signal representing the absolute rotational position of the output shaft (14) instead of the motor control signal when the output shaft (14) is detected.
    
21. A rotor (30) configured by alternately arranging magnets (32N, 32S) having different polarities in the rotation direction;
    A stator (40) configured by arranging a plurality of teeth (41) around which coils (CU, CV, CW) are wound in the rotational direction;
    A phase sensor (SU, SV, which is attached to a position of the stator (40) facing the magnet (32N, 32S) and outputs a motor control signal according to the polarity of the rotating magnet (32N, 32S). SW)
    With
    A starter motor that rotates and drives the output shaft (14) of the internal combustion engine by controlling the energization timing of the coils (CU, CV, CW) based on the detected motor control signal. ,
    A heteropolar magnetic part (34) formed in a part of a predetermined magnet (32N, 32S) among the plurality of magnets (32N, 32S) and magnetized with a polarity different from that of the magnet (32N, 32S). ,
    The absolute rotation position of the output shaft (14) is indicated by detecting the different magnetic part (34), which is arranged on the rotation path of the different magnetic part (34) rotating together with the rotor (30). A rotational position sensor (SE) that outputs a signal for controlling the internal combustion engine,
    With
    The heteropolar magnetic part (34) is a starter motor with a signal output function for internal combustion engine control, which is formed in a part of the rotation direction of the predetermined magnets (32N, 32S).
    
22. The said different polarity magnetic part (34) is formed so that the polarity of the said predetermined magnet (32N, 32S) may be located in the both sides of the said different polarity magnetic part (34) among the said rotation directions. A starter motor with a signal output function for controlling an internal combustion engine as described in 1.
    
23. The phase sensor (SU, SV, SW) is disposed at a position different from the rotational position sensor (SE) in the rotational direction and is disposed on a rotational trajectory of the heteropolar magnetic portion (34). When the phase sensor (SU, SV, SW) detects the heteropolar magnetic part (34), an internal combustion engine control signal representing the absolute rotational position of the output shaft (14) is used as the motor control signal. The starter motor with a signal output function for controlling an internal combustion engine according to claim 21 or 22, wherein the starter motor outputs the signal instead of the engine.
    
24. A U-phase coil (CU), a V-phase coil (CV), and a W-phase coil (CW) are provided as the coils (CU, CV, CW),
    A U-phase sensor (SU) that outputs a U-phase signal used for controlling the energization timing to the U-phase coil (CU) as the motor control signal, and a V that is used to control the energization timing to the V-phase coil (CV). A V-phase sensor (SV) that outputs a phase signal as the motor control signal, and a W-phase sensor (SV) that outputs a W-phase signal used for controlling energization timing to the W-phase coil (CW) ( SW) at least one sensor,
    Rotation of the heteropolar magnetic part (34) using at least one of the U-phase sensor (SU), the V-phase sensor (SV) and the W-phase sensor (SW) as the phase sensor (SU, SV, SW). The starter motor with a signal output function for controlling an internal combustion engine according to any one of claims 19 to 23, which is disposed on a track.
    
25. The motor control signal for the U-phase coil (CU), the motor control signal for the V-phase coil (CV), the motor control signal for the W-phase coil (CW), and the internal combustion engine control signal The starter motor with a signal output function for controlling an internal combustion engine according to claim 24, further comprising combination information generation means (S20) for generating combination information representing the combination.
    
26. The starter motor with a signal output function for controlling an internal combustion engine according to claim 25, wherein the absolute rotational position is calculated based on the combination information at the present time.
    
27. 27. The starter motor with an internal combustion engine control signal output function according to claim 25 or 26, wherein the absolute rotational position is calculated based on a history of the combination information.
    
28. In a rotational drive period from the start of rotation of the internal combustion engine to the calculation of the absolute rotational position, a specifying means (13) for specifying the next combination information based on the combination information at the present time,
    In the rotational drive period, the energization control content to the coils (CU, CV, CW) corresponding to the phase sensors (SU, SV, SW) is determined based on the identification result by the identification means (13). Item 28. The starter motor with a signal output function for controlling an internal combustion engine according to any one of Items 25 to 27.
    
29. When the next combination information cannot be specified from a plurality of candidates, the coil corresponding to the phase sensor (SU, SV, SW) is assumed that one selected from the candidates is the next combination information. Control the energization to (CU, CV, CW)
    As a result, if the sensor output does not change even after a predetermined time has elapsed, the one selected from the remaining candidates on the assumption that the rotor (30) is not rotating is regarded as the next combination information. The internal combustion engine control signal output according to any one of claims 25 to 28, wherein energization to the coils (CU, CV, CW) corresponding to the phase sensors (SU, SV, SW) is controlled. Start motor with function.
    
30. As a result of performing the control by considering that it is the next combination information in order for all of the plurality of candidates, if the motor could not be driven normally, the control is performed in an order different from the order. 30. A starter motor with a signal output function for controlling an internal combustion engine according to claim 29.
    
31. The starter motor with a signal output function for internal combustion engine control according to any one of claims 25 to 30, which controls ignition timing or fuel injection of the internal combustion engine based on an update timing of the combination information.
    
32. The U-phase sensor (SU), the V-phase sensor (SV), and the W-phase sensor (SW) are arranged in a gap between the plurality of teeth portions (41),
    At least two of the U-phase sensor (SU), the V-phase sensor (SV), and the W-phase sensor (SW) are set as the phase sensors (SU, SV, SW),
    A plurality of the phase sensors (SU, SV, SW) are distributed and prohibited from being arranged in adjacent gaps among the plurality of gaps arranged in the rotation direction. A starter motor with a signal output function for controlling an internal combustion engine as described in 1.
    
33. The absolute rotation position of the output shaft (14) is indicated by detecting the different magnetic part (34), which is arranged on the rotation path of the different magnetic part (34) rotating together with the rotor (30). A rotational position sensor (SE) that outputs a signal for controlling the internal combustion engine,
    The rotational position sensor (SE) and the phase sensor (SU, SV, SW) are disposed in a gap between the plurality of teeth (41),
    The rotational position sensor (SE) and the phase sensor (SU, SV, SW) are distributed and prohibited from being arranged in adjacent gaps among the plurality of gaps arranged in the rotation direction. 31. A starter motor having a signal output function for controlling an internal combustion engine according to any one of 31.
    
34. The output shaft (14) is a crankshaft (14);
    The internal combustion engine control signal according to any one of claims 19 to 33, wherein the rotor (30) is fixed to the crankshaft (14) and constantly rotates at the same rotational speed as the crankshaft (14). Starter motor with output function.
    
35. The absolute rotation position where the output shaft (14) is highly likely to stop when the internal combustion engine is stopped is set in advance as a predicted stop position;
    Avoiding the expected stop position, the phase sensor (SU, SV, etc.) is arranged such that the heteropolar magnetic part (34) is advanced by a predetermined amount from the facing position of the phase sensor (SU, SV, SW). The starter motor with a signal output function for controlling an internal combustion engine according to any one of claims 19 to 34, wherein SW and the heteropolar magnetic portion (34) are arranged.
    
36. The absolute rotation position where the output shaft (14) is highly likely to stop when the internal combustion engine is stopped is set in advance as a predicted stop position;
    In the state of stopping at the expected stop position, the different polarity magnetic part (34) is a predetermined amount from the facing position of the phase sensor (SU, SV, SW) or the facing position of the phase sensor (SU, SV, SW). The internal combustion engine control signal according to any one of claims 19 to 34, wherein the phase sensor (SU, SV, SW) and the heteropolar magnetic part (34) are arranged so as to be at a position that is retarded by a certain amount. Starter motor with output function.
    
37. The absolute rotation position of the output shaft (14) is indicated by detecting the different magnetic part (34), which is arranged on the rotation path of the different magnetic part (34) rotating together with the rotor (30). A rotational position sensor (SE) that outputs a signal for controlling the internal combustion engine,
    The absolute rotation position where the output shaft (14) is highly likely to stop when the internal combustion engine is stopped is set in advance as a predicted stop position;
    In the state of stopping at the expected stop position, the magnetic pole part (34) is opposed to the phase sensor (SU, SV, SW) or the rotational position sensor (SE), or the phase sensor (SU, SV, SW) or the heteropolar magnetic part (34) is arranged so as to be at a position delayed by a predetermined amount from a position opposed to the rotational position sensor (SE) or the rotational position sensor (SE). Starter motor with signal output function for internal combustion engine control.
    

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